Vehicle control system

Abstract

Vehicle control system used in a vehicle, designed to: to detect a vehicle that is stationary in front of the vehicle in a lane of travel; to set a speed distribution range that defines a distribution of a permissible upper limit of a relative speed of the vehicle with respect to the stationary vehicle; to detect the driving state of a vehicle that is driving in an adjacent lane of the vehicle; based on the driving condition of the vehicle in the adjacent lane and the speed distribution area with respect to the stationary vehicle, to execute an avoidance control to prevent a collision with the stationary vehicle; and to control the vehicle in such a way that it follows a vehicle ahead of it; and, if the vehicle ahead changes lanes to the adjacent lane, to detect the stationary vehicle, adjust the speed distribution range, detect the driving state of the vehicle in the adjacent lane, and execute the avoidance control; wherein The driving condition of the vehicle in the adjacent lane includes the presence or absence of a rear / side vehicle traveling behind or alongside the vehicle in the adjacent lane, and the presence or absence of a front vehicle traveling in front of the vehicle in the adjacent lane, and wherein the avoidance control is designed to, if there is no rear / side vehicle but the front vehicle is present, change the vehicle's lane to the adjacent lane behind the front vehicle based on the speed distribution area; and Vehicle control system according to one of the preceding claims, wherein the avoidance control is designed to calculate a course of the vehicle based on the speed distribution range.

Description

TECHNICAL FIELD

[0001] The present invention relates to a vehicle control system and, more particularly, to a vehicle control system for supporting driving safety of a vehicle. TECHNICAL BACKGROUND

[0002] WO 2016 / 024 318 A1 describes a driving control device including a control function for calculating a planned route avoiding an object area defined according to the location of the avoidance target and for issuing commands to cause the vehicle to travel the planned route, wherein the size of the object area depends on the relative speed of the avoidance target and the vehicle.

[0003] The driver assistance system presented in DE 10 2005 031 608 A1 has a detection device that detects a lane change of the target object and a decision device that decides on a reaction of the vehicle to a stationary object during the lane change of the target object if the stationary object is within the specified distance range.

[0004] DE 10 2005 022 663 A1 discloses a driver assistance device for motor vehicles which detects a merging situation in which the driver must merge into traffic on another lane and which sends an information signal to the driver when a merging situation is detected.

[0005] Previously, multiple driving safety assistance systems, including a lane keeping assist system and an automatic cruise control system, were installed in a vehicle. Each of these systems utilizes automatic braking control, steering assist control, or the like. Thus, cases may arise where a braking command signal for executing automatic braking control and a steering command signal for executing steering assist control are output from each system. For example, the braking command signals may be output from different systems at different times. In such a case, one of the multiple command signals is given priority (see, for example, JP 2011 - 51 547 A). SUMMARY OF THE INVENTION[Technical Problem]

[0006] However, if the driver safety assistance system becomes more complex in the future, the driver safety assistance system may no longer function effectively as a whole by simply prioritizing one of the command signals.

[0007] The present invention is intended to solve such a problem, and an object thereof is to provide a vehicle control system that can efficiently perform vehicle control for driving safety assistance. [SOLUTION TO THE TECHNICAL PROBLEM]

[0008] To achieve the above object, the present invention provides a vehicle control system used for a vehicle, which is configured to: detect a stationary vehicle ahead of the vehicle in a traveling lane of the vehicle; set a speed distribution range that determines a distribution of an allowable upper limit of a relative speed of the vehicle with respect to the stationary vehicle; detect a traveling state of a vehicle traveling in an adjacent lane of the vehicle; and execute avoidance control for avoiding a collision with the stationary vehicle based on the traveling state of the vehicle in the adjacent lane and the speed distribution range with respect to the stationary vehicle.

[0009] The vehicle control system according to the invention is designed to execute the avoidance control based on the driving state of the vehicle in the adjacent lane and the speed distribution range with respect to the stationary vehicle, so that the avoidance control is executed, for example, depending on the driving state of the vehicles in the adjacent lane and the speed distribution range with respect to the stationary vehicle in such a manner that the driving lane is changed to the adjacent lane when making a lane change is possible, or the driving lane is maintained while maintaining a safe distance and a safe vehicle speed with respect to the stationary vehicle when making a lane change is impossible.While maintaining the safety distance and vehicle speed with respect to the stationary vehicle, it becomes possible to execute the avoidance control to provide driving safety assistance through simple and efficient vehicle speed control.

[0010] The vehicle control system according to the invention is further configured to: control the travel of the vehicle so as to follow a preceding vehicle traveling in front of the vehicle; and when the preceding vehicle changes lane to the adjacent lane, perform detection of the stationary vehicle, setting the speed distribution range, detecting the traveling state of the vehicle in the adjacent lane, and executing the avoidance control.

[0011] When a preceding vehicle, which the following vehicle is following, changes lanes to the adjacent lane, there is a possibility that there is a stationary vehicle in front of the lane in which the preceding vehicle was traveling. According to the above feature, in this situation, it is possible to perform the detection of the stationary vehicle, adjust the speed distribution range, and detect the driving state of the vehicle in the adjacent lane, and execute avoidance control based on the detection and adjustment, thus reliably and efficiently providing a driving safety assistance system.

[0012] In the vehicle control system according to the invention, preferably, the traveling state of the vehicle in the adjacent lane includes the presence or absence of a rear / side vehicle traveling behind or beside the vehicle in the adjacent lane, and the avoidance control is configured to change a vehicle speed of the vehicle in the presence of the rear / side vehicle based on the speed distribution range while maintaining the traveling lane of the vehicle.

[0013] When there is a rear / side vehicle in the adjacent lane, the vehicle's lane change to the adjacent lane becomes difficult. According to the above feature, in this situation, the vehicle control system is designed to change the vehicle speed based on the speed distribution range with respect to the stationary vehicle while maintaining the vehicle's travel lane. This allows the vehicle to travel while maintaining a safe distance and speed with respect to the stationary vehicle, and avoids an unreasonable lane change.

[0014] In the vehicle control system according to the invention, the traveling state of the vehicle in the adjacent lane includes the presence or absence of a rear / side vehicle traveling behind or beside the vehicle in the adjacent lane and the presence or absence of a front vehicle traveling ahead of the vehicle in the adjacent lane, and the avoidance control is configured to change the traveling lane of the vehicle to the adjacent lane based on the speed distribution range when neither the rear / side vehicle nor the front vehicle is present.

[0015] According to this feature, when the rear / side vehicle and the front vehicle are absent in the adjacent lane, the vehicle control system is configured to determine whether there is sufficient space to permit the vehicle to change lanes and then to cause the vehicle to change lanes. The lane change is performed based on the speed distribution range relative to the stationary vehicle, so that the host vehicle can be caused to change lanes while maintaining a safe distance and vehicle speed relative to the stationary vehicle.

[0016] In the vehicle control system according to the invention, preferably, the traveling state of the vehicle in the adjacent lane includes the presence or absence of a rear / side vehicle traveling behind or beside the vehicle in the adjacent lane and the presence or absence of a front vehicle traveling ahead of the vehicle in the adjacent lane, and the avoidance control is configured to change the traveling lane of the vehicle to the adjacent lane based on the speed distribution range at a position behind the front vehicle when the rear / side vehicle is absent but the front vehicle is present.

[0017] If there is no rear / side vehicle in the adjacent lane, but there is a vehicle in front, it is difficult for the vehicle to change lanes in front of the vehicle in front. According to the above feature, the vehicle control system is designed to cause the vehicle to change lanes behind the vehicle in front. The lane change is performed based on the speed distribution range relative to the stationary vehicle, allowing the vehicle to change lanes while maintaining a safe distance and vehicle speed relative to the stationary vehicle.

[0018] In the vehicle control system according to the invention, the avoidance control is preferably designed to change the vehicle speed and / or a steering direction of the vehicle so that the relative speed of the vehicle in the speed distribution range does not exceed the allowable upper limit.

[0019] In order to prevent the relative speed of the vehicle with respect to the stationary vehicle from exceeding the allowable upper limit set in the speed distribution range, the avoidance control according to this feature may be designed to change (reduce) the vehicle speed itself of the vehicle, or may be designed to change the steering direction to change a traveling course so that the vehicle can pass through an area with a larger allowable upper limit, or may be designed to change both the vehicle speed and the steering direction.

[0020] In the vehicle control system according to the invention, the avoidance control is designed to calculate a course of the vehicle based on the speed distribution range.

[0021] According to this feature, the vehicle can move on a safe course relative to the stationary vehicle.

[0022] In the vehicle control system according to the invention, the speed distribution range is preferably set so that the allowable upper limit becomes lower as a lateral distance from the stationary vehicle becomes smaller.

[0023] According to this feature, the speed distribution range is set so that the allowable upper limit becomes lower as the lateral distance from the stationary vehicle becomes smaller, so that when the vehicle passes the stationary vehicle at a position far from the stationary vehicle, the relative speed is allowed to be at a relatively large value, whereas when the vehicle passes the stationary vehicle at a position close to the stationary vehicle, the relative speed is restricted to a relatively small value. That is, in the present invention, the allowable upper limit of the relative speed is controlled according to the distance from the stationary vehicle. This makes it possible to provide driving safety assistance through simple and efficient vehicle speed control.

[0024] In the vehicle control system according to the present invention, the speed distribution range is preferably set with respect to a range from a lateral region to a rear region of the stationary vehicle so that the allowable upper limit becomes lower as a lateral distance and a longitudinal distance from the stationary vehicle become smaller. According to this feature, when the vehicle is traveling behind or diagonally behind the stationary vehicle, the allowable upper limit of the relative speed is also set by extensively applying the above control rule to the case of passing the stationary vehicle. Thus, according to the present invention, it becomes possible to maintain a safe relative speed through simple and efficient control even when the vehicle is traveling at a position behind or diagonally behind the stationary vehicle.

[0025] In the vehicle control system according to the present invention, the speed distribution range is preferably set so that the allowable upper limit becomes zero at a position a predetermined safe distance away from the stationary vehicle. According to this feature, the vehicle control system is configured to prohibit the vehicle from approaching the stationary vehicle further than a position a predetermined safe distance away from the stationary vehicle. Thus, in the present invention, it becomes possible to avoid a collision between the vehicle and the stationary vehicle even when the stationary vehicle is moving in a direction approaching the vehicle, such as when the stationary vehicle is suddenly started. [Effect of the invention]

[0026] The present invention makes it possible to provide a vehicle control system that can efficiently perform vehicle control for driving safety assistance. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a block diagram illustrating a configuration of a vehicle control system according to an embodiment of the present invention. Fig. 2 is an explanatory diagram illustrating a relationship between an allowable upper limit of a relative speed and a distance with respect to an object vehicle in the vehicle control system according to this embodiment. Fig. 3 is an explanatory diagram of a speed distribution range set with respect to a preceding vehicle during normal running in the vehicle control system according to this embodiment. Fig. 4 is an explanatory diagram of an operation of the vehicle control system according to this embodiment during normal travel. Fig. 5 is a flowchart illustrating the processing of the vehicle control device according to this embodiment during normal driving. Fig. 6 is a flowchart illustrating the processing of the vehicle control device according to this embodiment during an automatic following mode. Fig. 7 is an explanatory diagram showing an example of the operation of the vehicle control device according to this embodiment during the automatic following mode. Fig. 8 is an explanatory diagram of another example of the operation of the vehicle control device during an automatic following mode according to this embodiment. Fig. 9 is an explanatory diagram illustrating still another example of the operation of the vehicle control device according to this embodiment during the automatic following mode. Fig. 10 is an explanatory diagram illustrating still another example of the operation of the vehicle control device according to this embodiment during the automatic following mode. DESCRIPTION OF EMBODIMENTS

[0027] With reference to the accompanying drawings, a system for controlling a vehicle according to an embodiment of the present invention will now be described. First, with reference to Fig. 1 describes a configuration of the vehicle control system. Fig. 1 is a block diagram showing a configuration of a vehicle control system.

[0028] As in Fig. 1, the vehicle control system 100 installed in a vehicle (see Fig. 3) a vehicle control unit (ECU) 10, a plurality of sensors, and a plurality of vehicle control subsystems. The plurality of sensors includes a vehicle-mounted camera 21, a millimeter-wave radar 22, a vehicle speed sensor 23, a positioning system 24, and a navigation system. The plurality of vehicle control subsystems includes an engine control system 31, a braking control system 32, and a steering control system 33.

[0029] The ECU 10 is composed of a computer including a CPU, a memory for storing various programs, and an input / output device. The ECU 10 is configured to output request signals to the engine control system 31, the brake control system 32, and the steering control system 33 based on signals received from the plurality of sensors, respectively, to appropriately operate corresponding ones of an engine system, a brake system, and a steering system. Thus, the ECU 10 functionally includes a data acquisition section, an object detection section, a position and relative speed calculation section, a speed distribution range setting section, a course calculation section, and an avoidance control execution section.

[0030] The camera 21 installed in the vehicle is designed to capture images around the vehicle 1 and output the captured image data. The ECU is designed to detect an object (e.g., a vehicle ahead) based on the image data. Furthermore, the ECU 10 can be designed to determine a direction of travel or a forward / backward direction of the object from the image data.

[0031] The millimeter-wave radar 22 is a measuring device for measuring a position and a speed of the object, and is configured to transmit a radio wave (transmitted wave) toward a region ahead of the vehicle 1 and receive a reflection wave resulting from reflection of the transmitted wave by the object. The millimeter-wave radar 22 is configured to measure a distance between the vehicle 1 and the object (e.g., distance between vehicles) and a relative speed of the object with respect to the vehicle 1 based on the transmitted wave and the received wave. Alternatively, the vehicle control system according to this embodiment may be configured to measure the distance or relative speed with respect to the object using a laser radar, an ultrasonic sensor, or the like instead of the millimeter-wave radar 22.Furthermore, a position and speed measuring device can be constructed using multiple sensors.

[0032] The vehicle speed sensor 23 is intended to calculate an absolute speed of the vehicle 1.

[0033] The positioning system 24 is a GPS system and / or a gyroscope system and is intended to calculate a position (current vehicle position information) of the vehicle 1.

[0034] The navigation system internally stores map information and can supply the map information to the ECU 10. The ECU 10 is configured to recognize roads, signals, buildings, and the like that exist around the vehicle 1 (particularly in front of the vehicle 1 in a traveling direction) based on the map information and the current vehicle position information of the vehicle 1. Furthermore, the ECU 10 can be configured to recognize cliffs, grooves, holes, or the like that are difficult to detect from the image data from the vehicle-mounted camera 21 based on the map information. The map information can be stored in the ECU 10.

[0035] The engine control system 31 includes a control unit for controlling an engine of the vehicle 1. The ECU 10 is designed to output an engine power change request signal for requesting a change in an output power of the engine to the engine control system 31 when it is necessary to accelerate or decelerate the vehicle 1.

[0036] The brake control system 32 includes a control unit for controlling a braking device of the vehicle 1. The ECU 10 is designed to output to the brake control system 32 a braking request signal for requesting the generation of a braking force on the vehicle 1 when it is necessary to brake the vehicle 1.

[0037] The steering control system 33 includes a control unit for controlling a steering device of the vehicle 1. The ECU 10 is configured to output to the steering control system 33 a steering direction change request signal for requesting a change in a steering direction of the vehicle 1 when necessary to change the traveling direction of the vehicle 1.

[0038] Next, a vehicle speed control of the vehicle control system 100 according to the present embodiment will be described.

[0039] When a vehicle moving on or around a road catches up with or passes (or overtakes) an object (e.g., a vehicle ahead, a parked vehicle, a guardrail, etc.), the driver of the vehicle generally performs an operation to decelerate the vehicle while maintaining a predetermined distance or gap between the vehicle and the object relative to the direction of travel of the vehicle. Specifically, to avoid dangers such as a sudden change in the trajectory of the vehicle ahead, the emergence of a pedestrian from a blind spot, or the opening of a door of a parked vehicle, the relative speed of the vehicle relative to the object is reduced to a lower value as the distance from the object becomes shorter.

[0040] Generally, when a moving vehicle approaches an object such as a vehicle in front from behind, the driver of the vehicle adjusts its speed (relative speed) along the traveling direction according to the distance between the vehicles (longitudinal distance). Specifically, as the distance between the vehicles increases, the approaching speed (relative speed) is maintained at a high value, but as the distance between the vehicles decreases, the approaching speed is reduced to a smaller value. Then, the relative speed between the moving vehicle and the object becomes zero at the predetermined distance between the vehicles. This applies not only to the case where the object is the vehicle in front, but also to the case where the object is a parked vehicle, a guardrail, or the like.

[0041] As above, a driver drives a vehicle to avoid hazards while considering a relationship between a distance (including a lateral distance and a longitudinal distance) between an object and the vehicle and a relative speed between the object and the vehicle.

[0042] Fig. 2 is an explanatory diagram illustrating a relationship between a permissible upper limit of a relative speed and a distance (gap) with respect to an object in the vehicle control system 100 according to an embodiment of the present invention. When, as in Fig. 2, the vehicle 1 is traveling at a certain absolute speed, the permissible upper limit V lim, which is set with respect to the object, under a condition that the distance X with respect to the object is less than or equal to D0 (safe distance), 0 (zero) km / h and is set with respect to the object, under a condition that the distance X is greater than or equal to D0 (V lim = k (X - D0) 2 , where X ≥ D0) is quadratically increased. That is, to ensure safety, the relative speed of vehicle 1 is set to zero under the condition that the distance X is less than or equal to D0. However, under the condition that the distance X is greater than or equal to D0, vehicle 1 is allowed to travel at a higher relative speed as the distance increases.

[0043] In the Fig. In the example shown in Figure 2, the permissible upper limit with respect to the object is defined as V lim = f(X) = k (X - D0) 2 . In this formula, k denotes a gain factor that increases with a rate of change of V limwith respect to X, and is determined depending on types of object and the like.

[0044] In this embodiment, V lim defined to include the safe distance and is a quadratic function of X. Alternatively, V lim without including the safety distance and by another function (e.g. a linear function). Even if the permissible upper limit V lim with reference to Fig. 2 and with respect to the object in the lateral direction, it can be further set in all radial directions, including the longitudinal direction, with respect to the object in the same manner as described above. In this case, the factor k and the safety distance D0 can be set according to the direction from the object to the vehicle.

[0045] If the permissible upper limit V limAs described above, the vehicle control system of the vehicle 1 in the present embodiment is configured to set, with respect to an object (e.g., a preceding vehicle, a parked vehicle, a pedestrian, a guardrail, or the like) detected by the vehicle 1, a two-dimensional distribution (speed distribution range 40) that defines an allowable upper limit of a relative speed of the vehicle 1 with respect to the object in the traveling direction around the object (with respect to the object over a lateral range, a rear range, and a front spatial range).

[0046] Fig. 3 is an explanatory diagram of a speed distribution range set with respect to a preceding vehicle during normal travel in the vehicle control system according to this embodiment. As shown in Fig. 3 shows the permissible upper limit value V in the speed distribution range 40 lim the relative speed at each point around the preceding vehicle 3. During the operation of the driver assistance system, the relative speed of the vehicle 1 with respect to the preceding vehicle 3 is limited by the permissible upper limit V lim limited to the speed distribution range 40.

[0047] The speed distribution range 40 is set so that the permissible upper limit of the relative speed becomes lower as the lateral distance and the longitudinal distance from the preceding vehicle 3 become smaller (the vehicle 1 approaches the preceding vehicle 3). Fig. For better understanding, several constant relative velocity lines are drawn by connecting points in Figure 3, each of which has the same permissible upper limit. The constant permissible upper limits V lim , represented as the relative speed lines a, b, c, d, are 0 km / h, 20 km / h, 40 km / h and 60 km / h respectively.

[0048] In Fig. 3, the permissible upper limit in the speed distribution range 40 is set to 60 km / h. Alternatively, if the passing of the oncoming vehicle traveling in the opposite lane is taken into account, the permissible upper limit in the speed distribution range 40 can be increased to a higher relative speed.

[0049] The speed distribution range 40 can be set based on various parameters. For example, the relative speed of the vehicle 1 with respect to the object, the type of object, the direction of travel of the vehicle 1, the direction and speed of movement of the object, the length of the object, the absolute speed of the vehicle 1, or the like can be considered. The factor k and the safety distance D0 can be selected based on these factors.

[0050] As above, the speed distribution range 40 can be set with respect to various objects. For example, the object includes a vehicle, a pedestrian, a bicycle, a road section, an obstacle, a traffic signal, a road sign, or the like. With respect to the vehicle, a distinction can be made between a motor vehicle, a truck, and a motorcycle. With respect to the pedestrian, a distinction can be made between an adult, a child, and a group. The road section includes a guardrail, a shoulder forming a step at the end of the roadway, a median strip, and a roadway boundary. The obstacle includes a cliff, a groove, a hole, and a lying object. The road sign includes a stop line and a stop sign.

[0051] In the present embodiment, the vehicle control system of the vehicle 1 is configured to allow the driver to select a desired driving assistance mode using an input device (not shown). Alternatively, a predetermined mode may be preset in the ECU 10.For example, the mode includes a straight-ahead priority mode (or shortest route priority mode) which is a mode setting that gives priority to shortest route travel, an automatic steering mode which is a mode setting for automatically controlling the engine, brake, and steering depending on the vehicle speed and the traveling course, a speed priority mode which is a mode setting for prohibiting a decrease in the vehicle speed, and an automatic following mode which is a mode setting in which a preceding vehicle traveling in front of the vehicle is set as a followed vehicle to be followed by the vehicle, and the vehicle travels while maintaining a predetermined distance and a predetermined vehicle speed with respect to the followed vehicle, and the like.

[0052] The ECU 10 is also configured to perform avoidance control according to the movement of the tracked vehicle and the driving state of the lanes (the current lane and the adjacent lane) when the automatic following mode is selected while a vehicle 1 is traveling in one of the multiple lanes. Specifically, when a stationary vehicle is present in the current lane and the tracked vehicle changes lanes to avoid the stationary vehicle, the ECU 10 is configured to perform avoidance control to avoid a collision with the stationary vehicle 3, such as changing lanes while following the tracked vehicle, decelerating in the current lane, or the like, based on the speed distribution range set with respect to the stationary vehicle and the driving state of the vehicle in the adjacent lane.

[0053] Next, with reference to Fig. 4 and Fig. 5 describes a processing flow during normal driving in the vehicle control system according to the present embodiment.

[0054] Fig. Fig. 4 is an explanatory diagram of an operation in the vehicle control system 100 during normal driving, and Fig. 5 is a flowchart illustrating the processing of the vehicle control device during normal driving.

[0055] As in Fig. 4 and Fig. As shown in Figure 5, while the vehicle 1 is traveling on the traveling road, the ECU (data acquisition section) of the vehicle 1 acquires various data from a plurality of sensors (S10). Specifically, the ECU 10 operates to receive: image data from the vehicle-mounted camera 21, which captures images of a side in front of the vehicle 1; and measurement data from the millimeter-wave radar 22.

[0056] The ECU 10 (object detection section) processes data acquired by an external sensor, including at least the camera 21 installed in the vehicle, to detect the object (S11). Specifically, the ECU 10 operates to perform image processing on the image data to detect the parked vehicle 3 as an object. A type of object (in this case, the vehicle 3) is identified. Furthermore, the ECU 10 can operate to detect the presence of a specific obstacle based on the map information.

[0057] Furthermore, the ECU 10 (position and relative speed calculating section) operates to calculate a position and relative speed of the detected object (parked vehicle 3) with respect to the vehicle 1 based on the measured data. Note that the position of the object includes the position in the y-direction (longitudinal distance) along the traveling direction of the vehicle 1 and the position in the x-direction (lateral distance) along the traveling direction orthogonal to the traveling direction. As the relative speed, the relative speed included in the measured data can be used as is, or alternatively, a speed component along the traveling direction calculated from the measured data can be used. A speed component orthogonal to the traveling direction is not necessarily calculated here, but can be estimated from multiple measured data and / or multiple image data, if necessary.

[0058] The ECU 10 (speed distribution range setting section) operates to set a speed distribution range 40 with respect to the detected object (i.e., the vehicle 3) (S12). Then, the ECU 10 (course calculation section) operates based on the set speed distribution range 40 to calculate the possible course of the vehicle 1 and set the vehicle speed or the target speed at each position on the course according to the preset mode (S13).

[0059] For the travel of the vehicle 1 on the calculated course, the ECU 10 (avoidance control execution section) operates to execute avoidance control according to the preset mode as described below (S14). Here, the flowchart of Fig. 5 is carried out repeatedly at every specified time (for example 0.1 seconds), so that the calculated course and the set speed on that course vary over time.

[0060] In Fig. 4 describes the case where the calculated rate is the rates R1, R2.

[0061] Course R1 is a direct course (straight-ahead course). Course R1 is calculated when the straight-ahead priority mode (or shortest route priority mode) is set. Course R1 is set to cross the constant relative speed lines d, c, c, and d of the speed distribution area 40. Therefore, when vehicle 1 travels on course R1, the allowable upper limit of the relative speed in the traveling direction at course R1 changes. Specifically, the allowable upper limit decreases once and then increases (speed distribution area 40).

[0062] For example, when the vehicle 1 enters the course R1 at a relative speed of 60 km / h, even if the driver keeps the operation amount of the accelerator pedal constant, within a range in the constant relative speed line d (corresponding to 60 km / h), the speed of the vehicle 1 is automatically controlled by the avoidance control.Therefore, unless the driver reduces the operation amount of the accelerator pedal so that a relative speed of the vehicle 1 is reduced to a value equal to or less than the allowable upper limit, the relative speed of the vehicle 1 is maintained at a allowable upper limit at every point. For example, when the vehicle 1 enters the course R1 at a relative speed of 40 km / h, if the operation amount of the accelerator pedal is not reduced, the relative speed is maintained at 40 km / h (without acceleration or deceleration) until the vehicle 1 enters an area in the constant relative speed line c (which corresponds to 40 km / h).

[0063] In the above case, if the automatic steering mode is selected in addition to the straight-line priority mode, the vehicle 1 is gradually decelerated as it approaches the parked vehicle 3 and then accelerates to the set speed. To execute such avoidance control, the ECU operates to perform acceleration / deceleration control by outputting an engine power change command signal and a brake command signal to the engine control system 31 and the brake control system 32, respectively.

[0064] On the other hand, the course R2 is set to pass outside the constant relative speed line d in the speed distribution area 40. The course R2 is calculated when the speed priority mode, which is a mode setting for prohibiting the decrease of the vehicle speed, is set. In the case of this embodiment, the allowable upper limit on the course R2 is at least greater than the relative speed of 60 km / h, so that when the lane is changed due to the driver turning the steering wheel and vehicle 1 entering the course R2 at 60 km / h (absolute speed), the vehicle travels on the course R2 at the vehicle speed corresponding to the driver's accelerator pedal operation amount.Thus, the ECU 10 does not operate to output the engine power change command signal and the brake command signal, so the vehicle 1 moves at the vehicle speed corresponding to the operation amount of the accelerator pedal.

[0065] In the above case, if the automatic steering mode is selected in addition to the speed priority mode, the ECU 10 operates to output a steering direction change command signal to the steering control system 33. As a result, the vehicle 1 travels along the course R2. The vehicle 1 travels at the vehicle speed corresponding to the accelerator pedal operation amount, so the ECU 10 does not operate to output the engine power change command signal and the brake command signal.

[0066] Course R2 is calculated here when the relative speed of vehicle 1 is 60 km / h, thus a course along the outside of the constant relative speed line d of the speed distribution area 40 (corresponding to 60 km / h). However, if the relative speed of vehicle 1 is, for example, 40 km / h, a different course is calculated along the outside of the constant relative speed line c (corresponding to 40 km / h) of the speed distribution area 40.

[0067] Next, with reference to Fig. 6 to 10, a processing flow of the vehicle control system according to the present embodiment when the automatic follow-up mode is selected will be described. Fig. 6 is a flowchart of the vehicle control device during an automatic following mode according to the present embodiment, and Fig. 7 to 10 are an explanatory diagram of an operation of the vehicle control system during an automatic following mode according to the present embodiment.

[0068] In the Fig. In the embodiments shown in Figures 6 to 10, the traveling road 2 has a plurality of lanes, i.e., a traveling lane 7 in which the vehicle 1 travels, and an adjacent lane 8 adjacent to the traveling lane 7, and a following control mode in which the vehicle 1 automatically follows the preceding vehicle as the tracked vehicle 4 is selected. In this situation, the case where a stationary vehicle 3 is located in front of the tracked vehicle 4 in the traveling lane 7, and the tracked vehicle 4 performs a lane change from the traveling lane 7 to an adjacent lane 8 will be described below.

[0069] As with the flowchart of Fig. 5 shows the flow chart of Fig. 6 is also carried out repeatedly at every predetermined time (for example 0.1 seconds), so that the calculated course and the set speed on this course vary over time.

[0070] If, as in Fig. 6, the driver selects the automatic following mode using the input device (not shown) (S21) in step S22, the ECU 10 determines whether or not the tracked vehicle 4 is changing lanes from a traveled lane 7 to the adjacent lane 8. If the tracked vehicle 4 is changing lanes to the adjacent lane 8, the ECU 10 detects whether or not there is a stationary vehicle 3 in front of the vehicle 1 in the traveled lane 7 of the vehicle 1 (S23). If there is no stationary vehicle 3 in front, the ECU 10 determines that the vehicle 1 can travel in the traveled lane 7, turns off the automatic following mode, releases the following control to the tracked vehicle 4, and continues traveling in the traveled lane 7 (S24).

[0071] If, however, in step S23, the stationary vehicle 3 is located in front of the vehicle 1 in the traveled lane 7, the ECU 10 sets a speed distribution range 40 with respect to the stationary vehicle 3 (S25). The speed distribution range 40 may, for example, be a distribution as shown in Fig. 7, assume, for example, correspond in Fig. 7 the constant relative speed lines a, b and c 0 km / h, 10 km / h, 20 km / h.

[0072] Then, the ECU 100 detects whether a vehicle is traveling behind or beside (behind or to the side of) the vehicle 1 in the adjacent lane 8. If, as in Fig. 7, there is a vehicle behind or beside the vehicle 1, the ECU 10 determines that while following the vehicle 4, the vehicle 1 cannot perform the lane change to the adjacent lane 8, and is intended to turn off the automatic following mode to cancel the following control of the tracked vehicle 4, control the speed according to the speed distribution range 40 with respect to the stationary vehicle 3, and decelerate the vehicle 1 (S27). In this case, the course taken by the vehicle 1 is in the traveled lane 7, as indicated by the course R3 of Fig. 7 is specified.

[0073] If there is no vehicle behind or beside the vehicle 1 in the adjacent lane 8 at step S26, the ECU 10 detects whether or not there is a vehicle in front of the vehicle 1 in the adjacent lane 8 (S28). If there is no vehicle in front of the vehicle 1 in the adjacent lane 8, as shown in Fig. 8, then no vehicle is traveling in the adjacent lane 8 either in front of the vehicle 1 or behind or beside the vehicle 1, so that the ECU 10 determines that the vehicle 1 can perform the lane change to the adjacent lane 8 while following the tracked vehicle 1, and is determined to calculate the course and speed for tracking the tracked vehicle 4 (S29).

[0074] This describes the case where the calculated rate is R4, R5.

[0075] Course R4 is set to pass the left end of the adjacent lane 8. Course R4 runs within the constant relative speed line c of the stationary vehicle 3. Thus, for example, if vehicle 1 is traveling at 30 km / h, vehicle 1 must decelerate within the constant relative speed line c, and the longitudinal deceleration is relatively high. In contrast, course R4 is set to pass through the left end of the adjacent lane 8, whereby the lateral distance traveled by vehicle 1 is relatively small, so the lateral acceleration is relatively low.

[0076] In contrast, course R5 is set to run through the right side (center) of the adjacent lane 8 compared to course R4. Course R5 runs through the area outside the speed distribution area of ​​the stationary vehicle 3, so deceleration of the vehicle 1 is not required. Therefore, acceleration or deceleration in the longitudinal direction is not required or is minimized. In contrast, course R5 must move predominantly in the lateral direction (right direction), so the lateral acceleration becomes relatively large.

[0077] As described above, the driving experience perceived by the driver depends on the selected course. Thus, the ECU 10 is designed to select the course among the selectable courses where the driver is unlikely to experience a lack of driving comfort. For example, the course that can be traveled at a speed closest to the current traveling speed of vehicle 1 can be selected.

[0078] After calculating the course and speed, the ECU 10 operates to perform acceleration / deceleration control so that the vehicle 1 travels at the calculated speed by outputting an engine power change command signal and a brake command signal to the engine control system 31 and the brake control system 32, respectively. Furthermore, the ECU 10 operates to output a steering direction change command signal to the steering control system 33 so that the vehicle 1 travels on the calculated course (S30).

[0079] As a result of such control, the vehicle 1 changes lanes to the adjacent lane 8 behind the tracked vehicle 4 and continues to automatically track the tracked vehicle 4.

[0080] If at step S28 there is a vehicle (front vehicle) 6 in front of the vehicle 1 in the adjacent lane 8 as shown in Fig. As shown in Fig. 9, it is difficult for the vehicle 1 to make a lane change to the adjacent lane 8 between the tracked vehicle 4 and the leading vehicle 6. In this situation, the ECU 10 calculates the course and speed for making a lane change to the adjacent lane 8 behind the leading vehicle 6 (S31).

[0081] Here, as in Fig. 10 describes the case where the calculated rate is the rates R6, R7.

[0082] Course R6 is set to run similarly to course R4 at the left end of the adjacent lane 8. Therefore, the longitudinal deceleration is relatively high, but the lateral acceleration is relatively low.

[0083] In contrast, in the short course R7, acceleration or deceleration in the longitudinal direction is not required or is minimized, but the lateral acceleration becomes relatively large, as in the case of the course R5. The ECU 10 operates to select the course among the selectable courses where the driver is unlikely to experience a lack of driving comfort. For example, the course that can be traveled at a speed closest to the current traveling speed of vehicle 1 can be selected.

[0084] After calculating the course and speed, the ECU 10 operates to perform acceleration / deceleration control so that the vehicle 1 travels at the calculated speed by outputting an engine power change command signal and a braking command signal to the engine control system 31 and the braking control system 32, respectively. Furthermore, the ECU 10 operates to output a steering direction change command signal to the steering control system 33 so that the vehicle 1 travels on the calculated course (S32). At this time, the ECU 10 operates to disable the automatic following mode. Furthermore, when the vehicle 1 changes lanes while traveling on the calculated course, the trajectory can be changed by the driver turning the steering wheel. In this situation, the ECU 10 operates to set the upper limit of the speed of the vehicle 1 by outputting the engine power change command signal and / or the braking command signal to the engine control system 31 and the braking control system 32, respectively.the brake control system 32 according to the speed distribution range with respect to the stationary vehicle 3.

[0085] As a result of such control, the vehicle 1 stops automatically tracking the tracked vehicle 4, changes lanes to the adjacent lane 8 behind the front vehicle 6, and drives in the adjacent lane 8.

[0086] Next, an operation of the vehicle control device (ECU) 10 according to the present embodiment will be described.

[0087] The ECU 10 is configured to detect a stationary vehicle 3 in front of the vehicle 1 in a traveling lane; set a speed distribution range 40 with respect to the stationary vehicle 3; detect a traveling state of a vehicle traveling in an adjacent lane 8 of the vehicle 1; and execute avoidance control for avoiding a collision with the stationary vehicle 3 based on the traveling state of the vehicle traveling in the adjacent lane and the speed distribution range with respect to the stationary vehicle 3.For example, the avoidance control is executed such that the traveling lane 7 is maintained while maintaining a safe distance and vehicle speed with respect to the stationary vehicle 3 when lane change is impossible, or that a course is determined according to the speed distribution range 40 with respect to the stationary vehicle 3 and the traveling lane is switched to the adjacent lane when lane change is possible. Thus, while maintaining the safe distance and vehicle speed with respect to the stationary vehicle 3, it becomes possible to execute the avoidance control to provide driving safety assistance through simple and efficient vehicle speed control.

[0088] When the automatic following mode is selected for the vehicle 1, the ECU 10 is configured to, when the tracked vehicle 4 makes a lane change to the adjacent lane 8, detect the stationary vehicle 3, set the speed distribution range 40, detect the driving state of the vehicle in the adjacent lane 8, or the like, and execute avoidance control according to the detection results. When the tracked vehicle 4 makes a lane change to the adjacent lane 8, there is a possibility that the stationary vehicle 3 exists in front in the traveling lane 7. In this situation, it is therefore possible to detect the stationary vehicle 3 or the like and execute avoidance control based on the detection results, thus reliably and efficiently providing a driving safety assistance system.

[0089] In the present embodiment, the ECU 10 detects the presence or absence of a rear / side vehicle traveling behind or beside the vehicle 1i in the adjacent lane 8. If a rear / side vehicle 5 is present, the vehicle 1 changes the vehicle speed based on the speed distribution range 40 with respect to the stationary vehicle 3 while maintaining the traveling lane 7. When a rear / side vehicle 6 is present in the adjacent lane 8, the lane change of the vehicle 1 to the adjacent lane 8 is difficult. In this situation, therefore, the ECU 10 is configured to execute deceleration control upon approaching the stationary vehicle 3 while maintaining the traveling lane 7.

[0090] This allows vehicle 1 to drive while maintaining a safe distance and maintaining a vehicle speed with respect to the stationary vehicle 3 and avoiding an unreasonable lane change.

[0091] In the present embodiment, when neither a rear / side vehicle 5 nor a front vehicle 6 exists in the adjacent lane 8, the ECU 10, based on the speed distribution range 40 with respect to the stationary vehicle 3, causes the traveling lane of the vehicle 1 to change from the traveling lane 7 to the adjacent lane 8 as avoidance control. When neither a rear / side vehicle 5 nor the front vehicle 6 exists in the adjacent lane, space is ensured for the vehicle 1 to make a lane change, so that a safe lane change is possible. Furthermore, the lane change is performed based on the speed distribution range 40 with respect to the stationary vehicle 3, so that the vehicle 1 can make the lane change while maintaining a safe distance and vehicle speed with respect to the stationary vehicle 3.

[0092] When there is no rear / side vehicle 5 in the adjacent lane 8 but there is a front vehicle 6, the ECU 10, based on the speed distribution range 40 with respect to the stationary vehicle 3, switches the traveling lane of the vehicle 1 from the traveling lane 7 to the adjacent lane 8 behind the front vehicle 6 as avoidance control. When there is no rear / side vehicle 5 but there is a front vehicle 6 in the adjacent lane, it is difficult for the vehicle 1 to change lanes at a location in front of the front vehicle 6, but space for changing lanes is ensured behind the front vehicle 6. Thus, the ECU 10 controls the vehicle 1 to change lanes behind the front vehicle 6, allowing the vehicle 1 to change lanes safely.The lane change is performed based on the speed distribution range 40 with respect to the stationary vehicle 3, so that the vehicle 1 can be caused to change lanes while maintaining a safe distance and a vehicle speed with respect to the stationary vehicle 3.

[0093] In the present embodiment, the avoidance control (S14) is designed to change the vehicle speed and / or a steering direction of the vehicle 1 such that the relative speed of the vehicle 1 in the speed distribution range 40 does not exceed the permissible upper limit. For this purpose, the avoidance control can be designed, for example, to change (reduce) the vehicle speed itself of the vehicle 1, as shown in Fig. 4 is indicated by the course R1, or may be designed to change the steering direction to change a travel course to make the vehicle 1 travel through an area with a larger permissible upper limit as indicated by the course R2.

[0094] The avoidance control is designed to calculate a course of the vehicle 1 based on the speed distribution area 40, thus the vehicle 1 can travel on a safe course with respect to the stationary vehicle 3.

[0095] In the present embodiment, the speed distribution range 40 is set so that the allowable upper limit becomes lower as the lateral distance from the stationary vehicle 3 becomes smaller, so that when the vehicle 1 passes the stationary vehicle 3 at a position far from the stationary vehicle 3, the relative speed is allowed to be a relatively large value, whereas when the vehicle 1 passes the stationary vehicle 3 at a position close to the stationary vehicle 3, the relative speed is restricted to a relatively small value. That is, in the present invention, the allowable upper limit of the relative speed of the vehicle 1 is controlled according to the distance from the stationary vehicle 3. This enables the provision of driving safety assistance through simple and efficient vehicle speed control.

[0096] Furthermore, in the present embodiment, the speed distribution range 40 is set in the range from a lateral region to a rear region with respect to the stationary vehicle 3 so that the allowable upper limit becomes lower as both a lateral distance and a longitudinal distance from the stationary vehicle 3 become smaller. Even when the vehicle 1 is traveling behind or diagonally behind the stationary vehicle 3, the allowable upper limit of the relative speed is set by extensively applying the above control rule to the case of passing the stationary vehicle 3. Thus, in the present embodiment, it becomes possible to maintain a safe relative speed through simple and efficient control even when the vehicle 1 is traveling behind or diagonally behind the stationary vehicle 3.

[0097] In the present embodiment, the speed distribution range 40 is set so that the allowable upper limit becomes zero at a predetermined safe distance at a position away from the stationary vehicle 3, resulting in the vehicle 1 being prohibited from approaching the stationary vehicle 3 closer than a position away from the stationary vehicle 3 by a safe distance. Therefore, in the present invention, it becomes possible to prevent a collision between the vehicle 1 and the stationary vehicle 3 even when the stationary vehicle 3 moves in a direction that causes it to approach the vehicle 1, such as when the stationary vehicle 3 is suddenly started.

[0098] The present invention is not limited to the above embodiments and may include, for example, the following aspects.

[0099] In the case described above Fig. Although the flowchart shown in FIGS. 7 to 10 does not mention setting the speed distribution range with respect to vehicles other than the stationary vehicle 3, such as the following vehicle 4, the rear / side vehicle 5, and / or the front vehicle 6, the speed distribution range may be set with respect to at least one of these vehicles. In this case, the course of the vehicle 1 is calculated by taking into account the speed distribution range set with respect to the stationary vehicle 3 and the speed distribution range set with respect to other vehicles.

[0100] In the examples of Fig.7 to 10, the traveling road 2 has two lanes, a traveling lane 7 and an adjacent lane 8. However, the present invention is not limited to this; the number of lanes of the traveling road can be arbitrarily set, so that two or more adjacent lanes can be provided. Even in this situation, it is possible to perform safe avoidance control by utilizing the above-mentioned control rule.

[0101] In addition, the speed distribution range 40 is set so that the allowable upper limit of the relative speed becomes smaller as the lateral and longitudinal distances from the stationary vehicle 3 become smaller. Furthermore, the present invention is not limited to this; any distribution may be used. LIST OF REFERENCE SYMBOLS 1 vehicle 2 busy road 3 stationary vehicle 4 tracked vehicle 5 rear / side vehicle 6 front vehicle 7 lanes 8 adjacent lanes 10 ECU (vehicle control unit) 21 camera installed in the vehicle 22 millimeter wave radar 23 Vehicle speed sensor 24 Positioning system 25 Navigation system 31 Engine control system 32 Brake control system 33 Steering control system 40 speed distribution range 100 Vehicle control system a, b, c, d constant relative velocity line DO safety distance X distance R1 to R7 course

Claims

[1] Vehicle control system used for a vehicle which is designed to: to detect a vehicle in front of the vehicle in a lane of the vehicle; to set a speed distribution range that defines a distribution of a permissible upper limit of a relative speed of the vehicle with respect to the stationary vehicle; detect a driving state of a vehicle traveling in an adjacent lane of the vehicle; to execute avoidance control to avoid a collision with the stationary vehicle based on the driving state of the vehicle in the adjacent lane and the speed distribution range with respect to the stationary vehicle; and to control the vehicle so that it follows a preceding vehicle traveling in front of the own vehicle; and, when the preceding vehicle changes lane to the adjacent lane, detects the stationary vehicle, sets the speed distribution range, detects the traveling state of the vehicle in the adjacent lane, and executes the avoidance control; wherein the driving state of the vehicle in the adjacent lane includes a presence or absence of a rear / side vehicle traveling behind or beside the vehicle in the adjacent lane and a presence or absence of a front vehicle traveling in front of the vehicle in the adjacent lane, and wherein the avoidance control is configured to, when no rear / side vehicle is present but the front vehicle is present, change the driving lane of the vehicle to the adjacent lane behind the front vehicle based on the speed distribution range; and A vehicle control system according to any one of the preceding claims, wherein the avoidance controller is configured to calculate a course of the vehicle based on the speed distribution range. [2] The vehicle control system according to claim 1, wherein the traveling state of the vehicle in the adjacent lane includes a presence or absence of a rear / side vehicle traveling behind or beside the vehicle in the adjacent lane, and wherein the avoidance control is configured to change a vehicle speed of the vehicle in the presence of a rear / side vehicle based on the speed distribution range while maintaining the traveling lane of the vehicle. [3] A vehicle control system according to claim 1, wherein the driving condition of the vehicle in the adjacent lane, the presence or absence of a rear / side vehicle traveling behind or alongside the vehicle in the adjacent lane, and a presence or absence of a front vehicle traveling ahead of the vehicle in the adjacent lane, and wherein the avoidance control is configured to, when neither a rear / side vehicle nor the front vehicle is present, change the lane of the vehicle to the adjacent lane based on the speed distribution range. [4] The vehicle control system according to claim 1, wherein the avoidance control is configured to change the vehicle speed and / or a steering direction of the vehicle so that the relative speed of the vehicle in the speed distribution range does not exceed the allowable upper limit. [5] A vehicle control system according to any preceding claim, wherein the speed distribution range is set so that the allowable upper limit becomes smaller as a lateral distance from the stationary vehicle becomes smaller. [6] A vehicle control system according to claim 5, wherein the speed distribution range is set with respect to a range from a lateral region to a rear region of the stationary vehicle such that the allowable upper limit value becomes lower as a lateral distance and a longitudinal distance from the stationary vehicle become smaller. [7] A vehicle control system according to any preceding claim, wherein the speed distribution range is set so that the allowable upper limit becomes zero at a position away from the stationary vehicle by a predetermined safety distance.

Images