Vehicle motion control device

Abstract

Vehicle motion control device, with: an information reference device that obtains information regarding situations ahead of its own vehicle (100) as advance situation information; and an electronic control unit (90) that controls the acceleration of the vehicle (100), the deceleration of the vehicle (100) and the steering of the vehicle (100), wherein the electronic control unit (90) is configured to: when (i) a request is made to execute a follower motion control, and (ii) the electronic control unit (90) determines that another vehicle (101) is ahead of the own vehicle (100), based on the advance situation information, execute (i) an initial target acceleration setting process of the follower motion control to set an initial target acceleration of the own vehicle (100) required to maintain an intermediate vehicle distance between the own vehicle (100) and the other vehicle (101) at a target distance, and (ii) an initial follower acceleration / deceleration process of the follower motion control to control a drive torque to be applied to the own vehicle (100) to accelerate or decelerate the own vehicle (100) to control an acceleration of the own vehicle (100) to the initial target acceleration; when (i) the following motion control is requested to execute, and (ii) the electronic control unit (90) determines that the other vehicle (101) is not ahead of the own vehicle (100), based on the advance situation information, execute (i) a second target acceleration setting process of the following motion control to set a second target acceleration of the own vehicle (100) based on a movement speed of the own vehicle (100) and a target movement speed, and (ii) a second following acceleration / deceleration process of the following motion control to control the drive torque to accelerate or decelerate the own vehicle (100) to control the acceleration of the own vehicle (100) to the second target acceleration; if (i) the electronic control unit (90) performs the second subsequent acceleration / deceleration process to control the acceleration of the own vehicle (100) to the second target acceleration, which is greater than zero, and (ii) the acceleration of the own vehicle (100) is less than a predetermined threshold, increasing the second target acceleration; and If the electronic control unit (90) determines that a stationary object (50) which is potentially touching the own vehicle (100) is present in front of the own vehicle (100), based on the advance situation information, execute a steering evasive control to steer the own vehicle (100) in order to cause the own vehicle (100) to pass the stationary object (50), thereby avoiding the own vehicle (100) touching the stationary object (50), characterized in that the electronic control unit (90) is configured to: Stopping the second subsequent acceleration / deceleration process when the electronic control unit (90) initiates an execution of the steering evasive control while the electronic control unit (90) is executing the second subsequent acceleration / deceleration process; and Limiting the second target acceleration so that the second target acceleration is less than or equal to a predetermined acceleration when the electronic control unit (90) completes an execution of the steering avoidance control.

Description

BACKGROUND area

[0001] The invention relates to a vehicle motion control device. Description of the state of the art

[0002] A vehicle motion control device for controlling the movement of its own vehicle using information about other vehicles and pedestrians in front of the vehicle is known. The vehicle motion control device includes an information acquisition device, such as radar sensors and camera devices, for acquiring information about the other vehicles and pedestrians in front of the vehicle.

[0003] One of the known vehicle motion control devices performs a follower motion control to control a drive torque applied to the vehicle itself for accelerating or decelerating the vehicle to maintain an intermediate vehicle distance at a target distance. The intermediate vehicle distance is the distance or gap between the vehicle itself and a vehicle moving ahead. The vehicle moving ahead is a vehicle moving directly in front of the vehicle itself. This type of known vehicle motion control device performs the follower motion control to control the drive torque for accelerating or decelerating the vehicle itself to maintain a speed of the vehicle at a target speed when the vehicle moving ahead is not present.

[0004] Furthermore, a vehicle motion control device is also known which includes a steering avoidance control for steering the vehicle to avoid a walking person, thereby preventing the vehicle from touching the walking person when the walking person is in front of the vehicle.

[0005] Furthermore, a vehicle motion control device is also known which stops the follow-up motion control when (i) the vehicle itself moves into an intersection, (ii) another vehicle moves into the same intersection from the right or left side of the vehicle itself, and (iii) the contact potential, indicating that the vehicle itself is touching the other vehicle, is relatively high when the vehicle motion control device is performing the follow-up motion control (see, for example, JP 2004-276732A). This vehicle motion control device restarts the follow-up motion control when the contact potential becomes relatively low.

[0006] A vehicle motion control device is also known that sets a target value for the acceleration of the vehicle itself as a target acceleration for the vehicle when the vehicle motion control device performs the subsequent motion control. This vehicle motion control device sets the target acceleration to a higher value when the acceleration of the vehicle itself is low, even after the vehicle motion control device increases the drive torque to achieve the target acceleration.If this vehicle motion control device is configured (i) to stop the follower motion control at the time the steering evasive control is initiated, (ii) to restart the follower motion control at the time the steering evasive control is terminated, (iii) to set the target acceleration after the vehicle motion control device stops the follower motion control, and (iv) to control the drive torque to achieve the target acceleration at the time the follower motion control is restarted, some problems may occur, as described below.

[0007] When (i) the steering evasive control is initiated and the vehicle is steered by the steering evasive control to avoid contact with the pedestrian, the vehicle's information reference device may temporarily fail to receive information about the vehicle ahead. If the vehicle's speed is lower than the target speed when the information reference device fails to receive information about the vehicle ahead, the target acceleration of the vehicle is set by the following motion control. When the steering evasive control is executed, the following motion control is not executed. Therefore, the drive torque is not increased, even when the target acceleration of the vehicle is set.As a result, the target acceleration continues to increase because the vehicle's own acceleration is still small. Therefore, the target acceleration gradually increases when the follow-up motion control is not executed. If the vehicle motion control device is configured to increase the drive torque to achieve the target acceleration set to a high value, when the vehicle control device restarts the follow-up motion control, the vehicle's own acceleration will be considerable.

[0008] Furthermore, EP 1 749 723 A2 discloses a vehicle assistance system with a control unit configured to calculate a risk potential indicating the degree of proximity between a host vehicle, in which the system is installed, and a preceding obstacle. The control unit performs a driver notification control operation that generates a driver notification stimulus based on the risk potential. Taking into account the acceleration of the preceding obstacle, the speed of the host vehicle, and the distance between the host vehicle and the preceding obstacle, the control unit calculates a threshold to determine when the driver notification control operation should begin. DE 10 2017 118 655 A1 describes a vehicle control system that includes an object detection section for detecting a vehicle stationary in front of the vehicle in the vehicle's lane.A speed distribution area setting section for setting a speed distribution area that defines a distribution of a permissible upper limit of a relative speed of the vehicle around the stationary vehicle, a driving condition detection section for detecting a driving condition of a third vehicle traveling in an adjacent lane of the vehicle, and an evasive steering execution section for executing an evasive steering maneuver to avoid a collision with the stationary vehicle by determining a course of the vehicle before entering the speed distribution area based on the driving condition of the third vehicle in the adjacent lane and the speed distribution area around the stationary vehicle. A vehicle control system is known from DE 10 2004 008 888 A1.which includes a device for controlling a vehicle's driving condition by setting a target control value based on a distance from and relative speed to an object in front of the vehicle and accelerating or decelerating the vehicle according to the target control value, a device for performing control to avoid a collision with the object if the collision cannot be avoided by the control performed by the driving condition control device, and a device for overriding an operating mode that allows the driving condition control device to perform control when the control by the collision avoidance device is activated while the operating mode is active. SUMMARY

[0009] It is an object of the invention to provide a vehicle motion control device that can prevent the vehicle from accelerating significantly when the vehicle motion control device restarts the follow-up motion control after the vehicle motion control device stops the follow-up motion control in response to the initiation of the steering evasive control. This object is achieved according to the invention by a vehicle motion control device according to claim 1. Further features and advantageous embodiments are shown in the dependent claims.

[0010] A vehicle motion control device according to the invention comprises an information reference device and an electronic control unit. The information reference device obtains information regarding situations ahead of the vehicle as foresight information. The electronic control unit controls the acceleration, deceleration, and steering of the vehicle.

[0011] When (i) the following motion control is requested to execute, and (ii) the electronic control unit determines that another vehicle is ahead of the own vehicle, based on the anticipation information, the electronic control unit (i) executes an initial target acceleration setting process of the following motion control to set an initial target acceleration of the own vehicle required to maintain an intermediate vehicle distance between the own vehicle and the other vehicle at a target distance, and (ii) executes an initial follow-up acceleration / deceleration process of the following motion control to control a drive torque to be applied to the own vehicle to accelerate or decelerate the own vehicle to control an acceleration of the own vehicle to the initial target acceleration.

[0012] When (i) the following motion control is requested to execute, and (ii) the electronic control unit determines that the other vehicle is not ahead of the own vehicle, based on the forward situation information, the electronic control unit (i) executes a second target acceleration setting process of the following motion control to set a second target acceleration of the own vehicle based on a movement speed of the own vehicle and a target movement speed, and (ii) executes a second following acceleration / deceleration process of the following motion control to control the drive torque to accelerate or decelerate the own vehicle to control the acceleration of the own vehicle to the second target acceleration.

[0013] If (i) the electronic control unit is to control the second subsequent acceleration / deceleration process to control the acceleration of the own vehicle to the second target acceleration, which is greater than zero, and (ii) the acceleration of the own vehicle is less than a predetermined threshold, the electronic control unit will increase the second target acceleration.

[0014] If the electronic control unit determines that a stationary object potentially touching the vehicle is present in front of the vehicle, based on the ahead situation information, the electronic control unit executes an evasive steering control to steer the vehicle to cause it to avoid the stationary object, thus preventing the vehicle from touching it.

[0015] The electronic control unit is configured to stop the second subsequent acceleration / deceleration process when the electronic control unit initiates the steering avoidance control while the electronic control unit (90) is executing the second subsequent acceleration / deceleration process. Furthermore, the electronic control unit is configured to limit the second target acceleration such that the second target acceleration is less than or equal to a predetermined acceleration when the electronic control unit terminates an execution of the steering avoidance control.

[0016] In the vehicle motion control device according to the invention, the second target acceleration is increased when (i) the electronic control unit executes the second follow-up acceleration / deceleration process to control the acceleration of the vehicle to the second target acceleration, which is greater than zero, and (i) the acceleration of the vehicle is less than a certain threshold value. Furthermore, when the steering evasive control is initiated, the second follow-up acceleration / deceleration process is stopped. Furthermore, when the steering evasive control is terminated, the second target acceleration is limited to a value less than or equal to the predetermined acceleration.

[0017] When the vehicle is steered by the steering evasive control to avoid a stationary object, preventing contact, the other vehicle may temporarily not be in front of the vehicle. As a result, the vehicle motion control device may determine that the other vehicle is not in front of the vehicle. In this case, if (i) the second target acceleration setting process is executed, and (ii) the vehicle's speed is less than the target speed, the second target acceleration, which is greater than zero, will be set. However, the vehicle motion control device does not execute the second subsequent acceleration / deceleration process when the steering evasive control is performed. Therefore, the vehicle's speed does not increase.In this case, the acceleration of the vehicle itself is low, even if the target acceleration, which is greater than zero, is set. Therefore, the second target acceleration increases continuously when the steering evasive control is executed.

[0018] Therefore, an excessively high second target acceleration may have been set when the steering evasive control process ends. When the second subsequent acceleration / deceleration process restarts after the steering evasive control process ends, the drive torque is controlled to steer the vehicle's acceleration to the excessively high second target acceleration. This significantly increases the drive torque.

[0019] In the vehicle motion control device according to the invention, the second target acceleration is limited to a value less than or equal to the predetermined acceleration when the steering evasive control is terminated. Therefore, it is possible to prevent the vehicle from accelerating significantly when the second subsequent acceleration / deceleration process is restarted after the steering evasive control is terminated.

[0020] According to one aspect of the invention, the electronic control unit can further be configured to stop an execution of the follow-up motion control when the electronic control unit starts an execution of the steering avoidance control.

[0021] In the vehicle motion control device, according to this aspect, the follow-up motion control is stopped when the steering evasive control is initiated. Therefore, the second target acceleration is not set when the steering evasive control is executed. This prevents the vehicle from accelerating significantly when the second follow-up acceleration / deceleration process restarts after the steering evasive control is terminated.

[0022] According to another aspect of the invention, the electronic control unit can still be configured not to execute the follow-up motion control, even when requested to execute the follow-up motion control, when the electronic control unit is executing the steering avoidance control.

[0023] In the vehicle motion control device, according to this aspect, the follow-up motion control is not executed, even if requested, when the steering evasive control is performed. Therefore, the second target acceleration is not set when the steering evasive control is executed. Consequently, significant acceleration of the vehicle can be prevented if the second follow-up acceleration / deceleration process is restarted when the steering evasive control is completed.

[0024] According to a further aspect of the invention, the electronic control unit can further be configured to stop an execution of the second target acceleration setting process and to set the second target acceleration to zero when the electronic control unit begins or starts to execute the steering avoidance control.

[0025] In the vehicle motion control device, according to this aspect, the second target acceleration setting process is stopped, and the second target acceleration is set to zero when the steering evasive control is initiated. Therefore, the second target acceleration is zero when the steering evasive control is executed. This prevents the vehicle from accelerating significantly when the second subsequent acceleration / deceleration process restarts after the steering evasive control is completed.

[0026] According to a further aspect of the invention, the electronic control unit can be further configured to restart an execution of the second subsequent acceleration / deceleration process and the second target acceleration setting process when the electronic control unit terminates an execution of the steering avoidance control after the electronic control unit stops an execution of the second subsequent acceleration / deceleration process and the second target acceleration setting process in response to a start of the steering avoidance control.

[0027] According to yet another aspect of the invention, the electronic control unit can further be configured to limit the second target acceleration to an upper limit acceleration if the second target acceleration set by the second target acceleration setting process is greater than the upper limit acceleration when the electronic control unit executes the steering evasive control after the electronic control unit stops an execution of the second subsequent acceleration / deceleration process in response to a start of the steering evasive control execution, wherein the upper limit acceleration is less than or equal to the predetermined acceleration and is greater than zero.

[0028] In the vehicle motion control device, according to this aspect, the second target acceleration is limited to the upper limit acceleration when the steering evasive control is executed. Therefore, the second target acceleration is less than or equal to the upper limit acceleration when the steering evasive control is terminated. This prevents the vehicle from accelerating significantly when the second subsequent acceleration / deceleration process restarts after the steering evasive control is terminated.

[0029] According to yet another aspect of the invention, the electronic control unit can further be configured to restart an execution of the second subsequent acceleration / deceleration process when the electronic control unit terminates an execution of the steering evasive control after the electronic control unit stops an execution of the second subsequent acceleration / deceleration process in response to a start of the execution of the steering evasive control.

[0030] According to yet another aspect of the invention, the electronic control unit can further be configured to gradually increase the second target acceleration when the acceleration of the vehicle is less than the predetermined threshold, provided that (i) the electronic control unit executes the second subsequent acceleration / deceleration process to control the acceleration of the vehicle to the second target acceleration, which is greater than zero, and (ii) the acceleration of the vehicle is less than the predetermined threshold. According to yet another aspect of the invention, the electronic control unit can further be configured to set the first target acceleration based on a difference between the distance between the vehicle and the target distance.

[0031] According to yet another aspect of the invention, the electronic control unit can further be configured to set the second target acceleration based on a difference between the movement speed of the vehicle itself and the target movement speed.

[0032] The information reference device may include a radar sensor and / or a camera device.

[0033] The electronic control unit can also be configured to control operations of a drive torque generating device to control the acceleration and deceleration of the vehicle.

[0034] The electronic control unit can still be configured to control operations of a steering device for controlling the steering of the vehicle.

[0035] Elements of the invention are not limited to elements of exemplary embodiments and modified examples of the invention described in conjunction with the drawings. The further objectives, features, and associated advantages of the invention can be easily understood with reference to the exemplary embodiments and modified examples. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a view showing a vehicle motion control device according to an embodiment of the invention, and a vehicle on which the vehicle motion control device is applied. Fig. 2 is a view used to describe a vehicle moving ahead. Fig. Figure 3 is a view used to describe a longitudinal distance. Fig. 4A is a view used to describe a steering evasive area when vehicles are regulated to move on the left side of a road. Fig. 4B is a view used to describe the steering evasive range when vehicles are regulated to move to one side of the road. Fig. 5 is a view used to describe a lap rate. Fig. 6A is a view used to describe the movement of one's own vehicle when (i) the own vehicle is moving on a straight road, and (ii) a steering evasive maneuver is being performed. Fig. 6B is a view used to describe the movement of the own vehicle when (i) the own vehicle is moving on a winding road, and (ii) the steering evasive control is being performed. Fig. 7 is a view that shows a flowchart of a process carried out by a CPU in a Fig. The routine shown in the ECU 1 is executed. Fig. Figure 8 is a view that shows a flowchart of a routine executed by the CPU. Fig. 9 is a view that shows a flowchart of a routine executed by the CPU. Fig. 10 is a view that shows a flowchart of a routine executed by the CPU. DESCRIPTION OF PREFERRED EXECUTION EXAMPLES

[0036] A vehicle motion control device according to an embodiment of the invention is described below with reference to the drawings. Hereinafter, the vehicle motion control device according to the embodiment of the invention is referred to as "the control device of the embodiment". As in Fig. As shown in Figure 1, the control device of the exemplary embodiment is applied to a dedicated vehicle 100. The control device of the exemplary embodiment comprises an ECU 90. ECU stands for "electronic control unit". The ECU 90 includes a microcomputer as a key component. The microcomputer comprises a CPU, a ROM, a RAM, non-volatile memory, and an interface. The CPU is configured to perform various functions by executing instructions, programs, and routines stored in the ROM. <antriebsdrehmomenterzeugungsvorrichtung>

[0037] As in Fig. As shown in Figure 1, a drive torque generating device 10 is installed in the vehicle 100. The drive torque generating device 10 comprises an internal combustion engine (not shown), at least one motor-generator (not shown), a battery (not shown), and an inverter (not shown). The internal combustion engine includes fuel injection devices.

[0038] The drive torque generating device 10 is electrically connected to ECU 90. In particular, the fuel injection devices of the drive torque generating device 10 and the inverter are electrically connected to ECU 90. ECU 90 can control torque output from the internal combustion engine by controlling operations of the fuel injection devices. ECU 90 can control torque output from the at least one motor generator by controlling operations of the inverter to control the amount of electrical energy supplied to the at least one motor generator. That is to say, ECU 90 can control the torque output from the drive torque generating device 10 by controlling operations of the drive torque generating device 10. Hereinafter, the torque output from the drive torque generating device 10 is referred to as "the drive torque TQout".

[0039] The drive torque TQout is transmitted to the left and right front wheels (100W) of the vehicle (100) via a drive shaft (not shown). The vehicle (100) is driven by the drive torque TQout transmitted to the left and right front wheels (100W).

[0040] The vehicle 100, to which the control device of the exemplary embodiment is applied, is a so-called hybrid vehicle. In the vehicle 100, only the internal combustion engine can be installed as the drive torque generation device 10. Alternatively, the vehicle 100 can be a so-called plug-in hybrid vehicle in which (i) the internal combustion engine and the at least one motor-generator are installed as the drive torque generation device 10, and (ii) a battery or accumulator that can be charged by an external electrical power supply is installed. Alternatively, the vehicle 100 can be a so-called electric vehicle in which (i) only the at least one motor-generator is installed as the drive torque generation device 10, and (ii) a battery or accumulator that can be charged by an external electrical power supply is installed.Alternatively, the vehicle 100 can be a so-called fuel cell vehicle in which at least one motor generator is installed as the drive torque generating device 10, and which uses electrical energy generated by a fuel cell to operate the at least one motor generator. <bremsvorrichtung>

[0041] A braking device 20 is installed in the vehicle 100. The braking device 20 can apply braking forces BK to the left and right rear wheels 100W and the left and right front wheels 100W of the vehicle 100. The braking device 20 is electrically connected to the ECU 90. The ECU 90 can control the braking forces BK applied to the wheels 100W by controlling operations of the braking device 20. <servolenkungsvorrichtung>

[0042] A power steering device 30 is installed in the vehicle 100. The power steering device 30 can steer the front wheels 100W of the vehicle 100. The power steering device 30 is electrically connected to the ECU 90. The ECU 90 can control the steering angles of the front wheels 100W by controlling operations of the power steering device 30. Hereinafter, the steering angles of the front wheels 100W are collectively referred to as "the front wheel steering angle AGst". <Weitere Komponenten>

[0043] As in Fig. As shown in Figure 1, the vehicle 100 is equipped with a driving or accelerator pedal 11, a brake pedal 21, an accelerator pedal depressor dimension sensor 71, a brake pedal depressor dimension sensor 72, a steering angle sensor 73, vehicle wheel speed sensors 74, a radar sensor 75, a camera device 76 and a driving assistance request lever 77.

[0044] The accelerator pedal depressor depth sensor 71 is electrically connected to the ECU 90. The accelerator pedal depressor depth sensor 71 detects the degree of depress applied to the accelerator pedal 11 by a driver of the vehicle 100. The accelerator pedal depressor depth sensor 71 sends signals representing the detected degrees to the ECU 90. The ECU 90 derives the degree of depress applied to the accelerator pedal 11 based on the signal sent by the accelerator pedal depressor depth sensor 71. Hereinafter, the degree of depress applied to the accelerator pedal 11 is referred to as the "accelerator pedal depressor depth AP".

[0045] The brake pedal depressor 72 is electrically connected to the ECU 90. The brake pedal depressor 72 detects the degree of depression applied to the brake pedal 21 by the driver of the vehicle 100. The brake pedal depressor 72 sends signals representing the detected degrees to the ECU 90. The ECU 90 determines the degree of depression applied to the brake pedal 21 based on the signal sent by the brake pedal depressor 72. Hereinafter, the degree of depression applied to the brake pedal 21 is referred to as "the brake pedal depressor BP".

[0046] The steering angle sensor 73 is electrically connected to the ECU 90. The steering angle sensor 73 detects the angle of rotation of a steering shaft 32 of the vehicle 100, which turns a steering wheel 31. The steering angle sensor 73 sends signals representing the detected angles to the ECU 90. The ECU 90 determines the angle of rotation of the steering shaft 32 by the driver of the vehicle 100, who turns the steering wheel 31, based on the signal sent by the steering angle sensor 73. Hereinafter, the angle of rotation of the steering shaft 32 is referred to as "the steering angle AGdriver". Additionally, the ECU 90 determines an angle, requested as the front wheel steering angle AGst, based on the determined steering angle AGdriver. Hereinafter, the angle requested as the front wheel steering angle AGst is referred to as "the requested steering angle AGst_req".

[0047] The vehicle wheel speed sensors 74 are electrically connected to the ECU 90. The vehicle wheel speed sensors 74 each detect the rotational speeds or rotational speeds of the wheels 100W of the vehicle 100. The vehicle wheel speed sensors 74 send signals representing the detected rotational speeds to the ECU 90. The ECU 90 derives the rotational speeds of the wheels 100W of the vehicle 100 based on the signals sent by the vehicle wheel speed sensors 74. The rotational speeds of the wheels 100W of the vehicle 100 are each referred to as "the vehicle wheel speeds V1 to V4". Additionally, the ECU 90 derives an average Vave of the derived vehicle wheel speeds V1 to V4 as a motion speed of the vehicle 100 (Vave = (V1 + V2 + V3 + V4) / 4). Hereinafter, the motion speed of the vehicle 100 is referred to as "the motion speed SPD".

[0048] The radar sensor 75 is mounted on the vehicle 100 to emit millimeter waves ahead of the vehicle 100. The radar sensor 75 is electrically connected to the ECU 90. The radar sensor 75 emits the millimeter waves ahead of the vehicle 100. If an object is present ahead of the vehicle 100, the millimeter waves emitted by the radar sensor 75 are reflected by the object. The radar sensor 75 receives the millimeter waves reflected by the object. The radar sensor 75 transmits (i) data regarding the millimeter waves emitted by the radar sensor 75, and (ii) data regarding the millimeter waves received by the radar sensor 75, to the ECU 90. Hereinafter, the data regarding the millimeter waves emitted by the radar sensor 75 are referred to as "the millimeter wave data," and the data regarding the millimeter waves received by the radar sensor 75 are likewise referred to as "the millimeter wave data."As can be understood, the radar sensor 75 is one of the information reference directions that obtain information regarding situations ahead of the own vehicle 100 as advance situation information (i.e. the millimeter wave data).

[0049] The camera device 76 is mounted on the vehicle 100 to capture images of the view ahead of the vehicle 100. The camera device 76 is electrically connected to the ECU 90. The camera device 76 transmits data regarding the captured images of the view to the ECU 90. Hereinafter, the data regarding the captured images of the view is referred to as "the image data". As can be understood, the camera device 76 is one of the information-referencing devices that obtains information regarding the situations ahead of the vehicle 100 as the forward-situation information (i.e., the image data).

[0050] The ECU determines whether a vehicle 101 is moving ahead, based on the millimeter wave data and the image data. The ECU 90 calculates an intermediate vehicle distance D based on the millimeter wave data and the image data if a vehicle 101 is moving ahead, as shown in Fig. Figure 2 shows the inter-vehicle distance D. This distance is the distance between the vehicle 101 moving ahead and the vehicle 100 itself. The vehicle 101 moving ahead is another vehicle that is moving directly in front of the vehicle 100 in a lane in which the vehicle 100 is moving. Hereinafter, the lane in which the vehicle 100 is moving is referred to as "lane LNVL".

[0051] Furthermore, the ECU 90 determines whether an oncoming vehicle 102 is present, based on the millimeter wave data and the image data. The ECU 90 derives a relative speed dV102 and a relative position P102 based on the millimeter wave data and the image data if the oncoming vehicle 102 is present, as shown in Fig. Figure 2 shows the relative velocity dV102, the speed of the oncoming vehicle 102 relative to the speed SPD of the own vehicle 100. The relative position P102 is the position of the oncoming vehicle 102 with respect to a reference point Pref of the own vehicle 100. The oncoming vehicle 102 is a vehicle moving in the opposite direction to the direction of movement of the own vehicle 100 in a lane directly adjacent to the lane LNV. The oncoming vehicle 102 is moving as it approaches the own vehicle 100. The reference point Pref is the midpoint of a front end of the own vehicle 100 in a latitude direction. Hereinafter, the reference point Pref is referred to as "the own vehicle's reference point Pref".

[0052] Furthermore, the ECU 90 determines whether a stationary object 50 is present in front of the vehicle 100, based on millimeter wave data and image data. The stationary objects 50 are, for example, pedestrians and bicycles. If the stationary object 50 is located in front of the vehicle 100, as in Fig. As shown in Figure 2, the ECU 90 obtains a relative velocity dV50 and a relative position P50 based on the millimeter wave data and the image data. The relative velocity dV50 is the speed of movement of the stationary object 50 relative to the speed of movement SPD of the own vehicle 100. The relative position P50 is the position of the stationary object 50 with respect to the reference point of the own vehicle Pref.

[0053] Furthermore, the ECU 90 obtains a longitudinal distance dL based on the relative position P50. As in Fig. As shown in Figure 3, the longitudinal distance dL is a distance or spacing between the reference point of the vehicle Pref and the stationary object 50 in the direction of extension of a line LNC that extends along a center line of the lane LNV. Furthermore, the ECU 90 uses a predicted arrival time TTC. The predetermined arrival time TTC corresponds to a value obtained by dividing the longitudinal distance dL by the relative speed dV50 (TTC = dL / dV50).

[0054] The driver assistance request lever 77 is electrically connected to the ECU 90. The driver assistance request lever 77 is operated by the driver of their own vehicle 100. The driver assistance request lever 77 sends a high-level signal to the ECU 90 when it is in the ON position. When the ECU 90 receives the high-level signal, it determines that a follow-up movement control, described later, is being requested. Conversely, the driver assistance request lever 77 sends a low-level signal to the ECU 90 when it is in the OFF position. When the ECU 90 receives the low-level signal, it determines that the follow-up movement control is being requested to stop.

[0055] The driver of their own vehicle 100 can set a target inter-vehicle distance Dtgt and a target movement speed SPDtgt by actuating the driver assistance request lever 77. The target inter-vehicle distance Dtgt is the inter-vehicle distance D to be achieved in the following motion control, and the target movement speed SPDtgt is the movement speed SPD of the own vehicle 100 to be achieved in the following motion control. <Zusammenfassung von Operationen der Steuerungsvorrichtung des Ausführungsbeispiels>

[0056] Next, a summary of the operations of the control device of the embodiment is described. The control device of the embodiment is configured to perform normal motion control, follow-through motion control, and steering evasive control. The control device of the embodiment determines whether a follow-through motion condition is met and whether a steering evasive control condition is met in order to determine which of the normal motion control, follow-through motion control, or steering evasive control operations should be executed.

[0057] The following motion condition is met if (i) the driver of the own vehicle 100, who operates the driver assistance request lever 77, requests that the following motion control be executed, and (ii) the steering avoidance condition is not met. Therefore, the following motion condition is not met if a request is made to execute the following motion control while the steering avoidance condition is met. Furthermore, the following motion condition is not met if the steering avoidance condition is met while a request has been made to execute the following motion control. Finally, the following motion condition is not met if a request is made to stop the following motion control.

[0058] The steering avoidance condition is met if (i) at least one stationary object 50 is present in a steering avoidance zone, and (ii) the predicted time to reach the at least one stationary object 50 is less than or equal to a predetermined time TTCth. The steering avoidance zone is a specified area in front of the vehicle 100. Therefore, the steering avoidance condition is not met if no stationary objects 50 are present in the steering avoidance zone. Likewise, the steering avoidance condition is not met if the predicted time to reach the stationary object 50 is longer than the predicted time to reach the obstacle TTCth.

[0059] In this embodiment, the steering avoidance zone is set in an area ahead of the vehicle 100. It is possible that the vehicle 100 may not be able to safely pass the stationary object 50, which is located within the steering avoidance zone and is moving to the right of the stationary object 50, if the driver continues to drive the vehicle 100 along the lane LNV. The control device of this embodiment sets the steering avoidance zone based on the millimeter wave data, the image data, and the shape of the lane LNV along which the vehicle 100 is currently moving.

[0060] For example, if your own vehicle is traveling at 100 km / h along a straight road, as in Fig. As shown in 4A, the control device of the exemplary embodiment represents a Fig. 4A shows area A as the steering avoidance area based on the millimeter wave data and the image data.

[0061] As in Fig. As shown in Figure 4B, the steering evasive maneuver area A comprises areas A1 to A3. Area A1 is a section of the right half of an area in front of the vehicle 100. Area A2 is a section of the left half of the area in front of the vehicle 100. Area A3 is an area on the left side of area A2.

[0062] The section of the right half (i.e., area A1) of area A ahead of the own vehicle 100 is defined by a front end line LF1, a forward line LF2, a vehicle centerline LVC, and a right end line LR1. The front end line LF1 is a line extending through the reference point of the own vehicle Pref in the latitudinal direction of the own vehicle 100. The forward line LF2 is a line extending parallel to the front end line LF1 ahead of the front end line LF1 by a predetermined distance d1. The right end line LR1 is a line extending longitudinally through the right end 100R of the own vehicle 100.

[0063] The section of the left half (i.e., area A2) of area A ahead of the own vehicle 100 is defined by the front end line LF1, the forward-facing line LF2, the vehicle centerline LVC, and a left end line LL1. The left end line L1 is a line extending longitudinally through the left end 100L of the own vehicle 100.

[0064] The area A3 on the left side of area A2 is defined by the front end line LF1, the forward-facing line LF2, the left end line LL1, and a left-facing line LL2. The left-facing line LL2 is a line that extends parallel to the left end line LL1 by a predetermined distance d2.

[0065] The vehicles may be regulated by traffic regulations to move on the right side of the road. In this case, the control device of the exemplary embodiment establishes the steering evasive range, where the vehicle 100 cannot safely pass the stationary object 50 in the steering evasive range, which is moving to the left of the stationary object 50, if the driver continues to drive the vehicle 100 in lane LNV.

[0066] In this embodiment, the predicted time to reach (TTC) is preset to a suitable constant time. The control device of this embodiment can be configured to adjust the predicted time to reach (TTC) so that it increases when the lap rate (LAP) increases. The lap rate (LAP) is, for example, a value obtained by dividing the width (W) of the vehicle (100) by the distance (dW) between the vehicle's centerline (LVC) and the stationary object (50) (LAP = W / dW). The control device of this embodiment obtains the lap rate (LAP) based on the millimeter-wave data and the image data. 1. Normal motion control

[0067] The control device of the exemplary embodiment performs the normal motion control comprising (i) a normal acceleration / deceleration process and (ii) a normal steering process described later when (i) the following motion condition is not met, and (ii) the steering avoidance condition is not met. 1-1. Normal acceleration / deceleration process

[0068] While the control device of the embodiment performs the normal acceleration / deceleration process, it perceives a requested torque TQreq based on the accelerator pedal depressor AP and the motion velocity SPD. The requested torque TQreq is the drive torque TQout to be output by the drive torque generating device 10. The control device of the embodiment controls the operations of the drive torque generating device 10 to output the drive torque TQout according to the requested torque TQreq. If the accelerator pedal depressor AP is zero, the requested torque TQreq is zero.

[0069] Furthermore, while the control device of the embodiment performs the normal acceleration / deceleration process, it obtains a requested braking force BKreq based on the brake pedal depressor BP. The requested braking force BKreq is a braking force BK to be applied to the wheels 100W by the brake device 20. The control device of the embodiment controls the operations of the brake device 20 to apply the braking force BK to the wheels 100W according to the requested braking force BKreq. If the brake pedal depressor BP is zero, the requested braking force BKreq is zero. 1-2. Normal steering process

[0070] While the control device of the embodiment performs the normal steering process, the control device of the embodiment controls the operations of the power steering device 30 to control the front wheel steering angle AGst to the requested steering angle AGst_req. 2. Follow-up motion control

[0071] When the follow-up motion condition is met, the control device of the exemplary embodiment performs the follow-up motion control comprising (i) a setpoint acceleration setting process, (ii) a follow-up acceleration / deceleration process, and (ii) the normal steering process described above. 2-1. Target acceleration setting process

[0072] The control device of the exemplary embodiment performs the target acceleration adjustment process based on the intermediate vehicle distance D and the movement speed SPD when the preceding vehicle 101, which is targeted by the following motion control, is present. Hereinafter, the preceding vehicle 100, which is targeted by the following motion control, is referred to simply as "the preceding vehicle 101". If, on the other hand, the preceding vehicle 101 is not present, the control device of the exemplary embodiment performs the target acceleration adjustment process based on the movement speed SPD.

[0073] In particular, if (i) the preceding vehicle 101 is present, and (ii) the movement speed SPD is less than a target movement speed SPDtgt, the control device of the exemplary embodiment sets a target value for the acceleration of its own vehicle 100 as a target acceleration Gtgt based on an inter-vehicle distance difference dD. The inter-vehicle distance difference dD is a difference between the inter-vehicle distance D and the target inter-vehicle distance Dtgt. If the inter-vehicle distance difference dD is less than zero, the target acceleration Gtgt is positive, and an absolute value of the target acceleration Gtgt increases when an absolute value of the inter-vehicle distance difference dD increases.Conversely, if the difference in distance between vehicles dD is greater than zero, the target acceleration Dtgt is negative, and the absolute value of the target acceleration Gtgt increases when the absolute value of the difference in distance between vehicles dD increases. If the difference in distance between vehicles dD is zero, the target acceleration Gtgt is zero.

[0074] If (i) the preceding vehicle 101 is present, and (ii) its moving speed SPD is greater than the target moving speed SPDtgt, the control device of the exemplary embodiment sets the target acceleration Gtgt based on a moving speed difference dSPD. The moving speed difference dSPD is the difference between the moving speed SPD of the vehicle 100 and the target moving speed SPDtgt. In this case, the target acceleration Gtgt is negative, and the absolute value of the target acceleration Gtgt increases when the absolute value of the moving speed difference dSPD increases. When the moving speed difference dSPD is zero, the target acceleration Gtgt is zero.

[0075] If (i) the preceding vehicle 101 is not present, and (ii) the movement speed SPD is greater than the target movement speed SPDtgt, the control device of the exemplary embodiment sets the target acceleration Gtgt based on the movement speed difference dSPD. In this case, the target acceleration Gtgt is negative, and the absolute value of the target acceleration Gtgt increases as the absolute value of the movement speed difference dSPD increases.

[0076] If (i) the preceding vehicle 101 is not present, and (ii) the movement speed SPD is less than the target movement speed SPDtgt, the control device of the exemplary embodiment refers to a base value of the target acceleration Gtgt as a base acceleration Gbase, based on the movement speed difference dSPD. In this case, the base acceleration Gbase is positive, and an absolute value of the base acceleration Gbase increases as the absolute value of the movement speed difference dSPD increases.

[0077] If the acceleration of the vehicle 100 is less than a predetermined threshold value Gth, the control device of the exemplary embodiment refers to a corrected acceleration Gad. Hereinafter, the acceleration of the vehicle 100 is referred to as "the vehicle acceleration G". The corrected acceleration Gad is positive, and an absolute value of the corrected acceleration Gad increases as a time interval TC increases. The time interval TC is the period during which the vehicle acceleration G continues to remain less than the predetermined threshold value Gth.

[0078] The control device of the exemplary embodiment uses a value calculated by adding the corrected acceleration Gad to the base acceleration Gbase, and considers this value as the target acceleration Gtgt (= Gbase + Gad). Therefore, the target acceleration Gtgt increases gradually when the target acceleration Gtgt is positive, but the vehicle acceleration G is less than the predetermined threshold value Gth.

[0079] For example, the vehicle might not accelerate even if the drive torque TQout increases while the vehicle is moving uphill. In this case, the speed difference dSPD does not decrease, and as a result, the driver may experience discomfort. If the target acceleration Gtgt increases gradually while the vehicle acceleration G is small, the vehicle will accelerate, and as a result, the speed difference dSPD decreases. This prevents the driver from experiencing discomfort.

[0080] If (i) the vehicle 101 moving ahead is not present, and (ii) the movement speed SPD is equal to the target movement speed SPDtgt, the control device of the embodiment sets the target acceleration Gtgt to zero.

[0081] In this embodiment, when the follow-up motion control is stopped, the target acceleration setting process is also stopped. When the target acceleration setting process is stopped, the target acceleration Gtgt is reset to zero.

[0082] The control device of the embodiment can be configured to increase the target acceleration Gtgt as the time duration TC (i.e., the time when the vehicle acceleration G continues to be less than the predetermined threshold Gth) increases when (i) the preceding vehicle 101 is present, and (ii) the movement speed SPD is less than the target movement speed SPDtgt, and similarly when (i) the preceding vehicle 101 is not present, and (ii) the movement speed SPD is less than the target movement speed SPDtgt.

[0083] Furthermore, the control device of the exemplary embodiment can be configured to set the target acceleration Gtgt such that the deceleration of the own vehicle 100 increases when the time during which the deceleration of the own vehicle 100 continues to be less than a predetermined threshold increases if (i) the preceding vehicle 101 is present, and (ii) the movement speed SPD is greater than the target movement speed SPDtgt. Furthermore, the control device of the exemplary embodiment can be configured to set the target acceleration Gtgt such that the deceleration of the own vehicle 100 increases when the time during which the deceleration of the own vehicle 100 continues to be less than the predetermined threshold increases if (i) the preceding vehicle 101 is not present, and (ii) the movement speed SPD is greater than the target movement speed SPDtgt. 2-2. Follow-up acceleration / deceleration process

[0084] While the control device of the embodiment executes the subsequent acceleration / deceleration process, it obtains the target torque TQtgt based on the target acceleration Gtgt and the motion velocity SPD. In this case, the obtained target torque TQtgt corresponds to the drive torque TQout, which controls the vehicle acceleration G to the target acceleration Gtgt. The control device of the embodiment controls the operations of the drive torque generation device 10 to output the drive torque TQout from the drive torque generation device 10 according to the target torque TQtgt. In this case, if the target acceleration Gtgt is greater than zero, the drive torque TQout is increased. Conversely, if the target acceleration Gtgt is less than zero, the drive torque TQout is decreased.When the target acceleration Gtgt is zero, the control device of the embodiment controls the operations of the drive torque generation device 10 in order to maintain the current drive torque TQout.

[0085] The control device of the exemplary embodiment can be configured to reduce the drive torque TQout by a predetermined value dTQ during the subsequent acceleration / deceleration process. Alternatively, the control device of the exemplary embodiment can be configured to reduce the drive torque TQout to a predetermined torque TQth during the subsequent acceleration / deceleration process. Alternatively, the control device of the exemplary embodiment can be configured to reduce the drive torque TQout to zero during the subsequent acceleration / deceleration process by reducing the current drive torque TQout.

[0086] Furthermore, the control device of the embodiment can be configured to perform the subsequent acceleration / deceleration process to apply a predetermined braking force BKacc to the wheels 100W in addition to a reduction in the drive torque TQout. 3. Steering avoidance control

[0087] When the steering avoidance condition is met, the control device of the embodiment performs the steering avoidance control comprising (i) an evasive steering process and (ii) a deceleration process, and cancels a request to execute the follow-up motion control by the driver assistance request lever 77. 3-1. Evasive Steering Process

[0088] The evasive steering process is a process for controlling the operations of the power steering device 30 to control the front wheel steering angle AGst in order to cause the vehicle 100 to (i) safely pass the stationary object 50 on the right side of the stationary object 50, and subsequently (ii) safely return the vehicle 100 to its original lane LNV. The original lane LNV is the lane in which the vehicle 100 was moving when the evasive steering process was initiated.

[0089] For example, if (i) the own vehicle 100 is moving on the straight road, and (ii) the evasive steering process is executed, the own vehicle 100 is steered by the power steering device 30 to move as shown in Fig. 6A is shown.

[0090] In a Fig. In the example shown in Figure 6A, when the vehicle 100 reaches a first point P1, the steering avoidance condition is met, and the avoidance steering process is initiated. This controls the front wheel steering angle AGst to cause the vehicle 100 to turn right. Subsequently, the vehicle 100 reaches a second point P2. When the vehicle 100 reaches the second point P2, the front wheel steering angle AGst begins to be controlled to cause the vehicle 100 to continue straight ahead in the direction of travel of the original lane LNV. The original lane LNV is the lane in which the vehicle 100 was traveling before the avoidance steering process was initiated.The second point P2 is a point where the own vehicle 100 can pass the stationary object 50 on the right side of the stationary object 50 without touching the stationary object 50, even if the front wheel steering angle AGst begins to be controlled to move the own vehicle 100 in the extension direction of the original lane LNV.

[0091] After the vehicle 100 passes the stationary object 50 on its right side, it reaches a third point P3. Upon reaching this point, the front wheel steering angle AGst begins to be controlled to return the vehicle 100 to its original lane LNV. This causes the vehicle 100 to turn left. The third point P3 is a point where the vehicle 100 does not touch the stationary object 50, even though the front wheel steering angle AGst is being controlled to return the vehicle 100 to its original lane LNV.

[0092] The vehicle 100 then reaches a fourth point P4. When the vehicle 100 reaches the fourth point P4, the front wheel steering angle AGst begins to be controlled to cause the vehicle 100 to move straight ahead in the direction of travel of the original lane LNV. The fourth point P4 is a point immediately in front of the center line LNC of the original lane LNV.

[0093] Once the vehicle reaches a fifth point P5 at 100 and begins to move along the original lane LNV, the steering avoidance condition is not met, and the evasive steering process is stopped.

[0094] For example, if (i) the vehicle 100 is moving on a road with a right-hand curve, and (ii) the evasive steering process is executed, the vehicle 100 is steered by the power steering device 300 to cause the vehicle 100 to move as shown in Fig. 6B is shown.

[0095] In a Fig. In the example shown in Figure 6B, when the vehicle 100 reaches a sixth point P6, the steering avoidance condition is met, and the avoidance steering process is initiated. This causes the front wheel steering angle AGst to be controlled to cause the vehicle 100 to turn right. Subsequently, the vehicle 100 reaches a seventh point P7. When the vehicle 100 reaches the seventh point P7, the front wheel steering angle AGst is controlled to move the vehicle 100 in the direction of travel of the original lane LNV. That is, the front wheel steering angle AGst begins to be controlled to cause the vehicle 100 to turn right.The seventh point P7 is a point where the own vehicle 100 can pass the stationary object 50 on the right side of the stationary object 50 without touching the stationary object 50, even if the front wheel steering angle AGst is controlled to move the own vehicle 100 in the extension direction of the original lane LNV.

[0096] After the vehicle 100 passes the stationary object 50 on the right side of the stolen object 50 and reaches an eighth point P8, the front wheel steering angle AGst begins to be controlled to return the vehicle 100 to its original lane LNV. This means that the front wheel steering angle AGst begins to be controlled to cause the vehicle 100 to turn left, continue straight ahead, or turn right, depending on the curve of the road. The eighth point P8 is a point where the vehicle 100 does not touch the stationary object 50, even though the front wheel steering angle AGst begins to be controlled to return the vehicle 100 to its original lane LNV.

[0097] The vehicle 100 then reaches a new point P9. When the vehicle 100 reaches the ninth point P9, the front wheel steering angle AGst begins to be controlled to cause the vehicle 100 to move along the original lane LNV. That is, the front wheel steering angle AGst begins to be controlled to cause the vehicle 100 to turn right. The ninth point P9 is a point immediately before the center line LNC of the original lane LNV.

[0098] The own vehicle 100 then reaches a tenth point P10. When the own vehicle 100 reaches the tenth point P10 and begins to move along the original lane LNV, the steering avoidance condition is not met, and the evasive steering process is stopped.

[0099] The control device of the exemplary embodiment can be configured to stop the evasive steering process when a predetermined time has elapsed after the vehicle begins to move along the original lane LNV. In the Fig. In the example shown in 6A, the control device of the embodiment can stop the evasive steering process when the predetermined time has elapsed after the own vehicle 100 has reached the fifth point P5 and the own vehicle 100 has begun to move along the original lane LNV. In the example shown in Fig. In the example shown in Figure 6B, the control device of the embodiment can stop the evasive steering process when the predetermined time has elapsed after the own vehicle 100 has reached the tenth point P10 and the own vehicle 100 has begun to move along the original lane LNV. 3-2. Delay process

[0100] The deceleration process is a process for controlling the operations of the drive torque generating device 10 to set the target torque QTtgt to zero, even if the accelerator pedal depressor AP is greater than zero. This controls the drive torque TQout, which is output by the drive torque generating device 10, to zero. Therefore, when the deceleration process is executed, the drive torque TQout becomes zero, and the vehicle 100 decelerates.

[0101] The control device of the embodiment can be configured to execute the evasive steering process, to control the operations of the power steering device 30, to control the front wheel steering angle AGst, to cause the own vehicle 100 to pass the stationary object 50 on a left side of the stationary object 50, if the control device of the embodiment determines that the own vehicle 100 can pass the stationary object 50 more safely by causing the own vehicle 100 to pass the stationary object 50 on a left side of the stationary object 50 than by causing the own vehicle 100 to pass the stationary object 50 on the right side of the stationary object 50.The control device of the exemplary embodiment can determine whether it is safe to cause the own vehicle 100 to pass the stationary object 50 on its left side, based on the relative position P50 and situations in the vicinity of lane LNV. Situations in the vicinity of lane LNV may include (i) whether an oncoming vehicle is present, (ii) whether vehicles are passing the own vehicle 100 in the same direction as the direction of travel of the own vehicle 100, and (iii) situations of lanes adjacent to lane LNV.

[0102] The control device of the embodiment can be configured to perform a further delay process to control the operations of the drive torque generation device 10 and the brake device 20 in order to set the drive torque TQ to zero and the brake forces BK to predetermined values ​​on wheels 100W.

[0103] Alternatively, the control device of the exemplary embodiment can be configured to execute the deceleration process when (i) the steering avoidance condition is met, and (ii) the movement speed SPD is greater than or equal to a predetermined movement speed SPDth. The predetermined movement speed SPDth is set to the movement speed SPD that can cause the vehicle 100 to safely collide with the stationary object 50 on the right side of the stationary object 50. to pass. In this case, the control device of the exemplary embodiment executes the normal acceleration / deceleration process when (i) the steering avoidance condition is met, and (ii) the movement speed SPD is less than the predetermined movement speed SPDth.

[0104] Alternatively, the control device of the exemplary embodiment can be configured to perform the normal acceleration / deceleration process instead of the deceleration process.

[0105] As described above, the follow-up motion control is stopped when the steering avoidance condition is met, and therefore the follow-up motion control is also stopped. Consequently, the follow-up acceleration / deceleration process and the target acceleration setting process are also stopped.

[0106] In this regard, the vehicle's own 100 will not be accelerated or decelerated by the follow-up motion control when the steering evasive control is executed if the follow-up acceleration / deceleration process is stopped without stopping the target acceleration setting process in response to the steering evasive condition not being met when the follow-up motion control is executed. In this case, the follow-up acceleration / deceleration process will restart after the steering evasive control has finished. However, this can lead to some problems, as described below.

[0107] When the steering evasive control is initiated to steer the own vehicle 100 to the right, the vehicle 101 moving ahead is temporarily not in front of the own vehicle 100. As a result, the own vehicle 100 may not be detected by the radar sensor 75 and the camera device 76. If (i) the own vehicle 100 is not detected by the radar sensor 75 and the camera device 76, (ii) the target acceleration setting process is executed, and (iii) the movement speed SPD is less than the target movement speed SPDtgt, where the target acceleration Dtgt that accelerates the own vehicle 100 is set, then the subsequent acceleration / deceleration process is stopped when the steering evasive control is executed. Therefore, even if the target acceleration Gtgt that accelerates the own vehicle 100 is set, the movement speed SPD does not increase.In fact, the vehicle's speed (SPD) decreases because the deceleration process of the steering evasive control is being executed. Therefore, the acceleration (G) of the vehicle (100) is lower than the predetermined threshold (Gth), even if the target acceleration (Gtgt) is set. Consequently, the target acceleration (Gtgt) increases continuously as the steering evasive control is executed.

[0108] This caused the target acceleration Gtgt to be set to an extremely high value when the steering evasive control ends. When the steering evasive control ends, the subsequent acceleration / deceleration process is restarted. The drive torque TQout is then controlled to adjust the vehicle acceleration G to the target acceleration Gtgt. This results in a significant increase in the drive torque TQout. Consequently, the vehicle accelerates considerably to 100 km / h.

[0109] According to the control device of the exemplary embodiment, the request to execute the follow-up movement control by the driver assistance request lever 77 is canceled if the steering avoidance condition is not met when the follow-up movement control is executed. Additionally, the follow-up movement condition is met when the steering avoidance condition is not met. Therefore, if the steering avoidance condition is met, the follow-up movement condition is not met. As a result, the follow-up movement control is stopped.

[0110] Furthermore, if the steering avoidance control is executed after the follow-up movement control has stopped, the steering avoidance condition remains fulfilled. Therefore, the control device of the exemplary embodiment does not execute the follow-up movement control, even if the driver assistance request lever 77 is actuated again to request that the follow-up movement control be executed.

[0111] Furthermore, the control device of the exemplary embodiment cancels the request to execute the follow-up movement control when the control device of the exemplary embodiment initiates the steering evasive control. Therefore, the control device of the exemplary embodiment does not execute the follow-up movement control until the control device of the exemplary embodiment stops the steering evasive control and an execution of the follow-up movement control is requested by actuating the driver assistance request lever 77.

[0112] As described above, the follow-up movement control is not executed after the steering evasive control is stopped. Therefore, it can be prevented that the vehicle accelerates significantly beyond 100 km / h. <Modifiziertes Beispiel>

[0113] The control device of the exemplary embodiment can be configured to execute the target acceleration setting process when a condition for executing the target acceleration setting process is met. In this case, the control device of the exemplary embodiment can be configured to execute the subsequent acceleration / deceleration process when a condition for executing the subsequent acceleration / deceleration process is met. Hereinafter, the condition for executing the target acceleration setting process is referred to as "the target acceleration setting condition." Additionally, the condition for executing the subsequent acceleration / deceleration process is referred to as the "subsequent acceleration / deceleration condition." Furthermore, the vehicle motion control device thus configured is referred to as "the modified control device."

[0114] In the modified control device, the target acceleration setting condition is met when a request is made to execute the follow-up motion control. Conversely, the target acceleration setting condition is not met when the request to execute the follow-up motion control is canceled.

[0115] The follow-up acceleration / deceleration condition is met if (i) a request is made to execute follow-up motion control, and (ii) the steering avoidance condition is not met. Therefore, the follow-up acceleration / deceleration condition is not met if (i) a request is made to execute follow-up motion control, and (ii) the steering avoidance condition is met. Additionally, the follow-up acceleration / deceleration condition becomes unmet if the steering avoidance condition is met when a request is made to execute follow-up motion control. Furthermore, the follow-up acceleration / deceleration condition becomes unmet if the request to execute follow-up motion control is canceled.

[0116] The modified control device executes the target acceleration adjustment process to set the target acceleration Gtgt to zero or to limit the target acceleration Gtgt to an upper limit acceleration Glimit when (i) the target acceleration adjustment condition is met, and (ii) the subsequent acceleration / deceleration condition is not met. The upper limit acceleration Glimit is set to a value greater than zero.

[0117] For example, the upper acceleration limit Glimit is set to a value where it is expected that the driver of the own vehicle will not experience any discomfort even when (i) the steering evasive control has ended, (ii) the subsequent acceleration / deceleration process is restarted, and (iii) the vehicle acceleration G is set to the upper acceleration limit Glimit.

[0118] This restarts the follow-up acceleration / deceleration process when the steering evasive control ends. Therefore, the driver does not need to operate the driver assistance request lever 77 to restart the follow-up motion control after the steering evasive control has ended. Additionally, the target acceleration Gtgt is not set to an excessively high value when the follow-up acceleration / deceleration process restarts. This prevents the vehicle from accelerating excessively when the follow-up acceleration / deceleration process restarts.

[0119] As described above, according to the control device of the exemplary embodiment and the modified control device, the follow-up motion control is stopped when the steering avoidance condition is met, if the follow-up motion control is executed. Therefore, the target acceleration Gtgt was not set when the steering avoidance control is terminated. Alternatively, according to the control device of the exemplary embodiment and the modified control device, the target acceleration Gtgt is set to zero when the steering avoidance condition is met, if the follow-up motion control is executed. Therefore, the target acceleration Gtgt was set to zero when the steering avoidance control was terminated.Alternatively, according to the control device of the exemplary embodiment and the modified control device, the target acceleration Gtgt is limited to a value less than or equal to the upper limit acceleration Glimit when the steering avoidance condition is met, if the follow-up movement control is executed. Therefore, the target acceleration Gtgt was set to a value less than or equal to the upper limit acceleration Glimit when the steering avoidance control is terminated. Therefore, according to the invention, the target acceleration Gtgt is set to a value less than or equal to the predetermined acceleration Gmax when the steering avoidance control is terminated after the steering avoidance condition is met, if the follow-up movement control is executed. It should be noted that the upper limit acceleration Glimit is set to a value less than or equal to the predetermined acceleration Gmax. <Bestimmte Operationen der Steuerungsvorrichtung des Ausführungsbeispiels>

[0120] Next, certain operations of the control device of the embodiment are described. The CPU of the ECU 90 of the control device of the embodiment is configured or programmed to perform a function in Fig. The routine shown in Figure 7 is executed every time a predetermined time elapses. At a predetermined time, the CPU begins a process from step 700 and proceeds to step 710 to determine if the value of a steering avoidance flag X1 is "1". The value of steering avoidance flag X1 is set to "1" if the steering avoidance condition is met. The value of steering avoidance flag X1 is set to "0" if the steering avoidance condition is not met.

[0121] If the CPU determines "yes" in step 710, it proceeds to step 720 to execute the steering avoidance control. The CPU then proceeds to step 795 to complete this routine once.

[0122] If, on the other hand, the CPU determines "no" in step 710, the CPU continues the process to step 730 to determine if a value of a subsequent move request flag X2 is "1".

[0123] If the CPU determines "yes" in step 730, the CPU proceeds with the process to step 740 to execute a Fig. to execute the routine shown in step 8. If the CPU continues the process to step 740, the CPU starts a process from step 800 of the one shown in Fig. The routine shown in Figure 8 proceeds to step 810 to determine if the value of a forward-moving vehicle flag X3 is "1". The value of the forward-moving vehicle flag X3 is set to "1" if the forward-moving vehicle 101 is present. The value of the forward-moving vehicle flag X3 is set to "0" if the forward-moving vehicle 101 is not present.

[0124] If the CPU determines "yes" in step 810, the CPU proceeds with the process to step 820 to execute a Fig. The routine shown in step 9 is executed. If the CPU continues with the process to step 820, the CPU starts a process from step 900, which in Fig. The routine shown in step 9 continues, and the process proceeds to step 910 to determine whether the intermediate vehicle distance D is greater than the target intermediate vehicle distance Dtgt. If the CPU determines "yes" in step 910, the process proceeds to step 920 to determine whether the movement speed SPD is less than the target movement speed SPDtgt.

[0125] If the CPU determines "yes" in step 920, the CPU proceeds to step 930 to obtain the requested acceleration Gac1 by applying the inter-vehicle distance difference dD to a lookup table MapGac1(dD) and setting the obtained requested acceleration Gac1 as the target acceleration Gtgt. The requested acceleration Gac1 obtained in this process is positive. The CPU then proceeds to step 840 of the process described in Fig. The routine shown in step 8 continues via step 995.

[0126] If, on the other hand, the CPU determines "no" in step 920, the CPU proceeds to step 940 to determine whether the motion velocity SPD is greater than the target motion velocity SPDtgt. If the CPU determines "yes" in step 940, the CPU proceeds to step 950 to obtain the requested acceleration Gde1 by applying the motion velocity difference dSPD to a lookup table MapGde1(dSPD) and setting the obtained requested acceleration Gde1 as the target acceleration Gtgt. The requested acceleration Gde1 obtained in this process is negative. The CPU then proceeds to step 840, which is located in Fig. The routine shown in step 8 continues via step 995.

[0127] If, on the other hand, the CPU determines "no" in step 940, the CPU proceeds with the process to step 960 to set the target acceleration Gtgt to zero. Then the CPU proceeds with the process to step 840 of the process described in Fig. The routine shown in step 8 continues via step 995.

[0128] If the CPU determines "no" in step 910, it proceeds to step 970 to determine whether the intermediate vehicle distance D is shorter than the target intermediate vehicle distance Dtgt. If the CPU determines "yes" in step 970, it proceeds to step 980 to obtain the requested acceleration Gde2 by applying the intermediate vehicle distance difference dD to a lookup table MapGde2(dD) and setting the obtained requested acceleration Gde2 as the target acceleration Gtgt. The requested acceleration Gde2 obtained in this process is negative. The CPU then proceeds to step 840 of the process described in Fig. The routine shown in step 8 continues via step 995.

[0129] If, on the other hand, the CPU determines "no" in step 970, the CPU proceeds with the process to step 990 to set the target acceleration Gtgt to zero. Then the CPU proceeds with the process to step 840 of the process described in Fig. The routine shown in step 8 continues via step 995.

[0130] If the CPU determines "no" in step 810, the CPU proceeds to step 830 to determine a Fig. The routine shown in Figure 10 is executed. If the CPU proceeds with the process to step 830, the CPU starts a process from step 1000 and proceeds with the process to step 1010 to determine if the movement speed SPD is less than the target movement speed SPDtgt.

[0131] If the CPU determines "yes" in step 1010, the CPU proceeds to step 1020 to obtain the base acceleration Gbase by applying the motion velocity difference dSPD to a lookup table MapGbase (dSPD), and the corrected acceleration Gad by applying the vehicle acceleration G and the time duration TC to a lookup table MapGad (GTC). The CPU then sets the target acceleration Gtgt to a value obtained by adding the corrected acceleration Gad to the base acceleration Gbase. The base acceleration Gbase obtained in this process is positive. The CPU then proceeds to step 840 of the process described in Fig. The routine shown in step 8 continues over step 1095.

[0132] If, on the other hand, the CPU determines "no" in step 1010, it proceeds to step 1030 to determine whether the motion speed SPD is greater than the target motion speed SPDtgt. If the CPU determines "yes" in step 1030, it proceeds to step 1040 to determine the requested acceleration Gde3 by applying the motion speed difference dSPD from a lookup table. The process obtains MapGde3(dSPD) and sets the requested acceleration Gde3 as the target acceleration Gtgt. The requested acceleration Gde3 obtained in this process is negative. The CPU then moves the process to step 840 of the process. Fig. The routine shown in step 8 continues via step 1095.

[0133] If, on the other hand, the CPU determines "no" in step 1010, the CPU proceeds to step 1030 to determine whether the motion velocity SPD is greater than the motion velocity SPDtgt. If the CPU determines "yes" in step 1030, the CPU proceeds to step 1040 to obtain the requested acceleration Gde3 by applying the motion velocity difference dSPD to a lookup table MapGde3(dSPD) and sets the obtained requested acceleration Gde3 as the target acceleration Gtgt. The requested acceleration Gde3 obtained in this process is negative. The CPU then proceeds to step 840 of the process. Fig. The routine shown in step 8 continues via step 1095.

[0134] If, on the other hand, the CPU determines "no" in step 1030, the CPU proceeds with the process to step 1050 to set the target acceleration Gtgt to zero. Then the CPU proceeds with the process to step 840 of the process described in Fig. The routine shown in step 8 continues via step 1095.

[0135] When the CPU is at step 840 of the process, Fig. As the routine shown in section 8 continues, the CPU executes the subsequent acceleration / deceleration process. Next, the CPU proceeds to step 850 to execute the normal steering process. The CPU then proceeds to step 795 of the routine shown in section 850. Fig. The routine shown in step 7 continues via step 895 to complete this routine once.

[0136] If the CPU in step 730 of the in Fig. If the routine shown in step 7 is set to "no", the CPU proceeds to step 750 to execute normal motion control. The CPU then proceeds to step 795 to complete this routine once.

[0137] The specific operations of the control device of the exemplary embodiment were described.

[0138] It should be noted that the present invention is not limited to the foregoing embodiment, and various modifications may be applied within the scope of the present invention.

[0139] For example, the control device of the exemplary embodiment can be configured to request adaptive following motion control from the driver of the own vehicle 100, who operates the driver assistance request lever 77. Adaptive following motion control is one of the controls for causing the own vehicle 100 to move automatically while following the vehicle 101 ahead, based on information regarding the acceleration and steering of the vehicle 101 ahead. In this case, the information regarding the acceleration and steering of the vehicle 101 ahead is transmitted externally by the vehicle 101 ahead, and the ECU 90 receives the information regarding the acceleration and steering of the vehicle 101 ahead via wireless communication with the vehicle 101 ahead.

[0140] Furthermore, the radar sensors 75 can be configured to transmit and receive optical waves, such as lasers or ultrasonic waves, instead of millimeter waves.

[0141] The vehicle motion control device performs a follow-up motion control to execute an inch acceleration setting process and a follow-up acceleration / deceleration process. The vehicle motion control device corrects a setpoint acceleration set by the setpoint acceleration setting process to increase when the follow-up motion control is executed, where the setpoint acceleration is greater than zero and is less than zero, and the acceleration of its own vehicle (100) is less than a predetermined threshold. The vehicle motion control device stops the follow-up acceleration / deceleration process and starts the steering avoidance control when a steering avoidance condition is met during the follow-up motion control execution.The vehicle motion control device limits the target acceleration to a value less than or equal to a predetermined acceleration when the steering evasive control is stopped and the subsequent acceleration / deceleration process is restarted.< / servolenkungsvorrichtung> < / bremsvorrichtung> < / antriebsdrehmomenterzeugungsvorrichtung>

Claims

[1] Vehicle motion control device, comprising: an information reference device that obtains information regarding situations ahead of its own vehicle (100) as advance situation information; and an electronic control unit (90) that controls the acceleration of the vehicle (100), the deceleration of the vehicle (100) and the steering of the vehicle (100), wherein the electronic control unit (90) is configured to: when (i) a request is made to execute a follower motion control, and (ii) the electronic control unit (90) determines that another vehicle (101) is ahead of the own vehicle (100), based on the advance situation information, execute (i) an initial target acceleration setting process of the follower motion control to set an initial target acceleration of the own vehicle (100) required to maintain an intermediate vehicle distance between the own vehicle (100) and the other vehicle (101) at a target distance, and (ii) an initial follower acceleration / deceleration process of the follower motion control to control a drive torque to be applied to the own vehicle (100) to accelerate or decelerate the own vehicle (100) to control an acceleration of the own vehicle (100) to the initial target acceleration; when (i) the following motion control is requested to execute, and (ii) the electronic control unit (90) determines that the other vehicle (101) is not ahead of the own vehicle (100), based on the advance situation information, execute (i) a second target acceleration setting process of the following motion control to set a second target acceleration of the own vehicle (100) based on a movement speed of the own vehicle (100) and a target movement speed, and (ii) a second following acceleration / deceleration process of the following motion control to control the drive torque to accelerate or decelerate the own vehicle (100) to control the acceleration of the own vehicle (100) to the second target acceleration; if (i) the electronic control unit (90) performs the second subsequent acceleration / deceleration process to control the acceleration of the own vehicle (100) to the second target acceleration, which is greater than zero, and (ii) the acceleration of the own vehicle (100) is less than a predetermined threshold, increasing the second target acceleration; and If the electronic control unit (90) determines that a stationary object (50) which is potentially touching the own vehicle (100) is present in front of the own vehicle (100), based on the advance situation information, execute a steering evasive control to steer the own vehicle (100) in order to cause the own vehicle (100) to pass the stationary object (50), thereby avoiding the own vehicle (100) touching the stationary object (50), characterized by , that the electronic control unit (90) is configured to: Stopping the second subsequent acceleration / deceleration process when the electronic control unit (90) initiates an execution of the steering evasive control while the electronic control unit (90) is executing the second subsequent acceleration / deceleration process; and Limiting the second target acceleration so that the second target acceleration is less than or equal to a predetermined acceleration when the electronic control unit (90) completes an execution of the steering avoidance control. [2] Vehicle motion control device according to claim 1, characterized by , that the electronic control unit (90) remains configured to stop an execution of the follow-up motion control when the electronic control unit (90) starts an execution of the steering evasion control. [3] Vehicle motion control device according to claim 2, characterized by, that the electronic control unit (90) remains configured not to execute the follow-up motion control, even when requested to execute the follow-up motion control, when the electronic control unit (90) executes the steering evasive control. [4] Vehicle motion control device according to claim 1, characterized by , that the electronic control unit (90) remains configured to stop an execution of the second target acceleration setting process and to set the second target acceleration to zero when the electronic control unit (90) starts an execution of the steering avoidance control. [5] Vehicle motion control device according to claim 4, characterized by, that the electronic control unit (90) remains configured to restart an execution of the second follow-up acceleration / deceleration process and the second target acceleration setting process when the electronic control unit (90) terminates an execution of the steering avoidance control after the electronic control unit (90) stops an execution of the second follow-up acceleration / deceleration process and the second target acceleration setting process in response to a start of the steering avoidance control. [6] Vehicle motion control device according to claim 1, characterized by, that the electronic control unit (90) remains configured to limit the second target acceleration to an upper limit acceleration when the target acceleration set by the second target acceleration setting process is greater than the upper limit acceleration when the electronic control unit (90) executes the steering evasive control after the electronic control unit (90) stops an execution of the second subsequent acceleration / deceleration process in response to a start of the steering evasive control execution, where the upper limit acceleration is less than or equal to the predetermined acceleration and greater than zero. [7] Vehicle motion control device according to claim 6, characterized by, that the electronic control unit (90) remains configured to restart an execution of the second subsequent acceleration / deceleration process when the electronic control unit (90) terminates an execution of the steering evasive control after the electronic control unit (90) stops an execution of the second subsequent acceleration / deceleration process in response to a starting of an execution of the steering evasive control. [8] Vehicle motion control device according to any one of claims 1 to 7, characterized by, that the electronic control unit (90) remains configured to gradually increase the second target acceleration when the acceleration of the own vehicle (100) is less than the predetermined threshold, when (i) the electronic control unit performs the second subsequent acceleration / deceleration process to control the acceleration of the own vehicle to the second target acceleration, which is greater than zero, and (ii) the acceleration of the own vehicle is less than the predetermined threshold. [9] Vehicle motion control device according to any one of claims 1 to 8, characterized by , that the electronic control unit (90) remains configured to set the first target acceleration based on a difference between the intermediate vehicle distance and the target distance. [10] Vehicle motion control device according to any one of claims 1 to 9, characterized by, that the electronic control unit (90) is still configured to set the second target acceleration based on a difference between the movement speed of the own vehicle (100) and the target movement speed.

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