VEHICLE CONTROL DEVICE

Abstract

A vehicle control device is provided which can perform a roadside agreement prevention control, while preventing disturbance to the driver himself while driving on a road with a complicated roadside shape.Therefore, a vehicle control device 100 comprises the following: a road edge detection unit 110, which detects a road edge 301 of a road 300 on which a host vehicle 200 is traveling; a vehicle speed detection unit 121, which detects the vehicle speed v of the host vehicle 200; a virtual road edge generation unit 130, which corrects detection positions Pi of the road edge 301 such that the displacement of the detection positions Pi of the road edge 301 with respect to a direction of travel of the host vehicle 200 is smaller the higher the vehicle speed v is, and generates a virtual road edge 302 on the basis of the corrected detection positions P'i of the road edge 301; and a roadside drift prevention control unit 140, which performs steering control of the host vehicle 200 in such a way as to prevent the host vehicle 200 from drifting away from the virtual roadside 302.

Description

Technical field

[0001] The present invention relates to a vehicle control device and in particular a vehicle control device which automatically performs steering so that a vehicle does not leave a road. Technical background

[0002] As proposed in PTL 1, a known vehicle propulsion device performs a road-edge-departure prevention control which generates a yaw torque in a vehicle to prevent the vehicle from leaving a road if it is likely to do so.

[0003] For example, under this control system, a road edge on which a host vehicle is driving is detected by a camera as an external detection sensor, and in a case where the host vehicle could deviate outwards from the road edge according to a yaw angle and a lateral position relative to the road edge, a steering torque is applied to a steering system of the host vehicle to generate a yaw moment in the host vehicle, thereby preventing the deviation.

[0004] Furthermore, PTL 2 discloses a vehicle control device which defines a virtual lane for an obstacle and controls a vehicle using the defined virtual lane in a case where the obstacle is present in the form of another vehicle on a white line of a lane. List of patent literature PTL 1: JP 2018-83578 A PTL 2: JP 2010-018207 A Summary of the invention: Technical problem

[0005] PTL 1 proposes that a deviation from a road edge, resulting in a risk of contact, is prevented by modifying a steering amount. The technique described in PTL 1 determines whether a road edge is a flat or three-dimensional object used as a control target. If the road edge is three-dimensional, a steering amount is set to prevent deviation to the outside of the road edge, thus avoiding contact. If the road edge is flat, a slight deviation from the control target may be permissible, allowing the steering amount to be modified so as not to generate excessive steering torque that would interfere with a driver's operation.

[0006] However, the actual shape of the road edge is often undefined, and if the steering amount is set for a road edge with a discontinuous height or shape, for example, a road edge of a road bordering grass, the steering torque control amount is frequently switched, which can cause the driver to feel annoyed.

[0007] As described above, the curb-departure prevention control system has the problem that a curb cannot be correctly identified due to an undefined curb shape, leading to driver distraction. The curb-departure prevention control technology currently available on the market is only implemented in cases where the curb shape is linear. However, leaving the road can cause contact with a curb or a wheel to fall off. Therefore, it is desirable to implement curb-departure prevention control actively.

[0008] On the other hand, PTL 2 proposes that control according to the driver's intention can be achieved by defining a virtual lane for an obstacle. In the virtual lane definition technique from PTL 2, if an obstacle such as another vehicle is present on a white line of a lane, a virtual lane is defined for the obstacle. This virtual lane is defined by connecting the obstacle to an actual lane boundary with a length determined based on the host vehicle's speed.

[0009] However, since the virtual lane is generated using the roadside near the host vehicle as a starting point, the angle between the virtual lane and the host vehicle will frequently switch while driving on a road with a complicated roadside shape, such as a road bordering grass, which could disrupt a driver's driving operation.

[0010] The present invention was made in view of the aforementioned problems, and one object of the invention is to provide a vehicle control device capable of performing the roadside drift prevention control while suppressing disturbance to the driver himself while driving on a road with a complicated roadside shape. Solution to the problem

[0011] To solve the aforementioned problem, the present invention comprises a roadside detection unit that detects the edge of a road on which a host vehicle is traveling; a vehicle speed detection unit that detects the vehicle speed of the host vehicle; a virtual roadside generation unit that corrects the detection positions of the roadside such that the displacement of the detection positions of the roadside with respect to the direction of travel of the host vehicle is smaller the higher the vehicle speed, and generates a virtual roadside based on the corrected detection positions of the roadside; and a roadside departure prevention control unit that performs steering control of the host vehicle in such a way as to prevent the host vehicle from leaving the virtual roadside. Advantageous effects of the invention

[0012] According to the present invention, the roadside drift prevention control can be carried out while preventing disturbance to the driver himself while driving on a road with a complicated roadside shape. Brief description of the drawings

[0013] They show: Fig. 1 a block diagram showing a configuration of a vehicle control device according to a first embodiment of the present invention, Fig. 2 a top view showing a roadside agreement prevention control system according to the first embodiment of the present invention, Fig. 3 a flowchart showing the roadside agreement prevention control according to the first embodiment of the present invention, Fig. 4 a top view showing an example of a roadside detection system according to the first embodiment of the present invention, Fig. 5 a top view showing a correction example of a roadside detection position according to the first embodiment of the present invention, Fig. 6 a graph showing a relationship between a y-coordinate of the roadside detection position and a y-coordinate of a post-correction roadside detection position according to the first embodiment of the present invention, Fig. 7 a top view showing an example of a virtual roadside according to the first embodiment of the present invention, Fig. 8 a diagram showing an effect according to the first embodiment of the present invention, Fig. 9 a top view showing an example of a virtual roadside according to a second embodiment of the present invention, Fig. 10 a diagram showing an effect according to the second embodiment of the present invention, and Fig. 11 a diagram showing an effect according to a third embodiment of the present invention. Description of embodiments

[0014] Embodiments of the present invention are described below with reference to the drawings. In the drawings, identical elements are designated by the same reference numerals, and redundant descriptions are omitted. [First embodiment]

[0015] Fig. Figure 1 is a block diagram showing a configuration of a vehicle control device according to a first embodiment of the present invention. A vehicle control device 100 comprises a roadside detection unit 110, a host vehicle information acquisition unit 120, a control device 130, and a vehicle control unit 140.

[0016] The roadside detection unit 110 has a stereo camera or the like, detects a roadside in front of a host vehicle and transmits the detection result to the control unit 130.

[0017] The host vehicle information acquisition unit 120 comprises a speed sensor 121, a steering angle sensor 122, a yaw rate sensor 123, and an acceleration sensor 124 and acquires information relating to the host vehicle (hereinafter referred to as host vehicle information). The speed sensor 121 detects the vehicle speed of the host vehicle and transmits the acquisition result to the control unit 130. The speed sensor 121 forms a vehicle speed acquisition unit of the vehicle control device 100. The steering angle sensor 122 detects the angle of the steering wheel of the host vehicle, i.e., a steering angle, and transmits the acquisition result to the control unit 130. The yaw rate sensor 123 detects a yaw rate of the host vehicle and transmits the acquisition result to the control unit 130.The acceleration sensor 124 detects the acceleration of the host vehicle and transmits the detection result to the control unit 130. The acceleration sensor 124 forms an acceleration detection unit of the vehicle control device 100.

[0018] The control unit 130 generates a virtual road edge based on the road edge detection result from the road edge detection unit 110 and the host vehicle information acquired by the host vehicle information acquisition unit 120. It issues a human-machine interface (HMI) command to notify a driver in a case where a run-off prevention measure is required for the virtual road edge and issues a steering command to execute a run-off prevention measure for the virtual road edge. The control unit 130 forms a virtual road edge generation unit for the vehicle control device 100.

[0019] The vehicle control unit 140 includes a human-machine interface (HMI) unit 141 and a steering system 142. The HMI unit 141 controls or displays an alarm and performs a driver notification in the form of a steering vibration based on the HMI command calculated by the control unit 130. The steering system 142 performs steering control based on the steering command calculated by the control unit 130. The vehicle control unit 140 includes a roadside drift prevention (RDP) function and forms a roadside drift prevention control unit of the vehicle control device 100. The roadside drift prevention function is a function for issuing a warning to the driver or for automatically performing steering so that the host vehicle does not leave the road.On the other hand, a Lane Departure Prevention (LDP) function is a function to issue a warning to the driver or to automatically perform steering so that the host vehicle does not leave its lane.

[0020] The control unit 130 functions as a roadside drift prevention control device. Based on information from the speed sensor 121, the steering angle sensor 122, the yaw rate sensor 123, and the roadside detection unit 110, it detects the edge of the road on which the host vehicle is traveling and calculates a steering torque to be applied to the steering of the host vehicle. This torque generates a yaw moment in the host vehicle to prevent drifting out of the road. The control unit also calculates a time for a warning notification to the driver if the host vehicle is likely to drift out of the roadside based on a certain yaw angle or lateral position relative to the roadside. In the present embodiment, while the steering torque is calculated, a target steering angle can be calculated instead to generate the yaw moment in the host vehicle, thus preventing drifting out of the roadside.

[0021] Fig. Figure 2 is a top view showing the roadside agreement prevention control of the vehicle control device 100.

[0022] The control unit 130 calculates a steering torque Trdp based on expression (1). [Expression 1] Trdp=Kstr(γrdp−γ),γrdp=Kd⋅γd+Kθ⋅θr

[0023] Here, γrdp specifies a target yaw rate, and Kstr, Kd, ​​and Kθ specify control gains. The target yaw rate γrdp is calculated from a lateral position deviation yd between the host vehicle 200 and the road edge, which is detected by the road edge detection unit 110, and a yaw angle θr of the host vehicle 200 with respect to the road edge 301, where the angle is detected by the road edge detection unit 110.

[0024] The steering torque Trdp is calculated from the target yaw rate γrdp and a yaw rate γ of the host vehicle 200, where the yaw rate γ is detected by the yaw rate sensor 123. Specifically, the steering torque Trdp is calculated by multiplying the difference obtained by subtracting the yaw rate γ from the target yaw rate γrdp by a parameter Kstr according to a steering characteristic of the host vehicle 200.

[0025] The HMI unit 141 is a function for notifying the driver using a screen display, a buzzer, a steering wheel vibration and the like, and serves to notify the driver by an output from the control unit 130 in a case where the host vehicle 200 is likely to leave the roadside 301.

[0026] In particular, the steering system 142 is a steering system of the type of electric power steering (EPS) and generates a steering torque to generate a yaw moment in the host vehicle 200 and to guide the host vehicle 200 back into the road 300 by output from the control unit 130 in a case in which the host vehicle 200 is likely to veer outwards from the road edge 301.

[0027] Fig. Figure 3 is a flowchart showing the roadside agreement prevention control carried out by the vehicle control device 100.

[0028] First, the control unit 130 instructs the host vehicle information acquisition unit 120 to acquire the vehicle speed v and similar information of the host vehicle 200 (step S101).

[0029] Following step S101, the roadside detection unit 110 detects a roadside detection position in front of the host vehicle (step S102).

[0030] Following step S102, the roadside detection position is corrected according to the vehicle speed v of the host vehicle 200 (step S103).

[0031] Following step S103, a post-correction road edge detection position to be used to generate a virtual road edge is selected from the corrected road edge detection positions (hereinafter referred to as post-correction road edge detection positions) and a virtual road edge 302 is generated based on the selected post-correction road edge detection position (step S104).

[0032] Following step S104, the roadside agreement prevention control is performed based on the generated virtual roadside 302 (S106), and the process ends.

[0033] In step S102, it is assumed that a roadside detection result in front of the host vehicle, which is detected by the roadside detection unit 110, is obtained as a set of roadside detection positions Pi = (xi, yi).

[0034] Fig. Figure 4 shows an example of roadside detection by the stereo camera. Assuming that a distance Li to the roadside 301 can be detected in increments of 1.5 degrees at an angle θi within the field of view of the stereo camera, the roadside detection position on a two-dimensional xy-plane, where a host vehicle forward direction is the x-coordinate and a host vehicle lateral direction is the y-coordinate, is defined by expression (2). [Expression 2] xi=Licos(θi)[m],yi=−Lisin(θi)[m],θi=1.5×i[deg]

[0035] In step S103, the roadside detection positions Pi = (xi, yi) are corrected to generate post-correction roadside detection positions P'i = (xi, y'i). Fig. Figure 5 shows a correction example for the roadside detection position.

[0036] The y-coordinates y'i of the post-correction roadside detection positions P'i are defined by a function f of the y-coordinates yi of the roadside detection positions Pi detected by the roadside detection unit 110 and the vehicle speed v detected by the speed sensor 21, as specified in expression (3). [Expression 3] y'i=f(yi,v)

[0037] An example of the function f in expression (3) is given in expression (4). [Expression 4] f(yi,v)=(yi−W)e−vK+W(K:gain,W=Vw / 2+Woffset

[0038] Fig. Figure 6 is a graph showing the relationship between the y-coordinates yi of the roadside detection positions Pi and the y-coordinates y'i of the post-correction roadside detection positions P'i. In an example of expression (4), a host vehicle width VW is 1.8 m and a permissible offset W Offset to the virtual lane boundary 1.1 m.

[0039] According to expression (4), it is possible to generate the virtual road edge 302 in which the offset W along the direction of travel of the host vehicle 200 from the road edge 301 is ensured. Therefore, at higher vehicle speeds v, the offset W can be ensured and the straight virtual road edge 302 can be generated along the direction of travel of the host vehicle 200.

[0040] According to the present embodiment, the position correction is performed using expressions of the type of expressions (3) and (4), but instead a map of the y-coordinates yi of the roadside detection positions Pi and the vehicle speed v can be generated and the position correction can be performed using the map.

[0041] Returning to Fig. 3 In step S104 according to the present embodiment, a B-spline curve S(x) is generated with the post-correction road edge detection positions P'i = (xi, y'i) as control points and the post-correction road edge detection positions P'i, which are discrete points, are interpolated to generate a virtual road edge. Fig. Figure 7 shows an example of the virtual roadside created in step S104.

[0042] Expression (5) is a basic expression of the B-spline curve S(x). [Expression 5] y=S(x),S(x)=∑i=1nPi'Ni,p(x)

[0043] Here, Ni, p specifies a basic function of the B-spline, n specifies the number of control points, and p specifies the order of the basic function.

[0044] It should be noted that the virtual road edge 302 can be defined as a different curve than the B-spline curve described above, and, for example, the virtual road edge 302 can be generated by fitting an nth function to the post-correction road edge detection positions P'i = (xi, y'i).

[0045] In step S105, the control unit 130 determines, based on the vehicle speed v detected by the speed sensor 121, the steering angle detected by the steering angle sensor 122, the yaw rate γ of the host vehicle 200 detected by the yaw rate sensor 123, and the virtual road edge 302, whether the host vehicle 200 is likely to deviate outwards from the virtual road edge 302. If the host vehicle 200 is likely to deviate outwards from the virtual road edge 302, the control unit 130 calculates a control input to generate a yaw moment in the host vehicle 200 and return the host vehicle 200 to a position near the center of the road, and calculates an HMI notification.

[0046] Fig. Figure 8 is a diagram showing an effect according to the first embodiment of the present invention.

[0047] The upper diagram of Fig. Figure 8 shows an example of the virtual road edge 302, which is generated during a low-speed journey. In a case where the vehicle speed v is low, the degree of position correction in step S103 is small, so that the virtual road edge 302 is generated along the actual road edge 301.

[0048] The lower diagram of Fig. Figure 8 shows an example of the virtual road edge 302, which is generated during a high-speed journey. In a case where the vehicle speed v is high, the degree of position correction in step S103 becomes large, so that the road edge detection positions Pi, which are laterally far from the host vehicle 200, are strongly corrected towards the host vehicle to generate the virtual road edge 302. (Summary)

[0049] The vehicle control device 100 according to the first embodiment comprises the roadside detection unit 110, which detects the roadside 301 of the road 300 on which the host vehicle 200 is traveling; the vehicle speed detection unit 121, which detects the vehicle speed v of the host vehicle 200; the virtual roadside generation unit 130, which corrects the detection positions Pi of the roadside 301 such that the displacement of the detection positions Pi of the roadside 301 with respect to the direction of travel of the host vehicle 200 is smaller the higher the vehicle speed v is; and generates the virtual roadside 302 on the basis of the corrected detection positions P'i of the roadside 301; and the roadside agreement prevention control unit 140, which performs steering control of the host vehicle 200.that an agreement between the host vehicle 200 and the outside of the virtual road edge 302 is prevented.

[0050] According to the first embodiment designed as described above, because the roadside drift prevention control for the virtual roadside 302 has a shape along the direction of travel, excessive steering due to the roadside drift prevention control can be prevented during high-speed travel when the vehicle speed v of the host vehicle 200 is higher. On the other hand, the host vehicle 200 can be brought close to the roadside 301 during low-speed travel because the shape of the virtual roadside 302 is close to the shape of the actual roadside 301. This allows the roadside drift prevention control to be carried out while preventing disturbance to the driver even when driving on a road with a complex roadside shape.

[0051] Furthermore, the generating unit 130 for a virtual road edge according to the first embodiment corrects the detection positions Pi of the road edge 301 such that the detection positions Pi of the road edge 301 are closer to the host vehicle 200 the higher the vehicle speed v of the host vehicle 200. Since the virtual road edge 302 is generated closer to the host vehicle the higher the vehicle speed v of the host vehicle 200, this reduces the possibility of the host vehicle 200 veering outwards from the road edge 301. [Second embodiment]

[0052] A second embodiment of the present invention is described, focusing on the differences from the first embodiment. In the first embodiment, the method for generating the virtual road edge 302 according to the vehicle speed v was described, whereas in the present embodiment, a method for generating the virtual road edge 302 is described taking into account the height difference between the surface of the road 300 and the road edge 301.

[0053] Since steps S101, S104 and S105 are similar to those of the first embodiment, their description is omitted.

[0054] If the roadside detection unit 110 can detect the roadside 301 in front of the host vehicle in step S102, positions and an elevation are obtained as the roadside detection position Pi = (xi, yi, hi), where the elevation hi is the difference in elevation between the road surface of road 300 and the roadside 301. The elevation difference h of the roadside 301 is an example of the environmental information about the roadside 301.

[0055] In step S103, the roadside detection positions Pi = (xi, yi, hi) are corrected to generate the post-correction roadside detection positions P'i = (xi, y'i, hi). Here, the y-coordinates y'i of the post-correction roadside detection positions P'i are expressed by a function fh of the y-coordinates yi of the roadside detection positions Pi, the vehicle speed v, and the height difference h of the roadside, as shown in expression (6). [Expression 6] y'i=fh(yi,v,h)

[0056] An example of the function fh is expressed in expression (7). [Expression 7] fh(yi,v,h)=(yi−W)e−vK(h)+W(W=VW / 2+WOffset)

[0057] Here, K(h) indicates a gain corresponding to the height difference h of the roadside and is defined, for example, by expression (8). [Expression 8] K(h)=loga(h+1)

[0058] Here, 'a' represents any positive number.

[0059] By defining the function fh as in expressions (7) and (8), in a case where the vehicle speed v is high or the height difference h of the roadside is large, the roadside detection positions Pi can be shifted towards the host vehicle.

[0060] Furthermore, the function fh can be defined by a cost function of the vehicle speed v and the height difference h of the roadside 301, as shown in expression (9). [Expression 9] fh(yi,v,h)=Cv{(yi−W)e−vKv+W}+Ch{(yi−W)e−hKh+W} (K v , K h : Amplification, C v , C h : Weightings of the cost function, W = V W / 2 + W Offset )

[0061] Here, Cv and Ch specify weights of the cost function and are set such that the sum of the weights is 1.

[0062] It should be noted that according to the present embodiment, the position correction is carried out using an expression of the type of expressions (6) and (7) or (9), but instead a map of the y-coordinates yi of the roadside detection positions Pi and the height difference h of the roadside 301 can be created and the position correction can be carried out.

[0063] Fig. Figure 9 is a top view showing an example of the virtual roadside 302 according to the second embodiment.

[0064] Fig. Figure 10 is a diagram showing an effect according to the second embodiment of the present invention.

[0065] Fig. Figure 10 shows an example where the vehicle speed v is equal to 0, to demonstrate the effect of the height difference h.

[0066] The upper diagram of Fig. Figure 10 shows an example where a parked vehicle 201 is detected. At the position of the parked vehicle 201, the roadside detection positions Pi are shifted towards the host vehicle by the position correction in step S103, and the virtual roadside 302 is created.

[0067] The lower diagram of Fig. Figure 9 shows an example where a curb 303 is detected. At the position of the curb 303, the road edge detection positions Pi are shifted towards the host vehicle by the position correction in step S103, and the virtual road edge 302 is created. (Summary)

[0068] The generating unit 130 for a virtual roadside according to the second embodiment corrects the detection positions Pi of the roadside 301 on the basis of the environmental information about the roadside 301.

[0069] According to the second embodiment designed as described above, an effect similar to the first embodiment can be achieved and the virtual roadside 302 can be generated taking into account the environmental information about the roadside 301.

[0070] Furthermore, according to the second embodiment, the generation unit 130 corrects the detection positions Pi of the road edge 301 for a virtual road edge such that the detection positions Pi of the road edge 301 are closer to the host vehicle 200 the greater the height difference h between the surface of the road 300 and the road edge 301 in the environmental information about the road edge 301. This results in the virtual road edge 302 being generated closer to the host vehicle the greater the height difference h between the surface of the road 300 and the road edge 301, thereby reducing the possibility of contact with the curb 303 or the like and the risk of a wheel falling off. [Third embodiment]

[0071] A third embodiment of the present invention is described, focusing on the differences from the first and second embodiments. The first and second embodiments described the method for generating the virtual road edge 302 according to the vehicle speed v of the host vehicle 200 and the height difference h of the road edge 301. In contrast, the present embodiment describes a method for generating the virtual road edge 302 according to the vehicle speed v and the acceleration a of the host vehicle 200.

[0072] Since steps S101, S102, S104 and S105 in Fig. Since the three embodiments resemble those of the first embodiment, their description is omitted.

[0073] In step S103, the roadside detection positions Pi = (xi, yi) are corrected to generate post-correction roadside detection positions P'i = (xi, y'i). Here, the y-coordinates y'i of the post-correction roadside detection positions P'i are defined by a function fa of the y-coordinates yi of the roadside detection positions Pi, the vehicle speed v, and the acceleration a, as given in expression (10). [Expression 10] y'i=fa(yi,v,a)

[0074] The function fa is expressed by a cost function of the vehicle speed v and the acceleration a, as shown in expression (11). [Expression 11] fa(yi,v,a)=Cv{(yi−W)e−vKv+W}+Ca{(yi−W)e−1Ka+W} (K v , K a : Amplification, C v , C a : Weightings of the cost function, W = V W / 2 + W Offset )

[0075] Here, Cv and Ca represent weights of the cost function and are set such that the sum of the weights Cv and Ca equals 1. According to expression (11), in a case where either the vehicle speed v or the acceleration a is high, the roadside detection positions Pi can be shifted towards the host vehicle.

[0076] Even if the vehicle speed v is the same, in a case where the host vehicle decelerates 200 (the acceleration a becomes negative), the correction using the acceleration a and the correction using the vehicle speed v are balanced. Thus, the post-correction roadside detection positions P'i = (xi, y'i) can be brought close to the actual roadside 301.

[0077] Furthermore, the second and third embodiments can be combined to define a function for performing a position correction as in expression (12). [Expression 12] fa(yi,v,h,a)=Cv{(yi−W)e−vKv+W}+Ch{(yi−W)e−hKh+W}+Ca{(yi−W)e−aKa+W} (K v , K h , K a : Amplification, C v , C h , C a : Weightings of the cost function, W = V W / 2 + W Offset ) (12)

[0078] Here, Cv, Ch and Ca represent weights of the cost function and are set such that the sum of the weights is 1.

[0079] Fig. Figure 11 is a diagram showing an effect according to the third embodiment of the present invention. Fig. Figure 10 shows an example where acceleration or deceleration is carried out while driving at a vehicle speed v of 10 m / s.

[0080] The upper diagram of Fig. Figure 11 shows an example of the virtual road edge 302, which is generated during the deceleration. The virtual road edge 302 is generated by the position correction in step S103 such that it is close to the actual road edge 301.

[0081] The lower diagram of Fig. Figure 11 shows an example of the virtual road edge 302, which is generated during acceleration. The road edge detection positions Pi are shifted towards the host vehicle by the position correction in step S103, and the virtual road edge 302 is generated. (Summary)

[0082] The generating unit 130 for a virtual roadside according to the third embodiment corrects the detection positions Pi of the roadside 301 such that the displacement of the detection positions Pi of the roadside 301 with respect to the direction of travel of the host vehicle 200 is smaller the higher the acceleration a of the host vehicle 200.

[0083] The same effects as in the first embodiment can also be achieved according to the third embodiment designed as described above. In addition, excessive steering during acceleration of the host vehicle 200 is suppressed, and the host vehicle 200 can be brought close to the edge of the road 301 during deceleration, thus making it possible to achieve driving behavior that does not contradict the driver's intentions.

[0084] Furthermore, according to the third embodiment, the generating unit 130 corrects the detection positions Pi of the road edge 301 for a virtual road edge such that the detection positions Pi of the road edge 301 are closer to the host vehicle 200 the higher the acceleration a of the host vehicle 200. Since the virtual road edge 302 is generated closer to the host vehicle the higher the acceleration a of the host vehicle 200, this reduces the possibility of the host vehicle 200 veering towards the outside of the road edge 301.

[0085] It should be noted that the present invention is not limited to the embodiments described above and includes various modifications. For example, the embodiments described above have been provided for ease of understanding of the present invention, and the present invention is not necessarily limited to an invention that incorporates all the described configurations. Part of the configuration in one embodiment can be replaced by the configuration in another embodiment, or the configuration in another embodiment can be added to the configuration in one embodiment. Furthermore, another configuration can be added to, removed from, or replaced by any part of the configuration in any embodiment. Reference symbol list 100 Vehicle control device 110 roadside detection units 120 Host Vehicle Information Acquisition Unit 121 Speed ​​sensor (vehicle speed detection unit) 122 Steering angle sensor 123 Yaw rate sensor 124 Accelerometer (Acceleration Detection Unit) 130 Control unit (generation unit for a virtual roadside) 140 Vehicle control unit (roadside agreement prevention control unit) 141 HMI unit 142 Steering system 200 host vehicles 201 parked vehicles 300 Street 301 Roadside 302 virtual roadside 303 Curbstone QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2018-83578 A

[0004] JP 2010-018207 A

[0004]

Claims

[1] Vehicle control device comprising: a roadside detection unit that detects the edge of a road on which a host vehicle is driving; a vehicle speed detection unit that detects the vehicle speed of the host vehicle; a virtual road edge generation unit that corrects the road edge detection positions in such a way that the displacement of the road edge detection positions relative to a direction of travel of the host vehicle is smaller the higher the vehicle speed, and generates a virtual road edge based on the corrected road edge detection positions; and a roadside drift prevention control unit which performs steering control of the host vehicle in such a way as to prevent the host vehicle from drifting away from the virtual roadside. [2] Vehicle control device according to claim 1, wherein the generating unit for a virtual road edge corrects the detection positions of the road edge such that the detection positions of the road edge are closer to the host vehicle the higher the vehicle speed. [3] Vehicle control device according to claim 1, wherein the generating unit for a virtual road edge corrects the detection positions of the road edge based on environmental information about the road edge. [4] Vehicle control device according to claim 3, wherein the generation unit for a virtual road edge corrects the detection positions of the road edge such that the detection positions of the road edge are closer to the host vehicle the greater the height difference between a surface of the road and the road edge is in the environmental information. [5] Vehicle control device according to claim 1, further comprising: an acceleration detection unit that detects the acceleration of the host vehicle, wherein the generating unit for a virtual road edge corrects the detection positions of the road edge in such a way that the higher the acceleration, the smaller the displacement of the detection positions of the road edge in relation to the direction of travel. [6] Vehicle control device according to claim 1, further comprising: an acceleration detection unit that detects the acceleration of the host vehicle, wherein the generation unit for a virtual roadside corrects the detection positions of the roadside in such a way that the detection positions of the roadside are closer to the host vehicle the higher the acceleration.

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