Vehicle control device

Abstract

The vehicle control device includes: a monitoring sensor (50) that monitors the area in front of the vehicle in the direction of travel; and a braking device (20) that brakes the vehicle (100). The vehicle control device includes: a vehicle determination unit (S130, S140) that determines whether there is a vehicle (102) ahead of a preceding vehicle (101) located in front of the vehicle in the direction of travel; and a following control unit (S150) that determines, in the vehicle determination unit, that there is a vehicle (102) ahead of the preceding vehicle in the direction of travel. In the case of a vehicle ahead of a preceding vehicle, a first required deceleration and a second required deceleration are compared. When the second required deceleration is greater than the first required deceleration, the braking device is controlled to make the deceleration of the vehicle approach the second required deceleration. The first required deceleration is the deceleration required for the vehicle to follow the preceding vehicle, based on the monitoring results obtained by the monitoring sensor monitoring the preceding vehicle. The second required deceleration is the deceleration required for the vehicle to follow the preceding vehicle, based on the monitoring results obtained by the monitoring sensor monitoring the vehicle ahead of the preceding vehicle.

Description

Technical Field

[0001] This disclosure relates to control devices for vehicles. Background Technology

[0002] Conventional vehicle control devices have proposed using radar waves to detect a preceding vehicle traveling in front of the vehicle, and using radar waves passing beneath the preceding vehicle to detect a vehicle ahead of the preceding vehicle traveling in front of the preceding vehicle (for example, see Patent Document 1). Based on the detection of the preceding vehicle and the vehicle ahead of the preceding vehicle using radar waves, this vehicle control device performs follow-travel control, causing the vehicle to follow the preceding vehicle or the vehicle ahead of the preceding vehicle.

[0003] In the vehicle control device of Patent Document 2, a following control is proposed to enable the vehicle to follow a preceding vehicle and a collision avoidance deceleration control is proposed to avoid collisions between the vehicle and the preceding vehicle.

[0004] Follow-up control enables a vehicle to follow another vehicle by applying deceleration or acceleration control.

[0005] The collision avoidance deceleration control calculates and predicts the collision prediction time required for the vehicle to collide with the preceding vehicle. It then determines whether the collision prediction time is less than a threshold, thereby determining whether the execution conditions for applying braking force to the vehicle are met.

[0006] For example, when a vehicle control device is performing deceleration control based on following driving control, if it determines that the execution conditions for deceleration control are met, it cancels the following driving control and performs deceleration control based on collision avoidance deceleration control.

[0007] In the vehicle control device of Patent Document 2, it is proposed that, during the execution of deceleration control based on following driving control, if the execution conditions of deceleration control are met and the following driving control is cancelled, the deceleration control based on collision avoidance deceleration control is replaced, so that the vehicle performs steering maneuvering to avoid the vehicle in front of the preceding vehicle.

[0008] Patent Document 1: Japanese Patent Application Publication No. 2013-061274

[0009] Patent Document 2: Japanese Patent Application Publication No. 2018-165085

[0010] Referring to the aforementioned Patent Document 1, the inventors investigated the following situation: when the vehicle is following a preceding vehicle by following driving control, a vehicle in front of the preceding vehicle, which is obscured by the preceding vehicle and cannot be perceived by the vehicle through the image sensor or visual observation, is stationary in front of the preceding vehicle.

[0011] In this situation, the vehicle control device in Patent Document 1 uses radar waves passing under the preceding vehicle. Therefore, if the vehicle in front of the preceding vehicle is stationary, it is impossible to determine whether the vehicle in front of the preceding vehicle is actually a vehicle that should be avoided from collision or a road structure that should not be avoided from collision.

[0012] Therefore, when a leading vehicle begins to steer to avoid a vehicle ahead of it, control to decelerate the vehicle in advance is required, for example, when a vehicle ahead of the leading vehicle is detected using an image sensor. Therefore, if it is determined that the required deceleration for following the vehicle ahead is greater than the required deceleration for following the vehicle ahead, control to decelerate the vehicle in accordance with the deceleration required for following the vehicle ahead is required.

[0013] At this time, when the timing of the leading vehicle's steering maneuver to avoid the vehicle ahead of it is slow, or in scenarios where the relative speed between the vehicle and the vehicle ahead of it is large, the deceleration is insufficient in the following driving control.

[0014] Generally, the maximum required deceleration for collision avoidance deceleration control is larger than that required for follow-up control. In collision avoidance deceleration control, a required deceleration greater than zero is required when the collision prediction time between the vehicle and the vehicle preceding the preceding vehicle is less than a specified value. Therefore, if the vehicle approaches the vehicle preceding the preceding vehicle, the required deceleration for collision avoidance deceleration control is larger than that required for follow-up control.

[0015] Therefore, in the above scenario, it is necessary to shift from follow-car control to collision avoidance deceleration control. Thus, when the required deceleration for collision avoidance deceleration control is greater than that required for follow-car control, collision avoidance deceleration control needs to be initiated.

[0016] However, in the vehicle control device of the aforementioned Patent Document 2, there is no description of starting the collision avoidance deceleration control when the required deceleration for collision avoidance deceleration control is greater than the required deceleration for following the driving control.

[0017] Furthermore, deceleration refers to the rate of change of velocity per unit time under deceleration conditions, and is represented by a positive value. The greater the braking force applied to the vehicle, the greater the deceleration. The required deceleration is the target value of the vehicle's deceleration needed for collision avoidance control or follow-up control.

[0018] Furthermore, in the vehicle control device of Patent Document 2, if the vehicle is steered to avoid a preceding vehicle (i.e., an object) in front of it, and the following driving control causes the vehicle to decelerate significantly before the steering maneuver, there is a possibility that the vehicle's speed is excessively reduced. In this case, the risk of a collision with a following vehicle increases. Summary of the Invention

[0019] The primary objective of this disclosure is to provide a vehicle control device that, when it is determined that the required deceleration for following control of a vehicle preceding the preceding vehicle is greater than the required deceleration for following control of the preceding vehicle, initiates deceleration control of the vehicle corresponding to the vehicle preceding the preceding vehicle.

[0020] A second objective of this disclosure is to provide a vehicle control device that initiates collision avoidance deceleration control when the required deceleration for collision avoidance deceleration control is greater than the required deceleration for following driving control.

[0021] A third objective of this disclosure is to provide a control device for a vehicle to safely steer and maneuver the vehicle to avoid an object.

[0022] According to one aspect of this disclosure, a vehicle control device is provided, applicable to a vehicle, comprising: a monitoring sensor that monitors the area in front of the vehicle in its direction of travel; and a braking device that brakes the vehicle. The vehicle control device includes: a vehicle determination unit that determines whether there is a vehicle ahead of a preceding vehicle relative to the preceding vehicle in its direction of travel; and a following control unit that, when the vehicle determination unit determines that there is a vehicle ahead of the preceding vehicle relative to the preceding vehicle in its direction of travel, compares a first required deceleration and a second required deceleration. If the second required deceleration is greater than the first required deceleration, the braking device is controlled to make the deceleration of the vehicle approach the second required deceleration. The first required deceleration is a deceleration required for the vehicle to follow the preceding vehicle, based on the monitoring result obtained by the monitoring sensor monitoring the preceding vehicle; the second required deceleration is a deceleration required for the vehicle to follow the preceding vehicle, based on the monitoring result obtained by the monitoring sensor monitoring the vehicle ahead of the preceding vehicle.

[0023] Therefore, when it is determined that the required deceleration for following the vehicle ahead of the preceding vehicle is greater than the required deceleration for following the vehicle ahead, deceleration control of the vehicle ahead of the preceding vehicle can be initiated accordingly.

[0024] According to other aspects of this disclosure, a vehicle control device is provided, applicable to a vehicle, comprising: a monitoring sensor that monitors the front side of the vehicle's direction of travel; and a braking device that brakes the vehicle. The vehicle control device further comprises: a deceleration determination unit that determines whether a second required deceleration is greater than a first required deceleration, the first required deceleration being a deceleration required to follow the preceding vehicle based on monitoring results obtained by the monitoring sensor of a preceding vehicle traveling in front of the vehicle's direction of travel; the second required deceleration being a deceleration required to avoid a collision with the preceding vehicle due to deceleration, based on monitoring results obtained by the monitoring sensor of the preceding vehicle; and a deceleration control unit that controls the braking device to bring the vehicle's deceleration close to the second required deceleration when the deceleration determination unit determines that the second required deceleration is greater than the first required deceleration.

[0025] Therefore, when the required deceleration for collision avoidance deceleration control is greater than the required deceleration for following driving control, deceleration based on collision avoidance deceleration control can begin.

[0026] According to other aspects of this disclosure, a vehicle control device is provided, applicable to a vehicle, comprising: a monitoring sensor that monitors the surroundings of the vehicle; and a steering control device that performs steering control on the vehicle. The vehicle control device includes: a following driving control unit that, based on a result obtained from monitoring by the monitoring sensor of a preceding vehicle traveling ahead of the vehicle in its direction of travel, causes the vehicle to follow the preceding vehicle; a first space determination unit that determines whether there is a avoidance space that allows the vehicle to steer away from an object located ahead of the vehicle in its direction of travel; a collision avoidance determination unit that determines whether it is impossible for the vehicle to avoid a collision with the object by decelerating without steering; a second space determination unit that determines whether an avoidance space continues to exist when the vehicle decelerates for steering avoidance; and a following deceleration control unit that, when the second space determination unit determines that an avoidance space continues to exist... In order to allow the vehicle to slow down relative to a preceding vehicle, a steering control unit automatically controls the steering mechanism to steer the vehicle to avoid an object. A deceleration limiting unit, compared to a following deceleration control unit, restricts the following driving control unit from slowing down the vehicle relative to a preceding vehicle when the collision avoidance determination unit determines that the vehicle cannot avoid a collision with the object by slowing down without steering, and the first space determination unit determines that there is avoidance space, and the second space determination unit determines that there is no longer avoidance space when the vehicle is slowed down for steering avoidance. In this case, compared to a following deceleration control unit, the deceleration limiting unit restricts the following driving control unit from slowing down the vehicle, and the steering control unit automatically controls the steering mechanism to steer the vehicle to avoid the object.

[0027] Therefore, compared to the following deceleration control unit, the deceleration limiting unit restricts the following driving control unit from decelerating the vehicle, thus preventing collisions with vehicles behind and allowing the vehicle to steer and maneuver to avoid obstacles. Therefore, the vehicle can safely steer and maneuver to avoid obstacles.

[0028] Furthermore, the parenthesized reference numerals in the accompanying drawings used to annotate each structural element indicate an example of the correspondence between that structural element and the specific structural elements described in the embodiments described later. Attached Figure Description

[0029] Figure 1 This is a diagram showing the overall structure of a vehicle control system using the vehicle control device in the first embodiment.

[0030] Figure 2 It means Figure 1A schematic diagram of the general structure of a disc brake in a braking device.

[0031] Figure 3 This is a diagram illustrating a specific example in the first embodiment where the leading vehicle is traveling ahead of the vehicle in the direction of travel of the leading vehicle, and the vehicle in front of the leading vehicle is stationary ahead of the leading vehicle in the direction of travel of the leading vehicle.

[0032] Figure 4 It means by Figure 1 A flowchart detailing the automated driving control processing performed by the computational processing unit of the vehicle control device.

[0033] Figure 5 This is a diagram showing the state of a vehicle midway before the preceding vehicle steers to avoid the preceding vehicle in the first embodiment.

[0034] Figure 6 This is a diagram taken from the perspective of the vehicle in the first embodiment, showing the rear of the vehicle in front of the vehicle and the rear of the vehicle ahead of the vehicle, during the turning maneuver of the leading vehicle to avoid the vehicle ahead of the leading vehicle. It is a specific example showing a portion of the rear of the vehicle ahead of the leading vehicle visible from the perspective of the vehicle in front of the leading vehicle.

[0035] Figure 7 This is a diagram showing the state of a vehicle midway before the preceding vehicle steers to avoid the preceding vehicle in the first embodiment.

[0036] Figure 8 In the first embodiment, this is a diagram viewed from the side of the vehicle showing the rear of the preceding vehicle and the rear of the vehicles preceding it, midway through the turning maneuver of the preceding vehicle to avoid the preceding vehicle. It is used for... Figure 4 This section explains how to determine whether an auxiliary object is a vehicle in the autonomous driving control process.

[0037] Figure 9 The diagram in the first embodiment illustrates a specific example of a signal light displaying a red signal located at the front of the vehicle, used for... Figure 4 This section explains how the system assists in determining whether a red signal light is present in front of the vehicle in the direction of travel during autonomous driving control.

[0038] Figure 10 This is a diagram taken from the side of the vehicle in the first embodiment, showing the rear of the leading vehicle and the rear of the vehicle in front of the leading vehicle, midway through the turning maneuver of the leading vehicle to avoid the vehicle ahead of the leading vehicle. It is a specific example showing more than half of the rear of the vehicle ahead of the leading vehicle visible from the side of the vehicle.

[0039] Figure 11This is a flowchart showing the details of the automatic driving control processing performed by the computation processing unit of the second embodiment.

[0040] Figure 12 In the second embodiment, it is used to assist in explaining the determination in Figure 11 In the autonomous driving control process, even if the vehicle is decelerated, does it still have an avoidance space relative to the vehicle in front of it, requiring steering maneuvering to avoid it?

[0041] Figure 13 This is a flowchart showing the details of the automatic driving control processing performed by the computational control unit of the third embodiment.

[0042] Figure 14 This is a flowchart showing the details of the automatic driving control processing performed by the computational control unit of the fourth embodiment.

[0043] Figure 15 This is a flowchart showing the details of the automatic driving control processing performed by the computational control unit of the fifth embodiment. Detailed Implementation

[0044] Hereinafter, embodiments of the present disclosure will be described based on the figures. Furthermore, in order to simplify the description of the various embodiments below, the same or equivalent parts will be labeled with the same reference numerals in the figures.

[0045] (First Implementation)

[0046] The vehicle control device 10 of this first embodiment is used in a vehicle control system 1 mounted on an automobile. This vehicle control system 1 implements automatic driving of the automobile. First, the vehicle control system 1 will be described. In this specification, for ease of explanation, the automobile equipped with the vehicle control system 1 will be referred to as "this vehicle".

[0047] like Figure 1 As shown, the vehicle control system 1 includes a vehicle control unit 10, a braking device 20, a steering control device 30, a driving engine 40, a monitoring sensor 50, and a vehicle speed sensor 55. The vehicle control unit 10 consists of an arithmetic processing unit 11, a memory 12, etc.

[0048] The arithmetic processing unit 11 is composed of a microcomputer, etc., according to Figure 4 The computer program executes the automatic driving control processing. Along with the execution of the automatic driving control processing, the arithmetic processing unit 11 controls the braking device 20, the steering control device 30, and the driving engine 40 based on the output signals of the monitoring sensor 50 and the vehicle speed sensor 55. A detailed explanation of the automatic driving control processing will be provided later.

[0049] The memory 12 is composed of ROM, RAM, flash memory, etc. Flash memory is a writeable non-transferable physical recording medium that records computer programs, ACC mapping data, PCS mapping data, etc., executed by the arithmetic processing unit 11.

[0050] The ACC mapping data consists of multiple inter-vehicle distances, multiple speeds of the target vehicle, multiple speeds of the vehicle itself, and multiple required decelerations of the vehicle itself, which are determined in a one-to-one, one-to-one, one-to-one manner.

[0051] The vehicle-to-vehicle distance is the distance between the vehicle being followed and the vehicle being controlled. The required deceleration is the deceleration required for the vehicle to be followed. Deceleration is the rate of change of speed per unit time as the vehicle's speed decreases, and is represented by a positive value. The greater the braking force applied to the vehicle, the greater the deceleration.

[0052] The PCS mapping data consists of multiple inter-vehicle distances, multiple speeds of the target vehicle, multiple speeds of the current vehicle, and multiple required decelerations, which are determined on a one-to-one basis. The required deceleration is the deceleration required when implementing collision avoidance deceleration control for the current vehicle.

[0053] Follow-along control refers to the control that accelerates or decelerates a vehicle to follow an object in its direction of travel. Collision avoidance deceleration control is the control that decelerates a vehicle to avoid collision with an object in its direction of travel.

[0054] RAM is a writable volatile recording medium used by the arithmetic processing unit 11 as a working area. RAM is a non-transferable physical recording medium. ROM is a non-transferable physical recording medium that records computer programs or the like executed by the arithmetic processing unit 11.

[0055] The monitoring sensor 50 is a sensor that monitors the surroundings of the vehicle. The monitoring sensor 50 consists of an image sensor, radar, ultrasonic sensor, etc.

[0056] An image sensor is a camera that captures images of the vehicle's surroundings and outputs the captured data as a sensor signal. Radar uses light and radio waves to determine the distance between the vehicle and surrounding objects, as well as the relative speed between the objects and the vehicle. An ultrasonic sensor uses ultrasonic waves, similar to radar, to determine the distance between objects and the vehicle, as well as the relative speed between the objects and the vehicle. A vehicle speed sensor 55 is a sensor that detects the vehicle's speed. The vehicle speed sensor 55 is composed of a speed sensor that detects the rotational speed of the vehicle's drive wheels.

[0057] like Figure 1 as well as Figure 2 As shown, the braking device 20 includes pressure control units 21 and 22 and an electronic control unit 23, which brakes the right front wheel 38a, the left front wheel 38b, the right rear wheel 38c, and the left rear wheel 38d. The pressure control unit 21 includes a reservoir 21a, an electric motor 21b, and a brake pump 21c.

[0058] The reservoir 21a stores brake fluid. The electric motor 21b is driven to rotate based on a drive signal from the electronic control unit 23, and the rotational force is transmitted to the brake pump 21c. The brake pump 21c compresses the brake fluid stored in the reservoir 21a using the rotational force output from the electric motor 21b, and discharges it to the wheel cylinders 60, 61, 62, and 63.

[0059] The pressure control unit 22 is a control valve that controls the pressure of the brake fluid supplied to pistons 60a, 60b, 60c, and 60d from the brake pump 21c via wheel cylinders 60, 61, 62, and 63.

[0060] Figure 2 The piston 60a drives the brake blocks 70a and 70b by the pressure of the brake fluid supplied from the pressure control unit 22. The brake blocks 70a and 70b constitute a disc brake 70 that presses against the brake disc 70c to brake the right front wheel 38a.

[0061] The piston 60b drives the brake blocks 71a and 71b by the pressure of the brake fluid supplied from the pressure control unit 22. The brake blocks 71a and 71b constitute a disc brake 71 that presses against the brake disc 71c to brake the left front wheel 38b.

[0062] The piston 60c drives the brake blocks 72a and 72b by the pressure of the brake fluid supplied from the pressure control unit 22. The brake blocks 72a and 72b constitute a disc brake 72 that presses against the brake disc 72c to brake the right rear wheel 38c.

[0063] The piston 60d drives the brake pads 73a and 73b mechanism by the pressure of the brake fluid supplied from the pressure control unit 22. The brake pads 73a and 73b constitute a disc brake 73 that presses against the brake disc 73c to brake the left rear wheel 38d.

[0064] The electronic control device 23 consists of a microcomputer, a memory, etc., and controls the electric motor 21b and the pressure control unit 22 based on control signals from the arithmetic processing unit 11. The memory is a non-transferable physical storage medium.

[0065] The steering control device 30 adjusts the steering angle of the front wheels 38a and 38b, which are the steering control wheels of the vehicle 100. The steering angle refers to the rotation angle formed between the direction of travel (i.e., the direction of movement) of the front wheels 38a and 38b when they are moving forward and the actual direction of travel of the front wheels 38a and 38b. The front wheels 38a and 38b include the right front wheel 38a and the left front wheel 38b.

[0066] The driving engine 40 is a driving source for driving, and it is an internal combustion engine that outputs rotational force to the right front wheel 38a and the left front wheel 38b, which serve as driving wheels, through the combustion of fuels such as gasoline and light oil.

[0067] Furthermore, the driving source is not limited to the driving engine 40; it can also be composed of the driving engine 40 and the driving electric motor. Alternatively, the driving source can be composed solely of the driving engine 40 and the driving electric motor.

[0068] Next, refer to Figures 3 to 10 The automatic driving control processing of the arithmetic processing unit 11 based on this embodiment will be described below. For ease of explanation, as follows... Figure 3 As shown, a vehicle traveling ahead of the vehicle 100 in the direction of travel is designated as the leading vehicle 101, and a vehicle stationary ahead of the leading vehicle 101 in the direction of travel is designated as the vehicle 102 preceding the leading vehicle.

[0069] The arithmetic processing unit 11 is in accordance with Figure 4 The flowchart shows how to perform autonomous driving control processing.

[0070] First, in step S100, the arithmetic processing unit 11, as an object determination unit, determines whether there is an object on the road ahead of the traveling direction of the preceding vehicle based on the output signal of the monitoring sensor 50.

[0071] At this time, as Figure 5 As indicated by arrow Sm, midway between the turning maneuver of the preceding vehicle 101 and the turning maneuver of the preceding vehicle 102 to avoid the preceding vehicle, as... Figure 6As shown, a portion of the rear of vehicle 102, preceding the preceding vehicle, is exposed on the side of vehicle 100. Simultaneously, a monitoring sensor 50 monitors this portion of the rear of vehicle 102, preceding the preceding vehicle.

[0072] Therefore, in step S100, the arithmetic processing unit 11, based on the monitoring results obtained by the monitoring sensor 50 monitoring a portion of the rear of the vehicle 102 ahead of the preceding vehicle, determines that there is an object on the road ahead of the preceding vehicle 101 in the direction of vehicle travel, and determines it as YES.

[0073] At this time, if the object is actually a stationary vehicle 102 in front of the preceding vehicle, in order to avoid a collision between this vehicle 100 and the preceding vehicle 101 and the preceding vehicle 102, it is necessary to slow down this vehicle 100.

[0074] Therefore, in step S110, the arithmetic processing unit 11 outputs a fluid filling control signal to the electronic control device 23, causing the braking device 20 to perform fluid filling control, and outputs a braking control signal to cause the driving engine 40 to generate engine braking. Furthermore, in step S110, a fluid filling control unit and an engine control unit are configured.

[0075] The electronic control unit 23 controls the brake pump 21c via the electric motor 21b based on the fluid filling control signal from the arithmetic processing unit 11. As a result, the brake pump 21c compresses the brake fluid in the reservoir 21a and discharges it to the pressure control unit 22 and the wheel cylinders 60, 61, 62, and 63.

[0076] Therefore, the pressure of the brake fluid in wheel cylinders 60, 61, 62, and 63 is increased in advance. At this time, the brake blocks 70a, 70b, 71a, 72b, 73a, and 73b are in a non-contact state relative to the brake discs 70c, 71c, 72c, and 73c, respectively.

[0077] The driving engine 40 generates engine braking based on the braking control signal from the arithmetic processing unit 11. As a result, the wheels 38a, 38b, 38c, and 38d are braked and decelerated.

[0078] Next, in step S120, the arithmetic processing unit 11, as a red signal determination unit, determines, based on the output signal of the monitoring sensor 50, whether there is a signal light 80 displaying a red signal towards the vehicle 100 on the front side of the vehicle 100 in the direction of travel.

[0079] At this time, in step S120, the arithmetic processing unit 11 determines NO (no) when there is no red signal light 80 in front of the vehicle in the direction of travel.

[0080] Along with this, in step S140, the arithmetic processing unit 11 determines whether the object is a vehicle (i.e., the vehicle 102 in front of the preceding vehicle) based on the output signal of the monitoring sensor 50.

[0081] Specifically, in step S140, the arithmetic processing unit 11, as a vehicle determination unit, determines whether an object is a vehicle by using pattern recognition and artificial intelligence, for example, by using image data of the entire rear of the vehicle.

[0082] At this point, if the object is vehicle 102 preceding the preceding vehicle, such as Figure 7 As indicated by arrow Sb, midway between the turning maneuver of the preceding vehicle 101 and the turning maneuver of the preceding vehicle 102 to avoid the preceding vehicle, as... Figure 8 As shown, the entire rear of vehicle 102, which is exposed on the side of vehicle 100 before the preceding vehicle, is visible.

[0083] In addition, the entire rear of the vehicle 102 preceding the preceding vehicle is monitored by the monitoring sensor 50. Therefore, in step S140, the arithmetic processing unit 11, based on the monitoring result obtained by the monitoring sensor 50 monitoring the vehicle 102 preceding the preceding vehicle, determines that the object is a vehicle and identifies it as YES.

[0084] In addition, such as Figure 9 As shown, when there is a signal light 80 displaying a red signal towards the vehicle 100 on the front side of the vehicle in the direction of travel, the processing unit 11 determines YES in the above-mentioned step S120.

[0085] In this situation, if the vehicle 100 is to proceed toward the traffic light 80, it must stop upon the red signal of the traffic light 80. Therefore, in this embodiment, a red signal of the traffic light 80 is anticipated, and in the next step S130, compared to the aforementioned step S140, the determination criteria are softened, and the vehicle determination of the object is performed in a shorter time.

[0086] Specifically, in step S130, the computation processing unit 11 determines whether an object is a vehicle using a more lenient determination criterion compared to step S140 described above. For example, the computation processing unit 11, acting as a vehicle determination unit, determines whether an object is a vehicle by using pattern recognition, artificial intelligence, or other methods that utilize image data representing half of the rear portion of the vehicle 102 preceding the preceding vehicle.

[0087] At this time, as Figure 10 As shown, if half of the rear portion of the vehicle 102 in front of the preceding vehicle is exposed on the side of this vehicle 100, the rear portion of the vehicle 102 in front of the preceding vehicle is monitored by the monitoring sensor 50.

[0088] Therefore, in step S130, the arithmetic processing unit 11 considers the object to be a vehicle (i.e., the vehicle in front of the preceding vehicle) and determines it as YES.

[0089] Thus, the arithmetic processing unit 11 determines YES (yes) in either step S140 or S130.

[0090] Here, in order to avoid collisions between this vehicle and the vehicle in front of the preceding vehicle, the deceleration of this vehicle needs to be close to the larger of the required deceleration Gx between the required deceleration Ga1 for following the preceding vehicle and the required deceleration Ga2 for following the preceding vehicle.

[0091] Therefore, in step S150, the arithmetic processing unit 11 executes deceleration control of the braking device 20 for following driving control based on the output signal of the monitoring sensor 50 and the output signal of the vehicle speed sensor 55. Furthermore, step S150 comprises a first deceleration calculation unit, a second deceleration calculation unit, a deceleration determination unit, and a following control unit.

[0092] Specifically, the arithmetic processing unit 11 calculates the required decelerations Ga1 and Ga2 in the next (a) and (b) steps.

[0093] (a) The arithmetic processing unit 11 calculates the speed of the preceding vehicle, the speed of the current vehicle, and the inter-vehicle distance between the preceding vehicle and the current vehicle. Based on the ACC mapping data, it calculates the required deceleration Ga1 determined according to the speed of the preceding vehicle, the speed of the current vehicle, and the inter-vehicle distance. The required deceleration Ga1 is equivalent to the first required deceleration.

[0094] (b) The arithmetic processing unit 11 calculates the speed of the vehicle ahead of the preceding vehicle, the speed of the current vehicle, the distance between the vehicle ahead of the preceding vehicle and the current vehicle, and calculates the required deceleration Ga2 based on the ACC mapping data, which is determined according to the speed of the vehicle ahead of the preceding vehicle, the speed of the current vehicle, and the distance between the vehicles. The required deceleration Ga2 is equivalent to the second required deceleration.

[0095] At this time, the arithmetic processing unit 11 selects the larger value of the required deceleration Ga1 and Ga2, namely the required deceleration Gx, and outputs a control signal to the electronic control device 23 to make the deceleration of the vehicle close to the selected required deceleration Gx.

[0096] At this time, the electronic control unit 23 controls the brake pump 21c via the electric motor 21b based on the control signal from the arithmetic processing unit 11. As a result, the brake pump 21c compresses the brake fluid in the reservoir 21a and discharges it to the pistons 60a, 61a, 62a, and 63a through the pressure control unit 22 and the wheel cylinders 60, 61, 62, and 63.

[0097] Therefore, the pressure of the brake fluid in wheel cylinders 60, 61, 62, and 63 further increases. Consequently, pistons 60a, 61a, 62a, and 63a, respectively, drive disc brakes 70, 71, 72, and 73 using the pressure of the brake fluid in wheel cylinders 60, 61, 62, and 63, thereby braking wheels 38a, 38b, 38c, and 38d. As a result, the deceleration of the vehicle 100 approaches the required deceleration Gx.

[0098] Therefore, when the required deceleration Ga1 is greater than the required deceleration Ga2, the vehicle decelerates to follow the preceding vehicle. When the required deceleration Ga2 is greater than the required deceleration Ga1, the vehicle decelerates to follow the vehicle ahead of the preceding vehicle.

[0099] In addition, disc brakes 70, 71, 72, and 73 are equivalent to multiple brakes, and wheels 38a, 38b, 38c, and 38d are equivalent to multiple wheels.

[0100] Here, when the timing of the leading vehicle's steering maneuver to avoid the vehicle ahead of it is slow, or when the relative speed between the vehicle and the vehicle ahead of it is large, in order to avoid a collision between the vehicle and the vehicle ahead of it, it is necessary to switch from following control to collision avoidance deceleration control.

[0101] Therefore, in step S160, the arithmetic processing unit 11 determines, based on the output signal of the monitoring sensor 50 and the output signal of the vehicle speed sensor 55, whether the required deceleration for the following driving control is greater than the required deceleration for the collision avoidance deceleration control.

[0102] Specifically, the arithmetic processing unit 11 calculates the required deceleration (i.e., the first required deceleration) for following driving control in the same manner as in (a) above. The required deceleration is the deceleration required for following driving control that sets the vehicle ahead of the preceding vehicle as the target vehicle.

[0103] The arithmetic processing unit 11 calculates the speed of the vehicle ahead of the preceding vehicle, the speed of the current vehicle, the vehicle ahead of the preceding vehicle and the inter-vehicle distance between the current vehicle and the preceding vehicle, and calculates the required deceleration (i.e., the second required deceleration) based on the PCS mapping data, which is determined according to the speed of the vehicle ahead of the preceding vehicle, the speed of the current vehicle and the inter-vehicle distance.

[0104] In step S160, the arithmetic processing unit 11 determines YES when the required deceleration for following driving control is greater than the required deceleration for collision avoidance deceleration control.

[0105] Next, in step S170, in order to continue the following driving control with the vehicle ahead of the preceding vehicle as the target vehicle, the arithmetic processing unit 11 outputs a control signal to the electronic control device 23 to make the deceleration of the vehicle close to the required deceleration of the following driving control.

[0106] Therefore, in the electronic control unit 23, the brake pump 21c, pistons 60a, 60b, 60c, 60d, and disc brakes 70, 71, 72, 73 operate in the same manner as described above to brake the wheels 38a, 38b, 38c, 38d. As a result, the deceleration of this vehicle approaches the deceleration required for following driving control.

[0107] Furthermore, step S160 constitutes a first deceleration calculation unit, a second deceleration calculation unit, and a deceleration determination unit. Step 170 constitutes a deceleration control unit.

[0108] In addition, in step S160, if the required deceleration for collision avoidance deceleration control is greater than the required deceleration for following driving control, the arithmetic processing unit 11 determines it as NO (no).

[0109] Along with this, in step S180, the arithmetic processing unit 11 cancels the following driving control and outputs a control signal to the electronic control device 23 to make the deceleration of the vehicle approach the required deceleration of the collision avoidance deceleration control.

[0110] Therefore, the electronic control unit 23, brake pump 21c, pistons 60a, 60b, 60c, 60d, and disc brakes 70, 71, 72, and 73 operate in the same manner as described above to brake wheels 38a, 38b, 38c, and 38d. As a result, the deceleration of this vehicle approaches the required deceleration for collision avoidance control.

[0111] In addition, in step S100, the arithmetic processing unit 11 determines NO (no) when there is no object in front of the preceding vehicle in the direction of travel.

[0112] In addition, in either step S130 or S140, if the object is a road structure other than a vehicle, the arithmetic processing unit 11 determines it as NO.

[0113] And, as Figure 6 As shown, even if the actual object is vehicle 102 ahead of the preceding vehicle, and more than half of the rear portion of vehicle 102 ahead of the preceding vehicle is covered by vehicle 101, the processing unit 11 cannot determine whether the object is a vehicle. Therefore, in either step S130 or S140, the processing unit 11 considers the object not to be a vehicle and determines it as NO.

[0114] like Figure 10As shown, when less than half of the area behind the preceding vehicle 102 is covered by the preceding vehicle 101, the processing unit 11 also determines whether the object is a vehicle in step S140 using strict determination criteria. Therefore, in step S140, the processing unit 11 considers the object not to be a vehicle and determines it as NO.

[0115] Thus, if the arithmetic processing unit 11 determines NO in any of steps S100, S130, and S140, it proceeds to the next step S190. The arithmetic processing unit 11 controls the driving engine 40 and the braking device 20 to accelerate or decelerate the vehicle relative to the preceding vehicle 101.

[0116] According to the embodiment described above, the arithmetic processing unit 11 of the vehicle control device 10 calculates the required deceleration Ga1 for following the preceding vehicle based on the monitoring results obtained by the monitoring sensor 50 monitoring the preceding vehicle.

[0117] The arithmetic processing unit 11 calculates the required deceleration Ga2 required for the vehicle to follow the vehicle in front of the preceding vehicle based on the monitoring results obtained by the monitoring sensor 50 monitoring the vehicle in front of the preceding vehicle that is stationary in the direction of travel of the preceding vehicle.

[0118] When the processing unit 11 determines that the required deceleration Ga2 is greater than the required deceleration Ga1, it controls the braking device 20 to make the deceleration of the vehicle close to the required deceleration Ga2, and performs follow-up driving control with the vehicle in front of the preceding vehicle as the target vehicle.

[0119] Therefore, when a leading vehicle steers to avoid a vehicle that is stationary ahead of it in the direction of travel of the leading vehicle, deceleration control of the main vehicle can begin immediately after monitoring the vehicle ahead of the leading vehicle using the monitoring sensor 50. Thus, a collision between the main vehicle and the vehicle ahead of the leading vehicle can be avoided.

[0120] In this embodiment, when the arithmetic processing unit 11 determines that the required deceleration for collision avoidance deceleration control is greater than the required deceleration for following driving control, it controls the braking device 20 to make the deceleration of the vehicle 100 close to the required deceleration for collision avoidance deceleration control.

[0121] Therefore, when the timing of the leading vehicle's steering maneuver to avoid the vehicle in front of it is relatively slow, and the distance between the vehicle and the vehicle in front of it is relatively short, or when the relative speed between the vehicle and the vehicle in front of it is relatively high, it is possible to avoid a collision between the vehicle and the vehicle in front of it.

[0122] In addition, in general, when the vehicle approaches a vehicle ahead of the preceding vehicle, collision avoidance deceleration control calculates a larger required deceleration compared to follow-driving control.

[0123] Therefore, in scenarios where the leading vehicle steers to avoid a vehicle ahead of it, the following situation exists: the vehicle does not approach the vehicle ahead of it, and the timing of the "required deceleration for following driving control" is greater than the "required deceleration for collision avoidance control".

[0124] However, if, as in the vehicle control device of Patent Document 2 mentioned above, the deceleration control based on following driving control is canceled when the execution condition of the deceleration control based on collision avoidance deceleration control is met, the braking force of this vehicle is temporarily reduced.

[0125] In contrast, in this embodiment, as described above, when it is determined that the required deceleration for collision avoidance deceleration control is greater than the required deceleration for following driving control, the braking device 20 is controlled to bring the vehicle's deceleration close to the required deceleration for collision avoidance deceleration control. Therefore, the vehicle's braking force will not be temporarily reduced.

[0126] Based on the above-described embodiment, the following effects (1), (2), and (3) are obtained. (1) The calculation processing unit 11 performs fluid filling control after determining that there is an object on the road ahead of the traveling direction of the preceding vehicle until it determines that the object is a vehicle. Therefore, after the execution of fluid filling control, the calculation processing unit 11 can make the deceleration of the vehicle 100 close to the required deceleration G in a short time when controlling the braking device 20. (2) The calculation processing unit 11 generates engine braking by the driving engine 40 after determining that there is an object on the road ahead of the traveling direction of the preceding vehicle until it determines that the object is a vehicle. Therefore, in order to avoid collisions between the vehicle and the preceding vehicle or the vehicle ahead of the preceding vehicle, the vehicle can be decelerated in advance without using the braking device 20. (3) In step S130, the calculation processing unit 11 determines whether the object is a vehicle using a more lenient determination criterion compared to step S140. Therefore, in step S130, the calculation processing unit 11 can determine whether the object is a vehicle in a shorter time compared to step S140.

[0127] Therefore, when the red signal light 80 is present in front of the vehicle in the direction of travel, it is possible to suppress erroneous deceleration by the braking device 20 and to decelerate at an earlier timing by following driving control.

[0128] (Second Implementation)

[0129] In the first embodiment described above, an example of the vehicle performing deceleration control based on following driving control relative to a preceding vehicle or a vehicle ahead of the preceding vehicle to avoid a collision was described. However, in this second embodiment, an example of the vehicle performing steering maneuvering relative to a preceding vehicle to avoid a collision is described.

[0130] In this embodiment and the first embodiment described above, the hardware structure of the vehicle control device 10 of the vehicle 100 is shared, but the automatic driving control processing executed by the computing processing unit 11 is different from each other.

[0131] Therefore, the following mainly refers to Figure 11 , Figure 12 The automatic driving control processing in the computing and processing unit 11 will be explained. Figure 11 This is a flowchart illustrating the detailed process of autonomous driving control in this embodiment. Figure 11 In, with Figure 4 The same reference numerals indicate the same steps, simplifying the description. The arithmetic processing unit 11 follows... Figure 11 The flowchart shows how to perform autonomous driving control processing.

[0132] First, in step S200, the arithmetic processing unit 11, as a following driving control unit, controls the driving engine 40 and the braking device 20 based on the output signal of the monitoring sensor 50, so as to follow the preceding vehicle traveling in front of the vehicle in the direction of travel of this vehicle.

[0133] Next, in step S210, the arithmetic processing unit 11 determines, based on the surrounding information obtained by the monitoring sensor 50, whether there is a space for the vehicle to maneuver and avoid a vehicle (i.e., an object) that is stationary in front of the preceding vehicle in the direction of travel of the preceding vehicle. Step S210 corresponds to the first space determination unit.

[0134] Specifically, the arithmetic processing unit 11 determines whether there is a space to avoid the vehicle by determining whether there is a driving trajectory of the preceding vehicle changing its driving lane and steering relative to the vehicle in front of it.

[0135] Here, in a place like Figure 12 If, as shown by arrow SK, there exists a driving trajectory in which the driving lane of the preceding vehicle 101 is changed from lane 400 to overtaking lane 401 and a steering maneuver is performed to avoid the vehicle 102 in front of the preceding vehicle, the calculation processing unit 11 determines YES in step S210.

[0136] Next, in step S220, the arithmetic processing unit 11, as a collision avoidance determination unit, determines whether it is possible to avoid a collision between the vehicle and the preceding vehicle by coordinating the following driving control and the collision avoidance deceleration control to decelerate the vehicle without steering maneuvers.

[0137] Specifically, the arithmetic processing unit 11, in the same manner as step S160 of the first embodiment described above, calculates the required deceleration for collision avoidance deceleration control of the vehicle ahead of the preceding vehicle as the target vehicle, and determines whether the required deceleration is above a specified value.

[0138] In step S220, when the required deceleration is above a specified value, the arithmetic processing unit 11 determines that even if the vehicle decelerates, it is impossible to avoid a collision with the vehicle in front of the preceding vehicle if the following driving control and collision avoidance deceleration control work together to make the vehicle not perform steering maneuvers to avoid the collision. Therefore, it determines NO.

[0139] Next, in step S230, the arithmetic processing unit 11 determines, based on the surrounding information of the vehicle obtained by the monitoring sensor 50, whether there is still a space for steering maneuvering to avoid the vehicle ahead of the preceding vehicle, even if the vehicle is decelerated in order to avoid the vehicle by steering maneuvering. Step S230 corresponds to the second space determination unit.

[0140] At this time, in step S230, when there are no other vehicles in the vehicle's direction of travel and to the side of the vehicle, the calculation processing unit 11 determines that there is still room to avoid the vehicle even if the vehicle is slowed down for steering maneuvering, and determines it as YES.

[0141] Next, in step S240, the processing unit 11, based on the output signal of the monitoring sensor 50, calculates the required deceleration for following the vehicle, which is designated as the target vehicle, as described above, and controls the braking device 20 to bring the deceleration of the vehicle close to the required deceleration. Thus, in order to steer the vehicle away from the vehicle ahead of the preceding vehicle and follow it, the vehicle decelerates. Step S240 corresponds to the following deceleration control unit.

[0142] Next, in step S260, the processing unit 11 automatically controls the steering control device 30 to make the vehicle travel along the driving trajectory calculated in step S210, thereby causing the vehicle to steer and avoid the vehicle ahead of the preceding vehicle. Then, the processing unit 11 performs the processing after step S160 in the same manner as in the first embodiment described above.

[0143] In addition, such as Figure 12As shown, there is a situation where a vehicle 103 appears behind the vehicle 100 in the overtaking lane 401 adjacent to the lane 400 in which the vehicle 100 is traveling, in the direction of travel of the vehicle 100. In this case, in step S230, the arithmetic processing unit 11 determines that there is no longer any space to avoid the vehicle in order to decelerate the vehicle in order to steer the vehicle relative to the vehicle in front of the preceding vehicle, and determines that NO (no).

[0144] Next, in step S250, the arithmetic processing unit 11 restricts the situation where the vehicle is decelerated by following driving control in order to make the vehicle decelerate relative to the vehicle in front of the preceding vehicle by steering maneuvering to avoid it.

[0145] Next, in step S260, the arithmetic processing unit 11 automatically controls the steering control device 30 to make the vehicle travel along the aforementioned driving trajectory, and makes the vehicle steer to avoid the vehicle in front of the preceding vehicle.

[0146] Then, the arithmetic processing unit 11 executes the processing after step S160. In addition, step S250 is the deceleration limiting unit, and step S260 is the steering control unit.

[0147] In addition, in step S210, if the processing unit 11 does not calculate the driving trajectory of the preceding vehicle changing its driving lane and steer to avoid the vehicle in front of it, it considers that there is no avoidance space and determines it as NO.

[0148] Furthermore, in step S220, the calculation processing unit 11 determines that if the required deceleration for collision avoidance deceleration control is less than a predetermined value, it is YES. Thus, if the following driving control and collision avoidance deceleration control are coordinated to decelerate the vehicle, the calculation processing unit 11 determines that a collision between the vehicle and the vehicle in front of the preceding vehicle can be avoided.

[0149] If the processing unit 11 determines NO in either step S220 or S210, then in steps S270 and S280, it cooperatively executes following driving control and collision avoidance deceleration control. As a result, the vehicle decelerates by driving the braking device 20.

[0150] According to the embodiment described above, when the conditions (e), (f), and (g) below are met, in step S250, the arithmetic processing unit 11 restricts the vehicle from decelerating by following driving control, compared to the deceleration control processing in step S240. Furthermore, the arithmetic processing unit 11 automatically controls the steering control device 30 to steer the vehicle relative to the vehicle in front of it to avoid it.

[0151] (e) The processing unit 11 determines that there is space for the vehicle to maneuver around the vehicle ahead of it. (f) The processing unit 11 determines that it is impossible for the vehicle to avoid a collision with the vehicle ahead of it by decelerating without maneuvering around it. (g) If the vehicle decelerates in order to maneuver around the vehicle ahead of it, the processing unit 11 determines that there is no longer space for the vehicle to maneuver around the vehicle ahead of it.

[0152] Based on the above, even if the vehicle slows down to avoid a collision and there is no longer any space for maneuver, it can avoid a collision with a vehicle behind it, and the vehicle can still steer to avoid the object. Therefore, the vehicle can safely steer to avoid the object.

[0153] Based on the above-described embodiment, the following effect (4) is obtained. (4) The arithmetic processing unit 11 determines whether there is a space to avoid the preceding vehicle based on the monitoring results obtained by the monitoring sensor 50 monitoring the preceding vehicle and whether there is a trajectory of the vehicle before changing the driving lane of the preceding vehicle to avoid the preceding vehicle. As a result, it is possible to determine whether there is a space to avoid the preceding vehicle with high accuracy.

[0154] (Third Implementation)

[0155] In the first embodiment described above, an example of the arithmetic processing unit 11 performing fluid filling control and engine braking when it determines that there is an object in front of the traveling direction of the preceding vehicle is described.

[0156] However, instead, in this third embodiment, referring to Figure 13 An example is given where fluid filling control and engine braking are prohibited when the vehicle's speed is below a threshold.

[0157] Figure 13 This is a flowchart illustrating the detailed process of autonomous driving control in this embodiment. Figure 13 The flowchart is in Figure 4 The flowchart was obtained by adding steps S105 and S115. Step S105 is configured between steps S100 and S110. Step S115 is configured between steps S105 and S120.

[0158] The arithmetic processing unit 11 is replaced Figure 4 of Figure 13 The flowchart shows how to perform autonomous driving control processing.

[0159] First, in step S100, the arithmetic processing unit 11 determines that there is an object in front of the vehicle traveling in the direction of travel of the preceding vehicle.

[0160] Therefore, in step S105, the arithmetic processing unit 11, as a speed determination unit, determines whether the speed of the vehicle 100 is above a threshold based on the output signal of the vehicle speed sensor 55.

[0161] At this time, when the speed of the vehicle 100 is above the threshold, the calculation and processing unit 11 determines YES in step S105. Along with this, in step S110, after performing fluid filling control and engine braking control, the calculation and processing unit 11 moves to the next step S120.

[0162] Furthermore, when the speed of the vehicle 100 is less than a threshold, the processing unit 11 determines NO (no) in step S105. Simultaneously, in step S115, after prohibiting the execution of fluid filling control and engine braking, the processing unit 11 proceeds to step S120. Thereafter, the processing unit 11 performs the automatic driving control processing in the same manner as in the first embodiment described above. Step S115 constitutes the speed determination prohibition unit.

[0163] According to the embodiment described above, the arithmetic processing unit 11 prohibits the execution of fluid filling control and engine braking when the vehicle's speed is less than a threshold. Therefore, when the vehicle's speed is less than the threshold, it is possible to prevent unnecessary fluid filling control and engine braking from being executed.

[0164] (Fourth Implementation)

[0165] In the third embodiment described above, an example of the arithmetic processing unit 11 determining whether to perform fluid filling control or engine braking by determining whether the speed of the vehicle is above a threshold is explained.

[0166] Instead, in this fourth embodiment, refer to Figure 14 An example will be given of the arithmetic processing unit 11 determining whether to perform fluid filling control or engine braking by judging whether the relative speed between the vehicle and the object is above a specified speed.

[0167] Figure 14 exist Figure 13 The flowchart includes a step S105a that replaces step S105. Figure 14 Steps other than S105a in the flowchart Figure 13 The flowcharts are the same.

[0168] The arithmetic processing unit 11 is replaced Figure 13 of Figure 14 The flowchart shows how to perform autonomous driving control processing.

[0169] Therefore, in step S105a, the arithmetic processing unit 11, as a relative speed determination unit, calculates the relative speed between the object and the vehicle based on the output signal of the vehicle speed sensor 55 and the output signal of the monitoring sensor 50, and determines whether the relative speed is above a threshold.

[0170] At this time, when the relative speed is above the threshold, the arithmetic processing unit 11 determines YES in step S105a. Accompanying this, after performing fluid filling control and engine braking in step S110, the arithmetic processing unit 11 moves to the next step S120.

[0171] Furthermore, when the relative speed is less than a threshold, the arithmetic processing unit 11 determines NO (no) in step S105a. Subsequently, after prohibiting the execution of fluid filling control and engine braking in step S115, the arithmetic processing unit 11 proceeds to step S120. Thereafter, the arithmetic processing unit 11 performs the automatic driving control processing in the same manner as in the first embodiment described above. Step S115 constitutes the relative speed determination and prohibition unit.

[0172] According to the embodiment described above, the arithmetic processing unit 11 prohibits the execution of fluid filling control and engine braking when the relative speed is less than a threshold. Therefore, when the relative speed between the object and the vehicle is less than the threshold, it is possible to prevent the unnecessary execution of fluid filling control and engine braking.

[0173] (Fifth Implementation)

[0174] In the fourth embodiment described above, an example of the arithmetic processing unit 11 determining whether to perform fluid filling control or engine braking by determining whether the relative speed is above a threshold is given.

[0175] Instead, in this fifth embodiment, refer to Figure 15 An example will be given where the arithmetic processing unit 11 determines whether to perform fluid filling control or engine braking by judging whether the collision inference time is above a threshold. The collision inference time, or Time-To-Collision, is the collision prediction time required to predict a collision between the vehicle and an object.

[0176] Figure 15 exist Figure 14 The flowchart includes a step S105b that replaces step S105a. Figure 15 Steps other than S105b in the flowchart Figure 14 The flowcharts are the same.

[0177] The arithmetic processing unit 11 is replaced Figure 14 of Figure 15 The flowchart shows how to perform autonomous driving control processing.

[0178] In step S105b, the arithmetic processing unit 11, acting as a time determination unit, determines whether the collision estimation time is less than a threshold based on the output signal of the vehicle speed sensor 55 and the output signal of the monitoring sensor 50. The collision estimation time is calculated by dividing the "distance between the vehicle and the object" by the "relative speed between the vehicle and the object".

[0179] At this time, when the collision inference time is less than the threshold, the calculation processing unit 11 determines it as YES in step S105b. Along with this, in step S110, after performing fluid filling control and engine braking, the calculation processing unit 11 moves to the next step S120.

[0180] Furthermore, when the collision inference time is above a threshold, the computational processing unit 11 determines NO (no) in step S105b. Along with this, in step S115, after prohibiting the execution of fluid filling control and engine braking, the computational processing unit 11 proceeds to step S120. Thereafter, the computational processing unit 11 performs the automatic driving control processing in the same manner as in the first embodiment described above. Furthermore, step S115 constitutes a time determination prohibition unit.

[0181] According to the embodiment described above, the computational processing unit 11 prohibits the execution of fluid filling control and engine braking when the collision inference time is above a threshold. Therefore, when the collision inference time is above a predetermined time, it is possible to prevent the unnecessary execution of fluid filling control and engine braking.

[0182] (Other implementation methods)

[0183] (1) In the first to fifth embodiments described above, an example of using software that employs a computer program to construct an automatic driving control process in the arithmetic processing unit 11 was described, but it is also possible to construct an automatic driving control process in the arithmetic processing unit 11 using hardware.

[0184] (2) In the first to fifth embodiments described above, examples were given in which the brakes for wheels 38a, 38b, 38c, and 38d were composed of disc brakes 70, 71, 72, and 73. However, this is not a limitation; drum brakes may also be used to constitute the brakes for any one or all of the wheels 38a, 38b, 38c, and 38d.

[0185] (3) In the first to fifth embodiments described above, examples of each brake block in disc brakes 70, 71, 72, and 73 being in a non-contact state relative to the brake disc as a fluid filling control are explained.

[0186] However, instead, as a fluid control, the brake blocks 70a, 70b, 71a, 72b, 73a, and 73b can be in slight contact with the brake discs 70c, 71c, 72c, and 73c.

[0187] (4) In the second embodiment described above, an example was given in which the arithmetic processing unit 11 steers the vehicle relative to the preceding vehicle to avoid it in step S260. However, it is also possible to steer the vehicle relative to objects such as falling objects on the road to avoid them instead.

[0188] (5) In the first, third, fourth, and fifth embodiments described above, the example of the arithmetic processing unit 11 performing fluid filling control and engine braking in step S110 has been described. However, it is also possible to delete the step S110 of performing fluid filling control and engine braking instead. Alternatively, in step S110, only one of fluid filling control and engine braking may be performed.

[0189] (6) Furthermore, this disclosure is not limited to the above-described embodiments and can be appropriately modified. In addition, the first, second, third, fourth, and fifth embodiments described above are not unrelated to each other and can be appropriately combined except in cases where they are obviously incompatible.

[0190] For example, two or more of the steps S105 of the third embodiment, S105a of the fourth embodiment, and S105b of the fifth embodiment can be combined to form an automatic driving control process.

[0191] Furthermore, the arithmetic processing unit, electronic control device, and method described in this disclosure can also be implemented by a dedicated computer, which is provided by comprising a processor and memory programmed to perform one or more functions embodied in a computer program. Alternatively, the control unit and method described in this disclosure can also be implemented by a dedicated computer, which is provided by comprising a processor composed of one or more dedicated hardware logic circuits. Alternatively, the arithmetic processing unit, electronic control device, and method described in this disclosure can also be implemented by one or more dedicated computers, which are configured by combining a processor and memory programmed to perform one or more functions with a processor composed of one or more hardware logic circuits. Additionally, the computer program can also be stored as instructions executed by a computer on a non-transferable tangible recording medium readable by a computer.

Claims

1. A vehicle control device adapted for a vehicle, the vehicle control device comprising: a monitoring sensor that monitors the front side of the vehicle's direction of travel; and a braking device that brakes the vehicle, wherein... The vehicle's control device includes: The vehicle determination unit determines whether there is a vehicle ahead of the preceding vehicle in the direction of travel relative to the preceding vehicle. The following control unit, when the vehicle determination unit determines that there is a vehicle ahead of the preceding vehicle in the direction of travel relative to the preceding vehicle, compares a first required deceleration and a second required deceleration. When the second required deceleration is greater than the first required deceleration, it controls the braking device to make the deceleration of the vehicle approach the second required deceleration. The first required deceleration is the deceleration required for the vehicle to follow the preceding vehicle, based on the monitoring result obtained by the monitoring sensor monitoring the preceding vehicle. The second required deceleration is the deceleration required for the vehicle to follow the preceding vehicle, based on the monitoring result obtained by the monitoring sensor monitoring the vehicle ahead of the preceding vehicle. An object detection unit determines whether an object is detected in front of the preceding vehicle in the direction of travel; and The fluid filling control unit controls the braking device. The vehicle determination unit determines whether the object is a vehicle preceding the preceding vehicle by determining whether there is a vehicle ahead of the preceding vehicle in the direction of travel relative to the preceding vehicle. The braking device includes: a pump for compressing and discharging brake fluid; and multiple brakes for braking multiple wheels of the vehicle by the pressure of the brake fluid discharged from the pump. From the time the object detection unit determines that the object has been detected until the vehicle detection unit determines that the object is a vehicle preceding the preceding vehicle, the fluid filling control unit controls the pump to compress the brake fluid and discharge it to the plurality of brakes. When the object determination unit determines that the object has been detected, and the vehicle determination unit determines that the object is a vehicle preceding the preceding vehicle, the following control unit controls the pump to further increase the pressure of the brake fluid discharged from the pump to the plurality of brake sides, thereby controlling the braking device to make the deceleration of the vehicle approach the second required deceleration.

2. The control device for vehicle according to claim 1, wherein The vehicle's control device includes: The speed determination unit determines whether the speed of the vehicle is less than a threshold; and The speed determination prohibition unit prohibits the execution of the liquid filling control unit when the object determination unit determines that the object has been detected and the speed determination unit determines that the speed of the vehicle is less than the threshold.

3. The control device for a vehicle according to claim 1 or 2, wherein The vehicle's control device includes: The relative speed determination unit determines whether the relative speed of the vehicle relative to the object is less than a threshold. as well as The relative velocity determination prohibition unit prohibits the execution of the liquid filling control unit when the object determination unit determines that the object has been detected and the relative velocity determination unit determines that the relative velocity is less than the threshold.

4. The control device for a vehicle according to claim 1 or 2, wherein The vehicle's control device includes: The time determination unit determines whether the collision estimation time required for the vehicle to collide with the object is above a threshold; and The time determination prohibition unit prohibits the execution of the liquid filling control unit when the object determination unit determines that the object has been detected and the time determination unit determines that the collision inference time is above a threshold.

5. The vehicle control device according to claim 1 or 2, wherein, The vehicle control device includes a red signal determination unit, which determines whether there is a signal light displaying a red signal facing the vehicle in front of it in the direction of travel. When the red signal determination unit determines that the traffic light is present in front of the vehicle in the direction of travel, the determination criteria of the vehicle determination unit are softened compared to when the red signal determination unit determines that the traffic light is not present in front of the vehicle in the direction of travel.

6. A vehicle control device adapted for a vehicle, the vehicle control device comprising: a monitoring sensor that monitors the front side of the vehicle's direction of travel; and a braking device that brakes the vehicle, wherein... The vehicle's control device includes: The vehicle determination unit determines whether there is a vehicle ahead of the preceding vehicle in the direction of travel relative to the preceding vehicle. The following control unit, when the vehicle determination unit determines that there is a vehicle ahead of the preceding vehicle in the direction of travel relative to the preceding vehicle, compares a first required deceleration and a second required deceleration. When the second required deceleration is greater than the first required deceleration, it controls the braking device to make the deceleration of the vehicle approach the second required deceleration. The first required deceleration is the deceleration required for the vehicle to follow the preceding vehicle, based on the monitoring result obtained by the monitoring sensor monitoring the preceding vehicle. The second required deceleration is the deceleration required for the vehicle to follow the preceding vehicle, based on the monitoring result obtained by the monitoring sensor monitoring the vehicle ahead of the preceding vehicle. The object detection unit determines whether an object is detected in front of the preceding vehicle in the direction of travel; and The engine control unit controls the engine used for driving the vehicle. After the object detection unit determines that the object has been detected, until the vehicle detection unit determines that the object is a vehicle preceding the preceding vehicle, the engine control unit generates engine braking via the driving engine. When the object determination unit determines that the object has been detected, and the vehicle determination unit determines that the object is a vehicle preceding the preceding vehicle, the following control unit controls the braking device to make the deceleration of the vehicle approach the second required deceleration.

7. The vehicle control device according to claim 6, wherein, The vehicle's control device includes: The speed determination unit determines whether the speed of the vehicle is less than a threshold; and The speed determination prohibition unit prohibits the engine control unit from generating engine braking through the driving engine when the object determination unit determines that the object has been detected and the speed determination unit determines that the speed of the vehicle is less than the threshold.

8. The vehicle control device according to claim 6 or 7, wherein, The vehicle's control device includes: The relative speed determination unit determines whether the relative speed of the vehicle relative to the object is less than a threshold. as well as The relative speed determination prohibition unit prohibits the engine control unit from generating engine braking through the driving engine when the object determination unit determines that the object is detected and the relative speed determination unit determines that the relative speed is less than the threshold.

9. The vehicle control device according to claim 6 or 7, wherein, The vehicle's control device includes: The time determination unit determines whether the collision estimation time required for the vehicle to collide with the object is above a threshold; and The time determination prohibition unit prohibits the engine control unit from generating engine braking through the driving engine when the object determination unit determines that the object has been detected and the time determination unit determines that the collision inference time is above the threshold.

10. The vehicle control device according to claim 6 or 7, wherein, The vehicle control device includes a red signal determination unit, which determines whether there is a signal light displaying a red signal facing the vehicle in front of it in the direction of travel. When the red signal determination unit determines that the traffic light is present in front of the vehicle in the direction of travel, the determination criteria of the vehicle determination unit are softened compared to when the red signal determination unit determines that the traffic light is not present in front of the vehicle in the direction of travel.

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