WO2021075203A1

WO2021075203A1 - Vehicle control device

Info

Publication number: WO2021075203A1
Application number: PCT/JP2020/035390
Authority: WO
Inventors: 直之田代; 今井　正人; 大司清宮
Original assignee: 日立Astemo株式会社
Priority date: 2019-10-18
Filing date: 2020-09-18
Publication date: 2021-04-22
Also published as: JP7219200B2; DE112020004474T5; JP2021067988A

Abstract

Provided is a vehicle control device with which vehicle safety is improved compared with a conventional case. A processing device of the vehicle control device executes each of the following processing steps on the basis of at least one item of information from among external environment information, vehicle information, and map information. Processing P1 to estimate the travel route of a vehicle. Processing P2 to calculate the position and speed of an object at the periphery of the vehicle. Processing P3 to calculate a region through which the vehicle can travel. Processing P4 to generate one or more route candidates with which a collision between the peripheral object and the vehicle can be avoided. Processing P6 to select one avoidance route from among the one or more route candidates. Processing P7 to set an end speed for avoidance control that causes the vehicle to travel along the avoidance route. Processing P8 to execute avoidance control. Processing P9 to end the avoidance control when the vehicle has traveled through the avoidance route and has reached the end speed.

Description

Vehicle control unit

This disclosure relates to a vehicle control device.

Conventionally, inventions related to driving support technology for own vehicles such as collision avoidance have been known (see Patent Document 1 below). Patent Document 1 discloses a vehicle driving support system including a recognition unit, an acquisition unit, and a support control unit (see the same document, abstract, claim 1, paragraph 0007, etc.).

The recognition unit recognizes a three-dimensional object existing in the traveling direction of the own vehicle. When the recognition unit recognizes the existence of the three-dimensional object, the acquisition unit acquires one or more avoidance target trajectories capable of avoiding a collision between the three-dimensional object and the own vehicle based on the traveling state of the own vehicle. To do.

The support control unit performs support control for avoiding a collision between the three-dimensional object and the own vehicle based on the avoidance target trajectory acquired by the acquisition unit. When the avoidance target track acquired by the acquisition unit exists in both the left and right directions of the own vehicle with the three-dimensional object in between, the support control unit does not control the turning of the own vehicle and the own vehicle. Controls braking.

Further, an invention relating to an automatic driving control device that controls automatic driving of a vehicle is known (see Patent Document 2 below). Patent Document 2 discloses an automatic driving control device that performs automatic driving control for driving a vehicle along a reference traveling locus set in advance with respect to a lane (the same document, abstract, claim 1, paragraph 0006). Etc.). This automatic driving control device includes a steering detection unit, a range setting unit, an automatic driving control unit, a position determination unit, and a warning unit.

The steering detection unit detects steering by the driver of the vehicle during the automatic driving control. The range setting unit sets an allowable range including the reference traveling locus in the lane as a range in the lane width direction of the lane, and a first range including the reference traveling locus within the allowable range and the first range. Set the second range on both the left and right sides of the range.

The automatic driving control unit executes the automatic driving control. Further, when the steering detection unit detects steering by the driver and the position in the lane width direction of the vehicle is included in the allowable range, the automatic driving control unit is in the automatic driving control. Steering is reflected in the running of the vehicle.

The position determination unit determines whether or not the position in the lane width direction of the vehicle is included in the second range when the steering by the driver is detected by the steering detection unit. When the position determination unit determines that the position in the lane width direction of the vehicle is included in the second range, the caution unit alerts the driver about the running of the vehicle.

International Publication No. 2013/046300 Japanese Unexamined Patent Publication No. 2017-013644

In the conventional driving support system described in Patent Document 1, when the avoidance target track acquired by the acquisition unit exists in both the left and right directions of the own vehicle with the three-dimensional object in between, the support control unit is the own vehicle. It controls the braking of the own vehicle without controlling the turning. As a result, the own vehicle traveling in the traveling lane decelerates, and the speed difference between the following vehicle traveling in the overtaking lane and the own vehicle increases. If the own vehicle changes lanes to the overtaking lane in this state, the risk of being hit by a following vehicle traveling in the overtaking lane increases.

In the automatic driving control device described in Patent Document 2, when the position in the lane width direction of the vehicle is included in the permissible range, the automatic driving control unit reflects the steering of the driver during the automatic driving control in the running of the vehicle. .. In this case, if the vehicle continues to go straight, it is possible to return to the reference driving trajectory, but for example, if the vehicle makes a right or left turn at an intersection, the vehicle cannot turn completely at the intersection. , It is necessary to switch between forward and reverse of the vehicle, and there is a risk of being hit by a following vehicle.

The present disclosure provides a vehicle control device having improved vehicle safety as compared with the conventional case.

One aspect of the present disclosure is a vehicle control device for controlling a vehicle including an external world sensor for acquiring external world information, a vehicle sensor for acquiring vehicle information, and a storage device for storing map information, and the processing device is used. The processing device estimates the traveling route of the vehicle based on one or more of the outside world information, the vehicle information, and the map information, and determines the position and speed of the peripheral objects of the vehicle and the said. The travelable area of the vehicle is calculated, one or more route candidates capable of avoiding the collision between the peripheral object and the vehicle are generated, one avoidance route is selected from the one or more route candidates, and the avoidance route is selected. It is characterized in that the end speed of the avoidance control for traveling the vehicle is set along the same, and the avoidance control is terminated when the vehicle travels on the avoidance route and reaches the end speed after the start of the avoidance control. It is a vehicle control device.

According to the present disclosure, it is possible to provide a vehicle control device having improved vehicle safety as compared with the conventional case.

The block diagram which shows Embodiment 1 of the vehicle control device which concerns on this disclosure. The block diagram which shows the structure of the vehicle control device of FIG. The functional block diagram of the vehicle control device of FIG. The flow chart which shows the flow of processing by the vehicle control device of FIG. An example of the calculation result of the travelable area by the vehicle control device of FIG. An example of the calculation result of the travelable area by the vehicle control device of FIG. An example of the calculation result of the route candidate by the vehicle control device of FIG. An example of the calculation result of the route candidate by the vehicle control device of FIG. The graph explaining the process of determining the permission of the avoidance control of FIG. FIG. 3 is a plan view illustrating an example of an end condition of avoidance control of FIG. FIG. 3 is a plan view illustrating an example of an end condition of avoidance control of FIG. FIG. 3 is a plan view illustrating an example of an end condition of avoidance control of FIG. FIG. 5 is a plan view illustrating the setting of the steering avoidance limit distance of the vehicle shown in FIG. The flow chart which shows the process flow of Embodiment 2 of the vehicle control device which concerns on this disclosure. An example of the calculation result of the travel route and the route candidate of the vehicle control device of the second embodiment. The plan view explaining the calculation of the return area by the vehicle control device of Embodiment 2. The plan view explaining the calculation of the return area by the vehicle control device of Embodiment 2. An example of the calculation result of the route candidate of the vehicle control device of the second embodiment. The graph which shows the speed profile of the vehicle in the route candidate of FIG. 11A. The flow chart which shows the process flow of Embodiment 3 of the vehicle control device which concerns on this disclosure. The flow chart which shows the process flow of Embodiment 4 of the vehicle control device which concerns on this disclosure. An example of the calculation result of the route candidate by the vehicle control device of the fourth embodiment. An example of the calculation result of the route candidate by the vehicle control device of the fourth embodiment. An example of the calculation result of the route candidate by the vehicle control device of the fourth embodiment. An example of the calculation result of the route candidate by the vehicle control device of the fourth embodiment.

Hereinafter, embodiments of the vehicle control device according to the present disclosure will be described with reference to the drawings.

[Embodiment 1]
FIG. 1 is a block diagram of a vehicle 100 equipped with the vehicle control device 110 according to the first embodiment of the vehicle control device of the present disclosure. FIG. 2A is a block diagram showing the configuration of the vehicle control device 110 of FIG. FIG. 2B is a functional block diagram of the vehicle control device 110 of FIG. FIG. 3 is a flow chart showing a flow of processing by the vehicle control device 110 of FIG.

The vehicle control device 110 constitutes, for example, a part of an advanced driver-assistance system (ADAS) that supports the driving operation of the driver of the vehicle 100. ADAS supports the driving operation of the driver of the vehicle 100 by automatically performing a braking operation, steering, or the like for avoiding a collision between the vehicle 100 and a surrounding obstacle, for example. The vehicle control device 110 can be configured by, for example, a computer system such as a microcontroller or firmware.

The vehicle control device 110 is provided by, for example, hardware such as a processing device 111 such as a CPU, a memory 112 such as RAM or ROM, a non-volatile memory 113 such as a hard disk, and an input / output interface 114, and software including a vehicle control program 115. It is composed. The input / output interface 114 is connected to each part of the vehicle 100 including, for example, an external sensor 106, a vehicle sensor 107, and various control devices. Although the details will be described later, the vehicle control device 110 of the present embodiment is characterized by having the following configuration.

The vehicle control device 110 of the present embodiment is for controlling a vehicle 100 including an outside world sensor 106 for acquiring the outside world information EI, a vehicle sensor 107 for acquiring the vehicle information VI, and a storage device 108a for storing the map information MI. It is a device. The vehicle control device 110 includes a processing device 111. The processing device 111 executes each of the following processes based on one or more of the outside world information EI, the vehicle information VI, and the map information MI. First, the process P1 for estimating the travel path TR of the vehicle 100, the processes P2 and P3 for calculating the position and speed of the peripheral object of the vehicle 100, and the travelable area RA of the vehicle 100, and the collision between the peripheral object and the vehicle 100. This is a process P4 for generating one or more route candidate CRs capable of avoiding the above, and a process P6 for selecting one avoidance route AR from one or more route candidate CRs. Further, the process P7 for setting the end speed ES of the avoidance control for traveling the vehicle 100 along the avoidance route AR, and the avoidance control when the vehicle travels on the avoidance route AR and reaches the end speed ES after the start of the avoidance control. Is the process P9 for terminating.

In the following, an example of the configuration of the vehicle 100 to be controlled by the vehicle control device 110 will be described first, and then an example of the configuration of the vehicle control device 110 will be described in detail.

The vehicle 100 includes, for example, a driving force generation mechanism 101, a transmission 102, wheels 103, a brake device 104, and a steering device 105. Further, the vehicle 100 includes, for example, an outside world sensor 106, a vehicle sensor 107, a navigation device 108, and a communication device 109. Further, the vehicle 100 includes, for example, a vehicle control device 110, a brake control device 120, a steering control device 130, a driving force control device 140, a transmission control device 150, an input / output device 160, and a lighting device 170. , Is equipped.

The driving force generation mechanism 101 is composed of, for example, an engine or a motor, or an engine and a motor, and generates a driving force for driving the vehicle 100. The transmission 102 has a transmission mechanism that switches the driving force generated by the driving force generating mechanism 101 in an appropriate direction to move the vehicle 100 forward or backward. The wheels 103 are rotated by the driving force of the driving force generating mechanism 101 transmitted via the transmission 102. The brake device 104 is controlled by, for example, the brake control device 120, and drives an actuator to brake the wheels 103.

The steering device 105 includes, for example, a steering wheel and a steering mechanism. The steering device 105, for example, changes the steering angle of the wheels 103 by the steering mechanism in response to the operation of the steering wheel by the driver, and turns and turns the vehicle 100. The steering wheel and the steering mechanism may be mechanically connected, or a steer-by-wire (SBW) that mechanically separates them may be adopted.

When the steering wheel and the steering mechanism are separated, the steering device 105 may drive the actuator of the steering mechanism according to the operation amount of the steering wheel detected by the steering angle sensor 107a. The steering device 105 may have a cutting mechanism that disconnects the mechanical connection between the steering wheel and the steering mechanism in response to the control signal of the vehicle control device 110. Further, the steering device 105 may drive the actuator of the steering mechanism in response to the control signal of the vehicle control device 110.

The outside world sensor 106 acquires the outside world information EI including information on peripheral objects existing around the vehicle 100 and information on the environment around the vehicle 100. The external world sensor 106 includes, for example, an imaging device such as a monocular camera or a stereo camera, an ultrasonic sensor, a millimeter-wave radar, and LIDAR (Light Detection and Ringing / Laser Imaging Detection and Ranging). Peripheral objects existing around the vehicle 100 include, for example, other vehicles, pedestrians, roads, road markings, road signs, traffic lights, guardrails, medians, road equipment, electric poles, structures, etc. around the vehicle 100. Including obstacles etc.

The external world information EI acquired by the external world sensor 106 includes, for example, information such as the position, shape, size, range, color, three-dimensional point cloud information, traffic light information, and lane boundary line of a peripheral object with respect to the vehicle 100. The position information of peripheral objects is not limited to, for example, two-dimensional position information in the front-rear direction and the left-right direction, and may be three-dimensional position information including height. Further, the outside world information EI may be acquired not only through the outside world sensor 106 but also through the communication device 109. The traffic light information includes, for example, information such as the color of the traffic light in front and the direction of the arrow of the traffic light. The lane boundary information includes information such as overtaking prohibition and overtaking possibility based on the type of lane boundary line.

The vehicle sensor 107 includes vehicle information VI including, for example, the position, speed, acceleration, steering angle, steering angular velocity, steering angular acceleration, turn signal operation information, driver's gripping of the steering wheel, and presence / absence of operation of the vehicle 100. To get. The vehicle sensor 107 includes, for example, a steering angle sensor 107a and a vehicle speed sensor 107b, and an acceleration sensor and a satellite positioning system (not shown). In the present embodiment, the satellite positioning system is, for example, a Global Positioning System (GPS) or a Global Navigation Satellite System (GNSS), which is mounted on the navigation device 108.

The steering angle sensor 107a detects the amount of operation of the steering device 105 by the driver, that is, the steering angle, steering angular velocity, steering acceleration, etc. based on the amount of operation of the steering wheel.
The vehicle speed sensor 107b is, for example, an output of a wheel speed sensor that detects the rotation speed of the wheels 103, a sensor that detects the rotation speed of the resolver of the motor of the driving force generation mechanism 101, or a sensor that detects the rotation speed of the transmission 102. The speed of the vehicle 100 is calculated based on the above.

The navigation device 108 is configured by, for example, the satellite positioning system described above, and acquires the position information of the vehicle 100. The navigation device 108 includes, for example, a storage device 108a for storing the map information MI, the destination of the vehicle 100, the travel route TR, and the like.

Map information MI includes, for example, road shape, number of lanes, road signs, road signs, traffic lights, reference driving positions, traffic regulations, lane divisions, position information of lane center lines of straight roads, reference traveling loci at intersections, and tertiary. Contains information such as source point group information. The road shape includes shape data close to the actual road shape represented by, for example, polygons and polylines. Traffic regulation information includes, for example, information such as speed limits and passable vehicles. The lane classification information includes, for example, information such as a main lane, an overtaking lane, a climbing lane, a straight lane, a left turn lane, and a right turn lane.

The communication device 109, for example, exchanges information with the server. Further, the communication device 109, for example, performs information communication with a communication terminal installed on the road and other vehicles around the vehicle 100. Further, the communication device 109 provides, for example, information received from a server, a communication terminal, another vehicle, or the like to the driver via the input / output device 160.

The brake control device 120 generates a predetermined braking force on the wheels 103 by, for example, driving the actuator of the brake device 104 based on the operation of the driver's brake pedal or the control signal from the vehicle control device 110. Braking the wheel 103. The steering control device 130 drives the actuator of the steering mechanism of the steering device 105 based on the amount of operation of the steering wheel of the steering device 105 by the driver or the control signal from the vehicle control device 110, and determines the steering angle of the wheels 103. Change to the angle of.

The driving force control device 140 controls the driving force generated by the driving force generating mechanism 101 based on, for example, the amount of operation of the accelerator pedal by the driver or the control signal from the vehicle control device 110. The transmission control device 150 drives the actuator of the transmission 102 based on, for example, the operation of the shift lever by the driver or the control signal from the vehicle control device 110, and the transmission 102 switches between forward and reverse, or shifts. Change the ratio.

The input / output device 160 enables the driver to input information and provides the information to the driver. The input / output device 160 can be configured by, for example, a display device provided with a touch panel. The input / output device 160 accepts, for example, input of a destination by the driver, and displays information on the position, destination and travel route of the vehicle 100, peripheral objects, and the like on the screen.

Further, the input / output device 160 includes, for example, a microphone and a speaker. The input / output device 160 may be, for example, a head-up display that projects an image onto a windshield, a rearview mirror, a side mirror, or the like of the vehicle 100, or a head-mounted display that is worn by the driver. Further, the input / output device 160 may be a part of the navigation device 108, for example.

The lighting device 170 includes, for example, headlights, turn signals, side lights, tail lights, backward lights, braking lights, and the like. The lighting device 170 lights, turns off, or blinks based on, for example, an operation of a switch, a brake pedal, or a turn signal by the driver, or a control signal from the vehicle control device 110.

The external world information EI acquired by the external world sensor 106, the vehicle information VI acquired by the vehicle sensor 107, and the map information MI stored in the storage device 108a are input to the vehicle control device 110 via the input / output interface 114. .. The vehicle control device 110 outputs a control signal CS via the input / output interface 114 based on one or more of the outside world information EI, the vehicle information VI, and the map information MI.

The control signal CS output from the vehicle control device 110 is input to the brake control device 120, the steering control device 130, the driving force control device 140, the transmission control device 150, the input / output device 160, and the lighting device 170 of the vehicle 100. .. As a result, the driving force generation mechanism 101, the transmission 102, the braking device 104, the steering device 105, the lighting device 170, and the like are operated based on the control signal CS of the vehicle control device 110, and acceleration / deceleration and steering of the vehicle 100 are performed. It is possible to support the driving operation of the driver.

Next, the configuration of the vehicle control device 110 of the present embodiment will be described in detail.

As shown in FIG. 2B, the vehicle control device 110 has, for example, a function F1 for acquiring the outside world information EI, a function F2 for acquiring the map information MI, and a function F3 for acquiring the vehicle information VI. .. Further, the vehicle control device 110 has, for example, a function F4 for calculating the travelable area RA, a function F5 for estimating the travel route TR, and a function F6 for generating a route candidate CR. Further, the vehicle control device 110 has, for example, a function F7 for selecting the avoidance route AR, a function F8 for setting the end speed ES of the avoidance control, and a function F9 for executing the avoidance control.

Each function of the vehicle control device 110 shown in FIG. 2B is realized by, for example, the processing device 111, the memory 112, the non-volatile memory 113, the input / output interface 114, the vehicle control program 115, and the like shown in FIG. 2A. More specifically, each function of the vehicle control device 110 is realized, for example, by the processing device 111 loading the vehicle control program 115 stored in the non-volatile memory 113 and various data into the memory 112 and executing the functions. To. Hereinafter, the flow of processing by each function of the vehicle control device 110 will be described with reference to FIG.

(Process P1 for estimating the travel route TR)
When the vehicle control device 110 starts the process shown in FIG. 3, the vehicle control device 110 first executes the process P1 for estimating the travel path TR of the vehicle 100. Specifically, the vehicle control device 110 receives the external world information EI acquired by the external world sensor 106, the map information MI stored in the storage device 108a, and the vehicle information VI acquired by the vehicle sensor 107. Entered via. The vehicle control device 110 acquires each input information by, for example, a function F1 for acquiring the outside world information EI, a function F2 for acquiring the map information MI, and a function F3 for acquiring the vehicle information VI.

The function F1 for acquiring the outside world information EI outputs the acquired outside world information EI to, for example, the function F4 for calculating the travelable area RA and the function F5 for estimating the travel route TR. The function F2 for acquiring the map information MI outputs the acquired map information MI to, for example, the function F4 for calculating the travelable area RA and the function F5 for estimating the travel route TR. The function F3 for acquiring the vehicle information VI outputs the acquired vehicle information VI to, for example, the function F4 for calculating the travelable area RA and the function F5 for estimating the travel route TR.

The function F5 for estimating the travel route TR estimates the travel route TR based on, for example, one or more of the input external world information EI, map information MI, and vehicle information VI. More specifically, the function F5 estimates the position of the vehicle 100 based on, for example, the map information MI, the position information including the latitude and longitude of the vehicle 100 included in the vehicle information VI, the speed, the steering angle, and the like. .. Further, when the three-dimensional point cloud information is included in both the outside world information EI and the map information MI, the function F5 may estimate the position of the vehicle 100 by matching the three-dimensional point cloud information. The function F5 can estimate the position of the vehicle 100 by effectively combining, for example, the plurality of position estimation methods described above.

Further, the function F5 for estimating the travel route TR estimates the travel route TR based on, for example, the estimated position of the vehicle 100, the destination information and the road information included in the map information MI. Further, the function F5 predicts the traveling direction of the vehicle 100 such as a right turn, a left turn, or a straight line based on the operation information of the direction indicator included in the vehicle information VI, and calculates the traveling route TR of the vehicle 100. Further, the function F5 may estimate the travel path TR of the vehicle 100 based on, for example, the steering angle, the speed, the acceleration, and the like included in the vehicle information VI.

Further, the function F5 for estimating the travel route TR compares, for example, the lane classifications such as the straight lane, the left turn lane, and the right turn lane included in the map information MI with the position of the vehicle 100 included in the vehicle information VI. Then, the traveling route TR may be estimated. The map information MI includes, for example, information such as a reference locus of a vehicle traveling on a road, position information of a center line of a straight road, and a reference traveling locus of a vehicle traveling at an intersection. In this case, the function F5 may estimate the travel route TR based on the comparison between these information and the position of the vehicle 100 included in the vehicle information VI.

(Processing P2 to calculate the position and velocity of surrounding objects)
Next, the vehicle control device 110 determines the surroundings of the vehicle 100 based on one or more of the outside world information EI, the map information MI, and the vehicle information VI by, for example, the function F4 for calculating the travelable area RA. The process P2 for calculating the position and velocity of the peripheral objects existing in the range of is executed. Further, the function F4 predicts the future position of the peripheral object after a few seconds, for example, based on the calculated position and velocity of the peripheral object.

The future position of the peripheral object can be calculated, for example, assuming that the peripheral object moves at a constant velocity. Further, the function F4 calculates a plurality of future positions at predetermined time intervals and stores them in the memory 112 or the non-volatile memory 113 for a certain period of time up to several seconds later, for example. Further, the function F4 is, for example, a vehicle in which a peripheral object is about to enter an intersection, and when the map information MI includes a reference locus of a vehicle traveling at the intersection, the vehicle as a peripheral object moves on the reference locus. You may predict that.

(Processing P3 for calculating the travelable area RA)
Next, the vehicle control device 110 executes the process P3 for calculating the travelable area RA by, for example, the function F4 for calculating the travelable area RA. Specifically, the function F4 is based on one or more information of the outside world information EI, the map information MI, and the vehicle information VI, the left and right boundary lines of the road on which the vehicle 100 is traveling, and the previous processing P2. Based on the position, speed, future position, and the like of the peripheral objects calculated in the above, the travelable area RA, which is the area in which the vehicle 100 can travel, is calculated.

FIG. 4A is a plan view showing an example of the travelable region RA on a straight road with one lane on each side. In this example, the region from the vehicle 100 to the rear of the preceding vehicle LV and the region from the vehicle 100 to the oncoming vehicle OV are defined as the travelable region RA inside the left and right boundary lines BL of the road. FIG. 4B is a plan view showing an example of a travelable area RA at an intersection of a road having one lane on each side.
In this example, since there are no other vehicles or peripheral objects in or near the intersection, the entire intersection and its vicinity are defined as the travelable area RA inside the boundary line BL of the road.

(Process P4 for generating route candidate CR) Next, the vehicle control device 110 uses the function F6 for generating route candidate CR, for example, external world information EI, vehicle information VI, travel route TR estimated by process P1, and processing. The process P4 for generating the route candidate CR is executed based on the travelable area RA calculated in P3 and the like.

FIG. 5A is a plan view showing an example of a route candidate CR on a straight road with one lane on each side. In this example, the function F6 for generating the route candidate CR includes a route candidate CR that does not change the steering angle of the vehicle 100 traveling straight ahead and a route candidate CR that turns the vehicle by gradually changing the steering angle on each of the left and right sides. Multiple route candidate CRs including are generated. In this example, the left and right route candidate CRs of the vehicle 100 are accompanied by an S-shaped steering that steers in one direction from the straight direction of the vehicle 100 to the left and right, then turns in the opposite direction and returns to the straight direction. It is a route.

FIG. 5B is a plan view showing an example of a route candidate CR at an intersection of a road with one lane on each side. In this example, the function F6 for generating the route candidate CR generates a route candidate CR having a small turning radius and a route candidate CR having a large turning radius along the traveling path TR of the vehicle 100 turning right at the intersection. Further, in this example, the function F6 generates a route candidate CR having a small turning radius and a route candidate CR having a large turning radius to steer to the left opposite to the traveling path TR of the vehicle 100 turning right at the intersection. ing. In this example, the left and right route candidate CRs of the vehicle 100 are only one-way steering routes that steer and turn in one direction from the straight direction of the vehicle 100 to the left and right.

In this process P4, the function F6 for generating the route candidate CR makes the lateral acceleration of the vehicle 100 in the left-right direction a numerical value within an allowable range based on, for example, the current speed of the vehicle 100 included in the vehicle information VI. In addition, a route candidate CR is generated. The allowable range of the lateral acceleration of the vehicle 100 is set in advance and stored in the non-volatile memory 113, for example.

(Process P5 for determining permission for avoidance control)
Next, the vehicle control device 110 executes the process P5 for determining the permission of the avoidance control by, for example, the function F7 for selecting the avoidance route AR. FIG. 6 is a graph showing an example of a determination criterion in the process P5 for determining the permission of avoidance control. In this graph, the horizontal axis is the relative speed of a peripheral object such as another vehicle with respect to the vehicle 100, and the vertical axis is the distance from the vehicle 100 to the peripheral object.

In the graph shown in FIG. 6, the curve passing through the origin O is a curve showing a distance at which the vehicle 100 does not steer and can avoid a collision with a peripheral object only by braking, that is, a braking avoidance limit distance Db.
The braking avoidance limit distance Db can be obtained by, for example, the following equation (1). In the following equation (1), Vr is the relative speed between the vehicle 100 and peripheral objects, and α is the deceleration of the vehicle 100 during braking.

Db = Vr ² / 2α ・・・ (1)

Further, in the graph shown in FIG. 6, the straight line passing through the origin O is a straight line indicating a distance at which the vehicle 100 does not decelerate and can avoid a collision with a peripheral object only by steering, that is, a steering avoidance limit distance Ds. The steering avoidance limit distance Ds can be obtained by, for example, the following equation (2). In the following equation (2), Vr is the relative speed between the vehicle 100 and peripheral objects. Xr is the distance between the vehicle 100 and surrounding objects. k is a constant. This constant k may be changed, for example, according to road conditions such as general roads, expressways, and intersections, and the road environment.

Ds = k (Xr / Vr) ... (2)

In the process P5 for determining the permission of avoidance control, the function F7 for selecting the avoidance route AR determines, for example, the permission (YES) for avoidance control when the following two conditions are satisfied. The first condition is, for example, that the distance and relative speed between the vehicle 100 and surrounding objects are included in the braking avoidance limit distance Db or less and the steering avoidance limit distance Ds or less, that is, in the avoidable region A shown in FIG. Is. The second condition is, for example, that one or more route candidate CRs are generated in the previous process P4.

When the first condition and the second condition are not satisfied, the function F7 for selecting the avoidance route AR determines that the avoidance control is permitted (NO) in the process P5 for determining the permission of the avoidance control, and the process shown in FIG. To finish. On the other hand, the function F7 executes the process P6 for determining the permission (YES) for avoidance control and selecting the route candidate CR when the first condition and the second condition are satisfied in the process P5.

(Process P6 for selecting route candidate CR)
In the process P6 for selecting the route candidate CR, the vehicle control device 110 selects one avoidance route AR from one or more route candidate CRs generated in the previous process P4 by the function F7 for selecting the avoidance route AR. .. Specifically, the function F7 selects a route in which the route candidate CR is included in the travelable region RA at each future time point from among one or more route candidate CRs.

When two or more route candidate CRs are selected here, the function F7 selects, for example, the route candidate CR that minimizes the change in steering angle with respect to the current traveling direction of the vehicle 100. Again, when two or more route candidate CRs are selected, the function F7 selects, for example, the route candidate CR that minimizes the front-rear, left-right acceleration of the vehicle 100. As a result, the ride quality of the vehicle 100 can be improved during avoidance control, which will be described later.

Further, the function F7 for selecting the avoidance route AR may select the route candidate CR according to, for example, when the vehicle information VI includes the presence / absence of gripping and operation of the steering wheel by the driver of the vehicle 100. For example, when the driver is holding the steering wheel and the vehicle 100 travels along the route candidate CR accompanied by the S-shaped steering, the driver's arm is burdened. Therefore, the function F7 may select a route candidate CR having only one-sided steering when the driver is holding the steering wheel.

Further, the function F7 for selecting the avoidance path AR may change the steering angle, steering angular velocity, or upper limit of steering angular acceleration of the vehicle 100 depending on whether or not the driver of the vehicle 100 grips the steering wheel. .. Specifically, when the driver of the vehicle 100 does not hold the steering wheel, the upper limit value is increased and the route candidate CR is selected as compared with the case where the driver holds the steering wheel “yes”. Alternatively, the upper limit value may be gradually increased in the order of the driver holding the steering wheel, holding his / her hand on the steering wheel, and releasing his / her hand from the steering wheel.

Further, when the steering device 105 adopts the above-mentioned SBW or has a cutting mechanism for disconnecting the mechanical connection between the steering mechanism and the steering wheel, the above is the same as in the non-grasping state. The upper limit may be increased.

(Process P7 for setting the end speed ES of avoidance control)
Next, the vehicle control device 110 sets the end speed ES, which is a condition for terminating the avoidance control of the next process P8, by the function F8 for setting the end speed ES of the avoidance control. The avoidance control is a control for driving the vehicle 100 along the avoidance route AR, which is one route candidate CR selected in the previous process P6. Hereinafter, a setting example of the end speed ES will be described with reference to FIGS. 7A to 7C.

In the example shown in FIG. 7A, the vehicle 100 traveling in the traveling lane of a straight road having two lanes on each side is set as an avoidance route AR for avoiding a collision with a preceding vehicle LV located in front of the same traveling lane. A route with a lane change to the next overtaking lane is selected. In this example, there is no following vehicle in a predetermined range of the overtaking lane to which the vehicle 100 changes lanes. In this case, the function F8 for setting the end speed ES of the avoidance control sets the end speed ES to 0 [km / h], for example, and avoids the end point of the avoidance route AR in which the collision with the preceding vehicle LV is avoided. Set to the end position EP of.

The example shown in FIG. 7B is different from the example shown in FIG. 7A in that the following vehicle FV exists in the overtaking lane of the lane change destination of the vehicle 100 based on the avoidance route AR. In this case, the function F8 for setting the end speed ES of the avoidance control sets, for example, the end speed ES to the speed of the following vehicle FV, and sets the position where the lane change is completed to the end position EP of the avoidance control.

In the example shown in FIG. 7C, the vehicle 100 traveling on a straight road with one lane on each side has a route that involves changing lanes to the oncoming lane as an avoidance route AR for avoiding a collision with the preceding vehicle LV located in front. It has been selected. In this example, there is no oncoming vehicle in a predetermined range of the oncoming lane to which the vehicle 100 changes lanes. In this case, the function F8 for setting the end speed ES of avoidance control sets, for example, the end speed ES to a slow speed of, for example, 5 [km / h] or less, or a creep speed of, for example, 10 [km / h] or less. Then, the position where the lane change is completed is set as the end position EP of the avoidance control.

(Process P8 for executing avoidance control)
Next, the vehicle control device 110 executes the avoidance control based on the avoidance path AR selected in the process P6 and the end speed ES set in the process P7 by the function F9 that executes the avoidance control. More specifically, the function F9 that executes the avoidance control calculates the time change of the speed and the steering angle of the vehicle 100 based on, for example, the avoidance path AR, the end speed ES, and the end position EP. Then, the function F9 outputs the control signal CS based on the calculation result to the brake control device 120, the steering control device 130, the driving force control device 140, and the like, and causes the vehicle 100 to travel along the avoidance path AR.

Further, for example, the vehicle control device 110 outputs a control signal CS to the input / output device 160 by the function F9 that executes avoidance control, and the input / output device 160 indicates that the vehicle 100 is in avoidance control. Notifies the driver of the vehicle 100 with. Further, the vehicle control device 110 outputs a control signal CS to the lighting device 170 by the function F9 for executing the avoidance control, and appropriately turns on the direction indicator light and the braking light. Specifically, the function F9 that executes avoidance control blinks the direction indicator lights in the moving direction, turns on the brake lights when decelerating, and blinks the left and right direction indicator lights at the same time when stopped.

(Process P9 for determining end speed ES)
Next, the vehicle control device 110 executes the process P9 for determining the end speed ES of the avoidance control by the function F9 that executes the avoidance control. Specifically, the function F9 determines whether or not the speed of the vehicle 100 included in the vehicle information VI is equal to the end speed ES set in the previous process P8. When the speed of the vehicle 100 is not equal to the end speed ES (NO), the function F9 returns to the previous process P8, executes avoidance control, and causes the vehicle 100 to travel along the avoidance route AR. When the speed of the vehicle 100 is equal to the end speed ES (YES), the function F9 ends the avoidance control and ends the process shown in FIG.

Hereinafter, the operation of the vehicle control device 110 of the present embodiment will be described.

As described above, the vehicle control device 110 of the present embodiment includes an outside world sensor 106 that acquires the outside world information EI, a vehicle sensor 107 that acquires the vehicle information VI, and a storage device 108a that stores the map information MI. Control the vehicle 100. The vehicle control device 110 includes a processing device 111, and the processing device 111 performs the following operations based on one or more of the outside world information EI, the vehicle information VI, and the map information MI. First, the processing device 111 estimates the traveling path TR of the vehicle 100 (processing P1), and calculates the position and speed of the peripheral objects of the vehicle 100 and the travelable area RA of the vehicle 100 (processing P2 and P3). Further, the processing device 111 generates one or more route candidate CRs capable of avoiding a collision between a peripheral object and the vehicle 100 (process P4), and selects one avoidance route AR from one or more route candidate CRs (process P4). P6). Further, the processing device 111 sets the end speed ES of the avoidance control for traveling the vehicle 100 along the avoidance route AR (process P7), and the vehicle travels on the avoidance route AR after the start of the avoidance control (process P8). When the end speed ES is reached, the avoidance control is terminated (process P9).

With such a configuration, the vehicle control device 110 of the present embodiment can improve the safety of the vehicle 100 as compared with the conventional case. Specifically, for example, in avoidance control for avoiding a collision between a vehicle 100 and an obstacle such as a preceding vehicle LV on a straight road having a plurality of lanes, a situation such as a following vehicle FV or an oncoming vehicle OV in the avoidance destination lane. The end speed ES of the avoidance control can be changed according to the above. As a result, the risk of collision with obstacles such as the following vehicle FV and the oncoming vehicle OV at the end of the avoidance control of the vehicle 100 can be reduced, and the safety of the vehicle 100 can be improved as compared with the conventional case.

In general, the conventional driving support system ends the vehicle control for avoiding a collision and delegates the operation of the vehicle to the driver when the vehicle is stopped. For example, in the conventional driving support system described in Patent Document 1, the own vehicle decelerates and the speed difference between the following vehicle and the own vehicle increases. Therefore, if the own vehicle changes lanes while avoiding a collision, the risk of being hit by a following vehicle traveling in the changed lane increases.

On the other hand, in the vehicle control device 110 of the present embodiment, the processing device 111 changes to the lane of the change destination when the avoidance route AR of the vehicle 100 includes a lane change in the process P7 for setting the end speed ES, for example. Determines the presence or absence of the following vehicle FV. Then, the processing device 111 sets the end speed ES to zero when there is no following vehicle, and sets the end speed ES to the speed of the following vehicle FV when there is a following vehicle FV.

With this configuration, the vehicle control device 110 can reduce the risk of a rear-end collision of the following vehicle FV at the end of the avoidance control of the vehicle 100, and can improve the safety of the vehicle 100 as compared with the conventional case. More specifically, if the speed of the vehicle 100 at the start of avoidance control is higher than the speed of the following vehicle FV, even if the vehicle 100 is decelerated to the same speed as the following vehicle FV in the avoidance control, the following vehicle FV collides. Can be avoided. Further, if the speed of the vehicle 100 during the avoidance control is lower than the speed of the following vehicle FV, the vehicle 100 can be accelerated to the same speed as the following vehicle FV in the avoidance control to avoid the rear-end collision of the following vehicle FV. ..

Further, in the vehicle control device 110 of the present embodiment, the processing device 111 determines, for example, the constant k in the steering avoidance limit distance Ds represented by the above equation (2) in the process P5 for determining the permission of the avoidance control described above. Is changed according to the road conditions and road environment.

FIG. 8 is a plan view illustrating the action of setting the constant k in the above equation (2), that is, the steering avoidance limit distance Ds of the vehicle 100 shown in FIG. As shown in FIG. 8, it is assumed that the vehicle 100 is trying to avoid a collision with the preceding vehicle LV on a straight road having two lanes on each side. At this time, the processing device 111 determines that when the following vehicle FV exists in a predetermined range of the overtaking lane adjacent to the traveling lane in which the vehicle 100 is traveling, the processing device 111 does not have the following vehicle FV in the predetermined range. The constant k in the above equation (2) is increased.

As a result, in the above-mentioned avoidance control, when the following vehicle FV exists in a predetermined range of the overtaking lane next to the traveling lane in which the vehicle 100 is traveling, compared with the case where the following vehicle FV does not exist in the predetermined range. Also, the steering avoidance limit distance Ds increases. As a result, as shown in FIG. 8, the vehicle 100 travels along the avoidance route AR'that changes lanes and moves to the adjacent lane at an earlier stage than the avoidance route AR before the steering avoidance limit distance Ds increases. Can be made to. Therefore, the intention of changing the lane of the vehicle 100 for avoidance control is transmitted to the following vehicle FV at an early stage, the risk of the vehicle 100 being hit by the following vehicle FV is reduced, and the safety of the vehicle 100 is improved.

Further, for example, when the speed of the following vehicle FV is higher than the speed of the vehicle 100, the constant k in the above equation (2) is increased as compared with the case where the speed of the following vehicle FV is equal to or less than the speed of the vehicle 100. As a result, the intention of changing lanes of the vehicle 100 for avoidance control is transmitted to the following vehicle FV at an early stage, the risk of the vehicle 100 being hit by the following vehicle FV is reduced, and the safety of the vehicle 100 is improved.

Further, in a conventional driving support system in which the end of vehicle control for avoiding a collision is when the vehicle is stopped, for example, when an oncoming vehicle suddenly appears at the end of vehicle control, the driver of the vehicle steers. Collision avoidance cannot be performed immediately. That is, when avoiding a collision with an oncoming vehicle that suddenly appears immediately after the vehicle control for avoiding a collision is completed and the vehicle stops, the driver of the vehicle operates the shift lever and further, the accelerator pedal It is necessary to operate and operate the steering wheel. Therefore, the avoidance operation of the vehicle is delayed, and the risk of collision with the oncoming vehicle increases.

On the other hand, in the vehicle control device 110 of the present embodiment, the processing device 111 determines the oncoming vehicle OV in the oncoming lane when the avoidance route AR includes the oncoming lane in the process P7 for setting the end speed ES, for example. Determine the presence or absence. Then, the processing device 111 sets the end speed ES to the driving speed or the creep speed when the oncoming vehicle OV is “none”.

With this configuration, the vehicle control device 110 can drive the vehicle 100 slowly when the vehicle 100 is located in the oncoming lane at the end of the avoidance control of the vehicle 100. Therefore, even if an oncoming vehicle suddenly appears at the end of the avoidance control of the vehicle 100 by the vehicle control device 110, the driver of the vehicle 100 can immediately avoid the collision by steering. As a result, the delay in the avoidance operation of the vehicle 100 can be eliminated, the risk of collision with the oncoming vehicle OV can be reduced, and the safety of the vehicle 100 can be improved as compared with the conventional case.

Further, in the vehicle control device 110 of the present embodiment, when a plurality of route candidate CRs are generated, the processing device 111 minimizes the steering angle, steering angular velocity, or steering angular acceleration of the vehicle 100, or the acceleration of the vehicle 100. The route candidate CR that becomes is selected as the avoidance route AR. With this configuration, when avoidance control of the vehicle 100 by the vehicle control device 110, sudden change of direction and sudden acceleration / deceleration are suppressed, the vehicle 100 is made to run more smoothly and safely along the avoidance route AR, and the vehicle 100 rides. You can improve your comfort.

Further, in the vehicle control device 110 of the present embodiment, the processing device 111 can travel the vehicle 100 by steering in one direction in the left or right direction when a plurality of route candidate CRs are generated. May be selected as the avoidance route AR. With this configuration, the vehicle control device 110 can reduce the burden on the driver's arm holding the steering wheel as compared with the S-shaped steering that steers in both the left and right directions during the avoidance control of the vehicle 100. it can.

Further, in the vehicle control device 110 of the present embodiment, the vehicle information VI includes, for example, whether or not the driver of the vehicle 100 holds the steering wheel. When the vehicle control device 110 does not have a cutting mechanism for disconnecting the mechanical connection between the steering mechanism and the steering wheel and the grip is "absent", the processing device 111 is more than when the grip is "yes". The avoidance path AR is selected by increasing the steering angle, steering angular velocity, or upper limit of steering angular acceleration of the vehicle 100. Then, when the vehicle 100 has the cutting mechanism, the processing device 111 selects the avoidance path AR based on the upper limit value when the grip is “none”.

With this configuration, the vehicle control device 110 can reduce the burden on the driver's arm holding the steering wheel during avoidance control of the vehicle 100. In addition, when the burden on the driver's arm is small, that is, when the driver is holding his / her hand on the steering wheel, when he / she is not holding the steering wheel, or when SBW is adopted, more route candidate CR is selected. The width of the wheel can be widened, and the safety of the vehicle 100 can be improved.

As described above, according to the present embodiment, it is possible to provide the vehicle control device 110 in which the safety of the vehicle 100 is improved as compared with the conventional case.

[Embodiment 2]
Hereinafter, the second embodiment of the vehicle control device of the present disclosure will be described with reference to FIGS. 1 to 8 and FIGS. 9 to 11B. In the vehicle control device 110 of the present embodiment, the process P6 for selecting the route candidate CR shown in FIG. 3 is different from the vehicle control device 110 described in the above-described first embodiment. Since the other points of the vehicle control device 110 of the present embodiment are the same as those of the vehicle control device 110 of the first embodiment, the same reference numerals are given to the same parts and the description thereof will be omitted.

FIG. 9 is a flow chart showing details of the process P6 for selecting the route candidate CR by the processing device 111 of the vehicle control device 110 according to the present embodiment. 10A to 10C are plan views illustrating a process P62 for calculating the return region CA by the function F7 for selecting the avoidance path AR of the vehicle control device 110. The return area CA is an area capable of returning to the traveling path TR without switching between forward and reverse movement of the vehicle 100.

As shown in FIG. 10A, it is assumed that when the vehicle 100 turns right at an intersection along the travel path TR, it avoids a collision with an oncoming vehicle OV traveling straight through the intersection. In this case, in the process P4 for generating the route candidate CR shown in FIG. 3, the vehicle control device 110 generates a plurality of route candidate CRs as shown in FIG. 10A by the function F6 for generating the route candidate CR shown in FIG. To do.

Next, in the process P5 for determining the permission of avoidance control shown in FIG. 3, the function F7 for selecting the avoidance route AR shown in FIG. 2 determines the permission (YES) for avoidance control, and the route candidate CR shown in FIG. The process P6 for selecting is started. In this process P6, for example, the vehicle control device 110 first executes the process P61 for excluding the route candidate CR outside the travelable area RA by the function F7 for selecting the avoidance route AR, as shown in FIG.

By this process P61, in the example shown in FIG. 10A, two route candidate CRs passing in the vicinity of the oncoming vehicle OV outside the travelable area RA, that is, two route candidate CRs on the right side of the travel route TR of the vehicle 100 Excluded. Next, the vehicle control device 110 executes the process P62 for calculating the return region CA that can return from the route candidate CR to the travel route TR by, for example, the function F7 that selects the avoidance route AR.

In this process P62, the function F7 for selecting the avoidance route AR is, for example, as shown in FIGS. 10B and 10C, at the end position EP of each route candidate CR that remains without being excluded in the above-mentioned process P61. 100 produces an arc based on a swivel radius. Then, as shown in FIG. 10B, when the generated arc enters the inside of the boundary line BL of the road including the travel path TR, the arc and the region inside the arc are designated as the return region CA. On the other hand, as shown in FIG. 10C, when the generated arc does not enter the inside of the boundary line BL of the road including the travel path TR, the arc and the region inside the arc are not set as the return region CA.

As shown in FIG. 10C, if the generated arc does not enter the inside of the boundary line BL of the road including the travel route TR, the speed of the vehicle 100 traveling along the route candidate CR may be reduced. This example will be described with reference to FIGS. 11A and 11B.

FIG. 11A is a plan view showing the end position EP of the route candidate CR when the speed of the vehicle 100 traveling along the route candidate CR shown in FIG. 10C is reduced. In FIG. 11B, the mileage of the vehicle 100 traveling along the route candidate CR is on the horizontal axis, the speed of the vehicle 100 is on the vertical axis, and the speed profile Vp1 of the vehicle 100 before the speed is reduced and the speed are reduced. It is a graph which shows the speed profile Vp2 of the vehicle 100 later.

As shown in FIGS. 11A and 11B, by reducing the speed of the vehicle 100, the end position EP'of the route candidate CR'move to the front of the end position EP of the route candidate CR shown in FIG. 10C. The function F7 for selecting the avoidance route AR, for example, generates an arc based on the radius at which the vehicle 100 can turn at the end position EP'of the shortened route candidate CR', as shown in FIG. 11A. Then, when the generated arc enters the inside of the boundary line BL of the road including the traveling route TR, the route candidate CR shown in FIG. 10C is updated to the route candidate CR'shown in FIG. 11A, and the arc is changed to the arc shown in FIG. 11A. The area inside the area is referred to as a return area CA.

Next, the vehicle control device 110 executes, for example, the process P63 for determining whether or not the route candidate CR exists in the calculated return region CA by the function F7 for selecting the avoidance route AR.
In this process P63, as in the example shown in FIG. 10B, when the function F7 determines that the route candidate CR exists in the return region CA (YES), the function F7 selects the route candidate CR in the return region CA as the avoidance route AR. Process P64 is executed. Here, when a plurality of route candidate CRs exist in the return region CA, the function F7 selects one route candidate CR as the avoidance route AR as in the above-described first embodiment. After that, the vehicle control device 110 ends the process P6 for selecting the route candidate CR shown in FIG. 9, and executes the process P7 for setting the end speed ES shown in FIG.

On the other hand, in the process P63, as in the example shown in FIG. 10C, when the function F7 for selecting the avoidance route AR determines that the route candidate CR does not exist in the return area CA (NO), the route candidate is in the travelable area RA. The process P65 for determining whether or not CR exists is executed. In this process P65, when the function F7 determines that the route candidate CR exists in the travelable area RA (YES) as in the example shown in FIG. 10C, the function F7 determines the route candidate CR in the travelable area RA as the avoidance route AR. The process P66 selected as is executed.

In this process P66, when there are a plurality of route candidate CRs in the travelable area RA, the function F7 for selecting the avoidance route AR selects one route candidate CR as the avoidance route AR, as in the first embodiment. To do. On the other hand, in the above-mentioned process P65, when the function F7 determines that the route candidate CR does not exist in the travelable region RA (NO) due to the presence of, for example, a preceding vehicle or another oncoming vehicle, the route candidate CR shown in FIG. The process P6 for selecting is terminated.

As described above, in the vehicle control device 110 of the present embodiment, the processing device 111 calculates the return region CA capable of returning from the route candidate CR to the travel route TR. Then, the processing device 111 selects the route candidate CR as the avoidance route AR when the route candidate CR is included in the return area CA, and includes the route candidate CR in the travelable area RA when the route candidate CR is not included in the return area CA. The route candidate CR to be selected is selected as the avoidance route AR. With this configuration, the driver can operate the vehicle 100 to return to the planned travel route TR after the completion of the avoidance control for driving the vehicle 100 along the avoidance route AR by the vehicle control device 110.

Further, in the vehicle control device 110 of the present embodiment, the return area CA is an area capable of returning to the traveling path TR without switching between forward and reverse of the vehicle 100. With this configuration, after the end of the avoidance control in which the vehicle control device 110 causes the vehicle 100 to travel along the avoidance route AR, the driver does not perform a turning operation for switching between forward and reverse movement of the vehicle 100, and the planned driving It is possible to return to the route TR. As a result, the possibility that the vehicle 100 is collided with another vehicle after the end of the avoidance control of the vehicle 100 by the vehicle control device 110 can be reduced, and the safety of the vehicle 100 can be improved.

Further, in the vehicle control device 110 of the present embodiment, as described above, the processing device 111 reduces the speed of the vehicle 100 traveling along the route candidate CR when the return region CA does not include the route candidate CR. Can be made to. This makes it possible to increase the possibility of generating a route candidate CR'that can return to the travel route TR. In addition, in order to generate a route candidate CR'that can return to the travel route TR, not only the speed of the vehicle 100 traveling along the route candidate CR is reduced, but also various route candidate CRs and speed profiles of the vehicle 100 are used. It may be generated. In this case, it may be determined whether or not it is possible to return to the traveling route TR based on the generated route candidate CR and speed profile, and the returnable route candidate CR and speed profile may be selected as the avoidance route AR.

[Embodiment 3]
Hereinafter, the third embodiment of the vehicle control device of the present disclosure will be described with reference to FIGS. 1 to 11B and with reference to FIG. In the vehicle control device 110 of the present embodiment, the process P6 for selecting the route candidate CR shown in FIG. 3 is different from the vehicle control device 110 described in the second embodiment. Since the other points of the vehicle control device 110 of the present embodiment are the same as those of the vehicle control device 110 of the second embodiment, the same reference numerals are given to the same parts and the description thereof will be omitted.

In the vehicle control device 110 of the present embodiment, in the process P65 for determining whether or not the route candidate CR exists in the travelable area RA, the process when it is determined that the route candidate CR does not exist (NO) is shown in FIG. It is different from the vehicle control device 110 of the second embodiment shown in the above. Specifically, as shown in FIG. 12, in the vehicle control device 110 of the present embodiment, the route candidate CR does not exist in the travelable area RA due to the function F7 for selecting the avoidance route AR in the process P65 (NO). If it is determined, the route candidate CR having the lowest risk outside the travelable area RA is selected as the avoidance route AR.

More specifically, the function F7 for selecting the avoidance route AR determines the degree of danger at the time of a collision, for example, based on the physical properties or types of peripheral objects existing around the vehicle 100. Here, the physical characteristics of peripheral objects include, for example, relative velocity, area, volume, weight, and materials such as metal or wood. In addition, the types of peripheral objects include, for example, vehicles, pedestrians, guardrails, roadside trees, medians, fences, and other obstacles. The degree of risk is determined by giving priority to the safety of pedestrians and drivers, for example. Then, the function F7 for selecting the avoidance route AR selects the danger avoidance route that collides with the determined peripheral object having the lowest risk as the avoidance route AR.

As described above, in the vehicle control device 110 of the present embodiment, the processing device 111 determines based on the physical properties or types of peripheral objects when the route candidate CR is not included in the return area CA and the travelable area RA. Calculate the danger avoidance route that collides with the peripheral object with the lowest risk at the time of collision. Then, the processing device 111 calculates the control amount of the danger avoidance control that causes the vehicle 100 to travel along the danger avoidance route.

With this configuration, even if the route candidate CR does not exist in the return region CA and the travelable region RA, the avoidance control for driving the vehicle 100 along the avoidance route AR is executed to make the vehicle 100 the least dangerous peripheral area. It can collide with an object. Therefore, even when the route candidate CR does not exist in the return region CA and the travelable region RA, the safety of the driver of the vehicle 100 and the pedestrians around the vehicle 100 can be improved.

[Embodiment 4]
Hereinafter, the fourth embodiment of the vehicle control device of the present disclosure will be described with reference to FIGS. 13 and 14A to 14D with reference to FIGS. 1 to 12. In the vehicle control device 110 of the present embodiment, the process P6 for selecting the route candidate CR shown in FIG. 13 is different from the process P6 described in the third embodiment shown in FIG. Since the other points of the vehicle control device 110 of the present embodiment are the same as those of the vehicle control device 110 of the third embodiment, the same parts are designated by the same reference numerals and the description thereof will be omitted.

FIG. 13 is a flow chart showing the flow of the process P6 for selecting the route candidate CR in the vehicle control device 110 of the present embodiment. In the vehicle control device 110 of the present embodiment, the function F7 for selecting the avoidance route AR says that the route candidate CR does not exist (NO) in the process P63 for determining whether or not the route candidate CR exists in the return region CA. When the determination is made, the process P68 for determining whether or not the route candidate CR exists in the alternative route SR is executed.

14A to 14D are examples of calculation results of the route candidate CR by the vehicle control device 110 of the present embodiment. In the example shown in FIG. 14A, the function F7 for selecting the avoidance route AR is used not only for the route candidate CR centered on the travel route TR that turns right at the intersection, but also for the alternative route SR that deviates from the travel route TR and goes straight through the intersection. A route candidate CR is generated. In the example shown in FIG. 14B, the function F7 for selecting the avoidance route AR includes not only the route candidate CR centered on the travel route TR that goes straight through the intersection, but also the alternative route SR that deviates from the travel route TR and turns left at the intersection and the intersection. A route candidate CR is also generated for the alternative route SR that turns right.

In the example shown in FIG. 14C, the function F7 for selecting the avoidance route AR is used not only for the route candidate CR centered on the travel route TR that turns left at the intersection, but also for the alternative route SR that deviates from the travel route TR and goes straight through the intersection. , The route candidate CR is generated. In the example shown in FIG. 14D, since the vehicle 100 is traveling in the right turn lane, the function F7 for selecting the avoidance route AR generates only the route candidate CR centered on the travel route TR that turns right at the intersection, and sets the intersection. Route candidate CR is not generated for the alternative route SR that turns left or the alternative route SR that goes straight at the intersection.

Whether or not to generate a route candidate CR in the alternative route SR may be determined by displaying a traffic light in the alternative route SR. For example, in the example shown in FIG. 14B, when the signal of the intersection is a display that allows traveling only in the straight direction, the route candidate CR is not generated in the alternative route SR that turns right at the intersection and the alternative route SR that turns left at the intersection. Thereby, the safety of the vehicle 100 can be improved.

In the process P68 shown in FIG. 13, the function F7 for selecting the avoidance route AR selects the route candidate CR of the alternative route SR as the avoidance route AR when it is determined that the route candidate CR exists in the alternative route SR (YES). On the other hand, in the process P68, when the function F7 for selecting the avoidance route AR determines that the route candidate CR does not exist in the alternative route SR (NO), the route candidate CR exists in the travelable region RA as in the third embodiment. The process P65 for determining whether or not to do so is executed.

As described above, in the vehicle control device 110 of the present embodiment, the processing device 111 generates the route candidate CR in the alternative route SR deviated from the travel route TR when the route candidate CR is not included in the return region CA. .. With this configuration, the vehicle control device 110 of the present embodiment selects the route candidate CR of the alternative route SR as the avoidance route AR and executes the avoidance control of the vehicle 100 even when the route candidate CR does not exist in the return region CA. can do. Therefore, after the avoidance control of the vehicle 100 is completed, the danger can be avoided without the vehicle 100 requiring a turning operation for switching between forward and reverse in the intersection, and the safety of the vehicle 100 can be improved.

Although the embodiment of the vehicle control device according to the present disclosure has been described in detail with reference to the drawings, the specific configuration is not limited to this embodiment, and the design change is not deviated from the gist of the present disclosure. Etc., but they are included in this disclosure.

100 Vehicle 106 External world sensor 107 Vehicle sensor 108a Storage device 110 Vehicle control device 111 Processing device AR Avoidance route CA Return area CR Route candidate EI External world information ES End speed FV Following vehicle MI Map information OV Oncoming vehicle RA Travelable area SR Alternative route TR Travel route VI Vehicle information

Claims

A vehicle control device for controlling a vehicle including an outside world sensor for acquiring outside world information, a vehicle sensor for acquiring vehicle information, and a storage device for storing map information.
The processing device is
Based on one or more of the outside world information, the vehicle information, and the map information,
Estimate the traveling route of the vehicle and
The position and speed of objects around the vehicle and the travelable area of the vehicle are calculated.
Generate one or more route candidates that can avoid a collision between the peripheral object and the vehicle.
Select one avoidance route from one or more of the above route candidates,
Set the end speed of avoidance control to drive the vehicle along the avoidance route,
A vehicle control device, characterized in that the avoidance control is terminated when the vehicle travels on the avoidance route and reaches the end speed after the start of the avoidance control.
The processing device is
When the avoidance route includes a lane change, it is determined whether or not there is a following vehicle in the changed lane.
When there is no following vehicle, the end speed is set to zero.
The vehicle control device according to claim 1, wherein when the following vehicle is present, the ending speed is set to the speed of the following vehicle.
The processing device is
When the avoidance route includes an oncoming lane, the presence or absence of an oncoming vehicle in the oncoming lane is determined.
The vehicle control device according to claim 1, wherein the end speed is set to a slow speed when there is no oncoming vehicle.
When a plurality of the route candidates are generated, the processing device selects the steering angle, the steering angular velocity, or the steering angular acceleration of the vehicle, or the route candidate that minimizes the acceleration of the vehicle, as the avoidance route. The vehicle control device according to claim 1, wherein the vehicle control device is characterized by the above.
The processing device is
A return area that can return to the travel route from the route candidate is calculated.
When the route candidate is included in the return region, the route candidate is selected as the avoidance route, and the route candidate is selected.
The vehicle control device according to claim 1, wherein when the route candidate is not included in the return region, the route candidate included in the travelable region is selected as the avoidance route.
The vehicle control device according to claim 5, wherein the return region is a region capable of returning to the traveling path without switching between forward and reverse movement of the vehicle.
When the route candidate is not included in the return region and the travelable region, the processing device collides with the peripheral object having the lowest risk at the time of collision determined based on the physical properties or type of the peripheral object. Calculate the danger avoidance route,
The vehicle control device according to claim 5, wherein the control amount of the danger avoidance control for driving the vehicle along the danger avoidance route is calculated.
The vehicle control device according to claim 5, wherein the processing device generates the route candidate in an alternative route deviating from the traveling route when the route candidate is not included in the return region.
The processing device is characterized in that, when a plurality of the route candidates are generated, the route candidates that the vehicle can travel by steering in one direction in the left or right direction are selected as the avoidance routes. The vehicle control device according to claim 1.
The vehicle information includes whether or not the driver of the vehicle holds the steering wheel.
The processing device is
When the vehicle does not have a cutting mechanism for disconnecting the mechanical connection between the steering mechanism and the steering wheel and there is no grip, the steering angle, steering angular velocity, or steering angular velocity of the vehicle is higher than when the grip is present. Select the avoidance path by increasing the upper limit of the steering angular acceleration,
The vehicle control device according to claim 1, wherein when the vehicle has the cutting mechanism, the avoidance route is selected based on the upper limit value in the case where the grip is not performed.