Vehicle Control Systems

Abstract

To provide a driving support device for enabling a user to acquire a driving technique for traveling through a curve or the like fast.SOLUTION: A driving support control unit 5 includes a position detection unit 31 for detecting the position of a self vehicle on a traveling road, an information acquisition unit 32 for acquiring information about the self vehicle, a vehicle speed control unit 35 for controlling a vehicle speed of the self vehicle, a steering-related control unit 36 for performing control about steering of the self vehicle, a traveling plan setting unit 34 for setting a traveling plan on a curve on the basis of the position of the self vehicle and the information about the self vehicle, and a correction processing unit 37 for correcting a temporary clipping point made to be the innermost point of the curve on a traveling line in the set traveling plan on the basis of the information about the self vehicle.SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to a vehicle control system for a vehicle, and more particularly to a technical field in which driving assistance is performed when traveling around a curve. [Background technology]

[0002] Autonomous driving technology for vehicles is developing. For example, Patent Document 1 listed below discloses a technology that enables an automated driving system to reflect the driver's intentions when attempting to change lanes, and also provides an operating method that allows the driver to intuitively input non-consent when they do not agree to a lane change. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2016-071514 A Summary of the Invention [Problem to be solved by the invention]

[0004] Incidentally, the driving assistance functions provided by such automated driving systems are basically used by general users to provide convenience when driving on public roads. However, general users are not the only ones who need driving assistance functions. For example, users who want to become professional racers need to acquire the skills to drive quickly around curves in order to be successful as racers. In the past, the only way for such users to acquire skills was through steady practice, for example, by actually driving a vehicle and grasping the maximum speed and driving line required to make a turn, as well as the timing of braking, accelerating, and steering. However, this method has the problem that the speed of improvement is slow. Also, during the learning process, there is a risk of entering a curve faster than the limit speed, which may result in damage to the vehicle.

[0005] The present invention has been made in consideration of the above circumstances, and has an object to provide a driving assistance device that enables a driver to acquire driving skills for quickly negotiating curves and the like. [Means for solving the problem]

[0006] The vehicle control system according to the present invention includes a position detection unit that detects a position of a host vehicle on a roadway, and a vehicle control unit that detects a vehicle position on the roadway. Wheel information and external information of the host vehicle. An information acquisition unit that acquires information about a road surface; ,before a vehicle speed control unit that controls a vehicle speed of the vehicle; and a steering-related control unit that controls a steering of the vehicle. Based on the position of the vehicle, the wheel information, and the road surface information, A travel plan setting unit that sets a travel plan including a travel line along which the host vehicle travels in order for the host vehicle to travel a curve; In the set driving plan The running line Above The curve The innermost point is assumed Clipping point Based on the wheel information and the road surface information Correct Complementary a main processing unit; and a mode switching unit that switches between a sports driving mode that emphasizes driving force and other modes as a driving mode in the autonomous driving of the host vehicle; an image processing unit that performs processing to distinguish between a drivable area in which the host vehicle can travel and an improper area in which the host vehicle cannot travel; Equipped with The image processing unit identifies the drivable area of ​​the vehicle on the road based on a dividing line on the road on which the vehicle is traveling, and the information acquisition unit acquires, as information on the road surface, information used to calculate a friction coefficient between the road surface and wheels of the vehicle according to a position of the vehicle, and The travel plan setting unit is configured to set the travel plan based on the information acquired by the information acquisition unit before entering the curve. The wheel information and the position of the vehicle are Using the friction coefficient calculated from road surface information At the same time, the vehicle is positioned at the outermost point of the curve within the drivable area before starting to travel along the curve. The driving plan is set, and when the friction coefficient acquired during driving around the curve in the sports driving mode is different from the friction coefficient at the time of setting the driving plan, the correction processing unit: When the host vehicle is in an understeer state, the correction is performed by setting a corrected clipping point on the traveling direction side of the host vehicle with respect to the provisional clipping point, and when the host vehicle is in an oversteer state, the correction is performed by setting a corrected clipping point on the opposite side of the traveling direction of the host vehicle with respect to the provisional clipping point; The vehicle speed control unit and the steering-related control unit control the host vehicle in accordance with a driving plan that passes through the correction clipping point. In this way, the driving plan set when traveling around a curve is appropriately corrected based on the information of the vehicle itself. Also, in driving modes other than the sports driving mode, the setting of the provisional clipping point and the correction process of the provisional clipping point can be prevented.

[0007] In the above vehicle control system, The vehicle may further include an image processing unit that performs processing to distinguish between a drivable area in which the vehicle can travel and an improper area in which the vehicle cannot travel, and the image processing unit may identify the drivable area based on dividing lines on a road along which the vehicle is traveling. This sets a driving plan for driving within the white lines.

[0008] In the above vehicle control system, The travel plan setting unit may set the travel plan such that the host vehicle is positioned at an outermost point of the curve within the drivable area before starting to travel around the curve. This makes it possible to set up a driving plan that uses the driving area to the fullest extent.

[0009] In the above vehicle control system, The correction processing unit may correct the clipping point to the side of the traveling direction of the vehicle when the vehicle falls into an understeer state, and may correct the clipping point to the side opposite the traveling direction of the vehicle when the vehicle falls into an oversteer state.

[0010] In the above vehicle control system, a vehicle speed sensor for detecting a speed of the host vehicle; a wheel speed sensor that detects a rotation speed of a wheel of the host vehicle; The travel plan setting unit may set the travel plan based on a slip ratio calculated from the vehicle speed sensor and the wheel speed sensor. In the above vehicle control system, the road surface information may be dry / wet information about the road surface. Effect of the Invention

[0011] According to the present invention, a driving assistance device can be provided that allows a driver to acquire driving skills for quickly negotiating curves and the like. [Brief description of the drawings]

[0012] [Figure 1] FIG. 1 is a schematic diagram showing an example of the configuration of a vehicle. [Diagram 2] FIG. 2 is a diagram illustrating a functional configuration of a driving assistance control unit. [Diagram 3] FIG. 2 is a diagram for explaining clipping points and clipping point areas. [Figure 4] 5 is a flowchart showing an example of processing executed by each control unit to execute various processes regarding the travel plan. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] <1. Vehicle control system configuration> DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a configuration of a vehicle control system that assists driving of a vehicle will be described as an embodiment of the present invention with reference to the accompanying drawings. The vehicle control system in the following embodiment has a function of assisting driving of the vehicle when traveling around a curve by allowing the driver to experience the behavior of the vehicle in order to travel around the curve as quickly as possible.

[0014] Fig. 1 is a schematic diagram showing an example of the configuration of a vehicle 100. Fig. 1 mainly shows the configuration of the main parts according to the present invention among the components of the vehicle control system 1. Therefore, the vehicle control system 1 may also include components (such as a navigation system) not shown in Fig. 1.

[0015] The vehicle 100 is equipped with a vehicle control system 1 . The vehicle control system 1 includes an imaging unit 2, an image processing unit 3, a memory 4, a driving assistance control unit 5, a display control unit 6, an engine control unit 7, a transmission control unit 8, a brake control unit 9, a steering control unit 10, a display unit 11, an engine-related actuator 12, a transmission-related actuator 13, a brake-related actuator 14, a steering-related actuator 15, and sensors and operators 16.

[0016] The driving assistance control unit 5, the display control unit 6, the engine control unit 7, the transmission control unit 8, the brake control unit 9, and the steering control unit 10 are connected to each other via a bus 17.

[0017] The image processing unit 3 is composed of a microcomputer equipped with, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), etc., and executes a predetermined image processing related to recognition of the vehicle exterior environment based on the captured image data obtained by capturing images of the traveling direction (forward in this example) and sides of the vehicle by the imaging unit 2. The image processing by the image processing unit 3 is performed using a memory 4 such as a non-volatile memory.

[0018] The imaging unit 2 is provided with, for example, two camera units that capture images in approximately the same direction. Each camera unit is configured with a camera optical system and an imaging element such as a CCD (Charge Coupled Device) or a CMOS (Complementary Metal Oxide Semiconductor), and the camera optical system forms an image of a subject on the imaging surface of the imaging element, and an electrical signal according to the amount of received light is obtained for each pixel.

[0019] Each camera unit is installed so as to enable distance measurement by a so-called stereo imaging method. Electrical signals obtained by each camera unit are subjected to A / D conversion and predetermined correction processing, and are supplied to an image processing unit 3 as digital image signals (captured image data) that represent luminance values ​​at a predetermined gradation on a pixel-by-pixel basis.

[0020] The imaging unit 2 may be configured with one camera unit equipped with an imaging element capable of measuring distances. The imaging unit 2 may be configured with a camera unit that images the front of the vehicle 100, a camera unit that images the rear of the vehicle 100, a camera unit that images the side of the vehicle 100, and the like.

[0021] The image processing unit 3 executes various image processing based on each captured image data obtained by stereo imaging, recognizes forward information such as three-dimensional object data and division line data (center line, lane boundary line, etc.) ahead of the vehicle, and estimates the road and lane on which the vehicle is traveling (the vehicle's travel path) based on the recognized information, etc. Furthermore, the image processing unit 3 detects a preceding vehicle on the vehicle's travel path based on the recognized three-dimensional object data, etc.

[0022] Specifically, the image processing unit 3 performs the following processing, for example, based on each stereoscopic image data. First, for each pair of images as each image data, distance information is generated by the principle of triangulation from the amount of displacement (parallax) between corresponding positions. Then, a well-known grouping process is performed on the distance information, and the grouped distance information is compared with pre-stored three-dimensional road shape data and solid object data to extract white line data, sidewall data such as guardrails and curbs existing along the road, solid object data such as vehicles, stop lines, traffic signals, railroad crossings, pedestrian crossings, lanes, etc. Depending on the viewing angle, arrangement, etc. of the imaging unit 2, the image processing unit 3 may extract a vehicle moving parallel to the host vehicle.

[0023] In this way, the image processing unit 3 can recognize surrounding objects based on the captured image of the imaging unit 2, and can also recognize their behavior. For example, it is possible to recognize the speed, acceleration (positive and negative acceleration due to acceleration or deceleration), changes in the traveling direction, blinking of the turn signal, etc. of a translating vehicle.

[0024] The image processor 3 also performs a process of identifying areas where the vehicle can travel (drivable areas) and areas where the vehicle cannot travel (non-drivable areas). For example, on a general road, the drivable areas and non-drivable areas are identified based on the center line and the outer side line of the roadway that indicates the boundary between the roadway and the shoulder strip. The drivable areas and non-drivable areas may also be identified based on the boundary between the asphalt and the soil, or based on guardrails, etc.

[0025] In addition, in the case of a closed circuit, the drivable and non-drivable areas are identified based on the white lines indicating the road edges and zebra zones (for example, areas with alternating red and white curbs). Note that the zebra zones may be identified as drivable areas or non-drivable areas. In addition, areas without tire debris on the road or without debris from accident vehicles may be identified as drivable areas.

[0026] Furthermore, the image processing unit 3 performs image processing to grasp the road surface condition in order to calculate a friction coefficient for estimating the frictional force acting between the wheel (tire) and the road surface. For example, image processing to determine whether the road surface is wet or not, image processing to determine whether the road surface is in the shade or the sun, image processing to determine whether the road surface is frozen or not, etc. If the road surface is wet, image processing to determine whether it is wet with water or oil may be performed. In addition, the image processing unit 3 performs image processing to detect objects such as fallen leaves and pebbles that may get stuck between the wheels and the road surface.

[0027] In this way, the image processing unit 3 performs various image processing required to estimate the friction coefficient between the wheel and the road surface. In the following description, the friction coefficient between the wheel and the road surface will be simply referred to as the "friction coefficient."

[0028] The image processing unit 3 calculates various pieces of information about the surrounding environment as described above, for example, for each frame of captured image data, and stores (holds) the calculated information in the memory 4 one by one.

[0029] The driving assistance control unit 5 is composed of, for example, a microcomputer equipped with a CPU, ROM, RAM, etc., and executes various control processes for driving assistance (hereinafter referred to as "driving assistance control processes") based on the results of image processing by the image processing unit 3 stored in the memory 4, detection information obtained by the sensors and operators 16, operation input information, etc., and communication information by the communication unit 20.

[0030] The driving assistance control unit 5 is connected to each of the control units, namely a display control unit 6, an engine control unit 7, a transmission control unit 8, a brake control unit 9, and a steering control unit 10, which are also configured with a microcomputer, via a bus 17, and is capable of mutual data communication with each of these control units. The driving assistance control unit 5 issues instructions to the necessary control units among the above control units to execute operations related to driving assistance.

[0031] Examples of driving assistance control that the driving assistance control unit 5 executes include lane keeping control, autonomous emergency braking (AEB), and adaptive cruise control (ACC).

[0032] The driving assistance control unit 5 performs control to switch between a normal driving mode, a sports driving mode, and the like as a driving mode. In addition, the driving assistance control unit 5 of this embodiment performs processing to allow the driver to acquire driving skills as driving assistance control in the sports driving mode. Specifically, the driving assistance control unit 5 performs automatic driving control to allow the driver to experience exemplary vehicle behavior. Note that automatic driving here refers to at least a part of the acceleration / deceleration control and steering control in the vehicle 100 being performed automatically.

[0033] Note that multiple types of assistance control may be possible as the driving assistance control. For example, 100% automatic driving control may be executed to allow the driver to experience the behavior of the exemplary vehicle 100. Alternatively, vehicle control may be basically performed based on the driver's operation to allow the driver to demonstrate the behavior of the exemplary vehicle 100, but only when an incorrect operation is performed, automatic driving control may be executed to correct the behavior of the vehicle 100 or to invalidate the driver's operation (or to make the movement of the vehicle 100 insensitive to the driver's operation).

[0034] Moreover, these various controls may be provided as modes. Specifically, a normal driving mode, a teaching mode (100% autonomous driving control), and a guidance mode (a mode for having the driver demonstrate exemplary vehicle 100 behavior) may be provided. In addition to these modes, a mode for simply displaying an ideal driving line on a display device such as a head-up display may be provided. In this mode, autonomous driving control is not performed, and control of vehicle 100 is based on the driving operation of the driver.

[0035] These various modes may be freely customizable by the driver. For example, the driver may be able to specify the degree of correction control to be performed in the guidance mode. That is, the driver may be able to specify the strength of the correction control.

[0036] The lane keeping control, collision damage mitigation brake control, and distance control cruise control are set to be executed for each mode. For example, in the teaching mode, the lane keeping control and collision damage mitigation brake control can be executed, but the distance control cruise control is not executed. The settings of whether or not to execute these may be changeable by the driver.

[0037] In the following description, as an example of the sports driving mode, an example will be given in which a mode (teaching mode) in which 100% automatic driving control is executed to allow the driver to experience the behavior of an exemplary vehicle 100 is set.

[0038] An example of the process executed by the driving assistance control unit 5 to realize such control of the vehicle 100 will be given below. The driving assistance control unit 5 performs processing to set the driving line, the steering angle from entering the curve to exiting the curve, the braking force and braking timing, the acceleration force and acceleration timing, and further the vehicle speed when traveling around the curve (the vehicle speed at each time point, such as the vehicle speed when entering the curve, the vehicle speed when traveling at a clipping point described later, and the vehicle speed when exiting the curve). When traveling around multiple curves in succession, these settings are made for each curve. In the following description, the driving line, the steering angle, the braking force, the braking timing, the acceleration force, the acceleration timing, the vehicle speed, and the like are collectively referred to as the "driving plan." That is, the driving assistance control unit 5 sets the driving plan. The driving plan is set, for example, based on the shape of the curves (including the shape of undulations), the driving area, the external conditions (presence or absence of obstacles, weather, temperature, humidity, etc.), and information about the vehicle 100 (oil pressure, oil temperature, coolant temperature, vehicle weight, wheel condition, etc.).

[0039] When setting a driving plan, the driving assistance control unit 5 sets a clipping point, which is the innermost point of a curve on the driving line. The clipping point that is set first is set as a provisional clipping point CPt. The provisional clipping point CPt is also an ideal clipping point for driving through the curve at the fastest speed. In addition, the driving assistance control unit 5 performs a correction process of the tentative clipping point CPt based on information newly acquired during the curve driving and before and after the curve driving. In the correction process, the clipping point is newly set. The newly set clipping point is set as a corrected clipping point CPc. Furthermore, the driving assistance control unit 5 sets a clipping point area CPA, which is an area where a clipping point can be set. When the corrected clipping point CPc set by the correction process is outside the clipping point area CPA, the driving assistance control unit 5 stops the automatic driving control for allowing the driver to experience exemplary vehicle behavior.

[0040] In addition, the driving assistance control unit 5 determines a driving line so that the position of the vehicle 100 when entering a curve (for example, when the steering wheel starts to be turned) is located on the outside of the curve, thereby achieving so-called out-in-out line taking.

[0041] Furthermore, the driving assistance control unit 5 corrects the driving plan in accordance with the tentative clipping point CPt and the corrected clipping point CPc.

[0042] Then, in order to drive the vehicle 100 based on the corrected driving plan, the driving assistance control unit 5 calculates the required torque for the engine control unit 7, the brake fluid pressure for the brake control unit 9, the gear ratio for the transmission control unit 8, and the steering angle (steering amount) for the steering control unit 10, and outputs them to each unit. The engine control unit 7, brake control unit 9, transmission control unit 8, and steering control unit 10 operate based on the required torque, brake fluid pressure, gear ratio, steering angle, etc., thereby realizing automatic driving control that allows the driver to experience the exemplary behavior of the vehicle 100 for, for example, running through a curve as quickly as possible.

[0043] When the driving assistance control unit 5 determines that the vehicle 100 cannot operate normally, it stops the automatic driving control and executes deceleration control to safely stop the vehicle 100 or to decelerate the vehicle 100 to an extent that allows the vehicle 100 to be safely operated. In addition, at this time, control may be performed to return the slip angle and yaw angle to within a predetermined angle so that the vehicle 100 can run normally.

[0044] The sensors and operators 16 collectively represent various sensors and operators provided on the vehicle 100 as the host vehicle. The sensors included in the sensors and operators 16 include a vehicle speed sensor 16a for detecting the speed of the host vehicle (host vehicle speed), a wheel speed sensor 16b for detecting the rotation speed of the wheels, an engine speed sensor 16c for detecting the engine speed, an accelerator opening sensor 16d for detecting the accelerator opening from the amount of depression of the accelerator pedal, a steering angle sensor 16e for detecting the steering angle, a yaw rate sensor 16f for detecting the yaw rate, a G sensor 16g for detecting acceleration, a water temperature / oil temperature sensor 16h for measuring the temperature of the cooling water or the temperature of the oil, which are indexes for estimating the engine temperature, a fuel sensor 16i for detecting the remaining amount of fuel by measuring the up and down positions of a float provided in a fuel tank, a brake switch 16j that is turned on / off depending on whether the brake pedal is operated / not operated, a millimeter wave radar 16k that can detect the surrounding conditions, and a position information receiver 16m.

[0045] It is possible to calculate the slip ratio from the information obtained from the vehicle speed sensor 16a and the wheel speed sensor 16b. The driving assistance control unit 5 can set a driving plan for the wheels to exert the maximum grip force based on the calculated slip ratio.

[0046] For example, the driving assistance control unit 5 acquires (calculates) a control amount during driving so that the slip ratio obtained from the vehicle speed sensor 16a and the wheel speed sensor 16b does not exceed a predetermined value (for example, 10 to 20% at which the braking force is maximized). Specifically, while driving, the relationship between the vehicle speed and the braking force at which the slip ratio exceeds the predetermined value, and the relationship between the vehicle speed and the turning radius when the wheels start to skid when the vehicle 100 turns are acquired. Based on this information, the driving assistance control unit 5 estimates the friction coefficient.

[0047] The driving assistance control unit 5 estimates (measures) the friction coefficient every time the vehicle 100 travels a certain distance, and during sporty driving, executes various processes described below using the most recent friction coefficient.

[0048] In addition, if a formula or table showing the relationship between mileage (or years of use) and friction coefficient for each tire model number on the wheel is stored in memory 4, the driving assistance control unit 5 may calculate or obtain the friction coefficient according to the wheel model number and mileage (years of use) of the vehicle 100.

[0049] The information acquired by the water temperature / oil temperature sensor 16h and the fuel sensor 16i is used by the driving assistance control unit 5 when determining whether or not to execute automatic driving control in the sports driving mode.

[0050] The millimeter wave radar 16k can measure the distance, speed, and angle of a distant object, making it possible to detect, for example, the speed, acceleration, and steering conditions (right / left turns) of an oncoming vehicle.

[0051] The position information receiver 16m is, for example, a receiver for a Global Navigation Satellite System (GNSS) or a receiver that receives information from a roadside unit, and acquires current position information. For example, by storing map information including information on the curve shape of the road, lane information, branch information, etc. in the memory 4, the driving assistance control unit 5 can set the above-mentioned driving plan from the map information and current position information.

[0052] Although not shown in the drawings, the sensors and operators 16 may be provided with other sensors, such as a sensor for measuring the weight of the vehicle 100 or a sensor for estimating the vehicle weight. In that case, the driving assistance control unit 5 may execute the various processes described above using the measured vehicle weight or the estimated vehicle weight.

[0053] In addition, the sensors and operators 16 include an intake air volume sensor that detects the amount of intake air to the engine, a throttle opening sensor that is installed in the intake passage and detects the opening of a throttle valve that adjusts the amount of intake air supplied to each cylinder of the engine, an outside air temperature sensor that detects the air temperature outside the vehicle, various temperature sensors that detect the wheel temperature and brake temperature, and a gradient sensor that detects the gradient of the road on which the vehicle is traveling.

[0054] The operators include an ignition switch for instructing starting / stopping of the engine, and, as operations related to the driving assistance control mentioned above, for example, an operator for switching driving modes, a select lever for selecting automatic shift mode / manual shift mode in an automatic transmission and for instructing upshifting / downshifting in the manual shift mode, and a display change switch for switching the displayed information on a later-described MFD (Multi Function Display) provided as the display unit 11.

[0055] The display unit 11 collectively represents various meters such as a speedometer and a tachometer provided in a meter panel installed in front of the driver, the MFD, and other display devices for presenting information to the driver. The MFD can simultaneously or switchably display various information such as the total mileage of the vehicle, outside temperature, instantaneous fuel consumption, etc.

[0056] The display control unit 6 controls the display operation of the display unit 11 based on detection signals from predetermined sensors in the sensors and operators 16, operation input information from the operators, etc. For example, based on an instruction from the driving assistance control unit 5, it is possible to display a predetermined attention message on the display unit 11 (for example, in a predetermined area of ​​the MFD) as part of driving assistance.

[0057] The engine control unit 7 controls various actuators provided as the engine-related actuators 12 based on detection signals from predetermined sensors in the sensors / operators 16 and operation input information from the operators. The engine-related actuators 12 include various actuators related to engine drive, such as a throttle actuator that drives a throttle valve and an injector that injects fuel.

[0058] For example, the engine control unit 7 controls the start / stop of the engine in response to the operation of the ignition switch described above. The engine control unit 7 also controls the fuel injection timing, the fuel injection pulse width, the throttle opening, etc., based on detection signals from predetermined sensors such as the engine speed sensor 16c and the accelerator opening sensor 16d. In addition, the engine control unit 7 determines a target throttle opening, for example from a map, based on the required torque calculated and output by the driving assistance control unit 5 based on the target acceleration and the gear ratio of the automatic transmission, and controls the throttle actuator (controls the engine output) based on the determined throttle opening.

[0059] The transmission control unit 8 controls various actuators provided as transmission-related actuators 13 based on detection signals from predetermined sensors in the sensors / operators 16 and operation input information from the operators. As the transmission-related actuator 13, for example, an actuator for controlling the shifting of an automatic transmission is provided.

[0060] For example, when the automatic shifting mode is selected by the select lever, the transmission control unit 8 outputs a shift signal to the actuator according to a predetermined shifting pattern to perform shift control. When the manual shifting mode is set, the transmission control unit 8 outputs a shift signal to the actuator according to a shift up / down command by the select lever to perform shift control. When the automatic transmission is a CVT (Continuously Variable Transmission), the gear ratio is continuously changed during the automatic gear shift mode.

[0061] The brake control unit 9 controls various actuators provided as brake-related actuators 14 based on detection signals from predetermined sensors in the sensors / operators 16 and operation input information from the operators. As the brake-related actuator 14, various brake-related actuators are provided, such as a hydraulic pressure control actuator for controlling the output hydraulic pressure from the brake booster to the master cylinder and the hydraulic pressure in the brake fluid piping.

[0062] For example, the brake control unit 9 controls the hydraulic pressure control actuator to brake the vehicle based on hydraulic pressure instruction information output from the driving assistance control unit 5. The brake control unit 9 also calculates the slip ratio of the wheels from detection information of a predetermined sensor (for example, an axle rotation speed sensor or a vehicle speed sensor 16a), and increases or decreases the hydraulic pressure by the hydraulic pressure control actuator according to the slip ratio, thereby achieving so-called ABS (Antilock Brake System) control.

[0063] The steering control unit 10 obtains the necessary steering torque according to the target steering angle provided by, for example, the driving assistance control unit 5, and controls the steering-related actuator 15 to realize the necessary automatic steering.

[0064] The communication unit 20 is a communication unit that performs so-called V2V communication (vehicle-to-vehicle communication) and network communication. The driving assistance control unit 5 can acquire information on other vehicles received by the communication unit 20. The communication unit 20 can also acquire various information, such as surrounding environment information of the current location and road information, through network communication such as the Internet. In addition, the communication unit 20 may be capable of executing a process of acquiring a driving plan for the vehicle itself or another vehicle stored in a server device. That is, the driving assistance control unit 5 may be capable of executing a driving assistance control process based on a downloaded driving plan.

[0065] 2 shows a functional configuration provided by software for the driving assistance control unit 5 to perform each process of this embodiment. Note that a part or all of each function may be realized by hardware.

[0066] The driving assistance control unit 5 has a position detection unit 31, a vehicle information acquisition unit 32, an outside vehicle information acquisition unit 33, a driving plan setting unit 34, a vehicle speed control unit 35, a steering-related control unit 36, a correction processing unit 37, a cancellation determination unit 38, and a mode switching unit 39.

[0067] The position detection unit 31 detects position information of the vehicle 100 as the host vehicle. The position information is detected based on information output from the position information receiver 16m. The position detection unit 31 may also specify the position of the host vehicle 100 in the width direction on the host vehicle driving path by using image analysis information from the imaging unit 2 and the image processing unit 3.

[0068] The vehicle information acquisition unit 32 performs a process of acquiring various information about the vehicle 100. The various information about the vehicle 100 is information used to set a driving plan for the vehicle 100. For example, the vehicle information acquisition unit 32 acquires information for identifying the set driving mode (normal driving mode, sports driving mode).

[0069] The vehicle information acquisition unit 32 acquires information on the engine oil temperature, the coolant temperature, and the remaining amount of fuel (gasoline and stored electricity). This information is used to determine whether or not a travel plan, which will be described later, can be set. In addition, the vehicle information acquisition unit 32 may acquire information on whether the imaging unit 2 is operating normally in order to determine whether a driving plan may be set. For example, if the imaging unit 2 is not operating normally, it is determined that the implementation of automatic driving using the driving plan is inappropriate, and the driving plan is not set.

[0070] In addition, the vehicle information acquisition unit 32 acquires information indicating whether the vehicle 100 has traveled on the host vehicle road in order to determine whether a travel plan can be set. As a result, if the vehicle 100 has already traveled on the host vehicle road and the information required for setting the travel plan has been acquired or estimated, the travel plan can be set. On the other hand, if the vehicle 100 has not traveled on the road and it is the first time the vehicle 100 has traveled on the road, the travel plan is not set. Even if the vehicle has driving experience, if the information necessary to set a driving plan has not been acquired or estimated, or if the current environmental information or vehicle status is significantly different from the environmental information or vehicle status during previous driving, the vehicle may be deemed to have no driving experience and a driving plan may not be set.

[0071] The vehicle information acquisition unit 32 acquires the friction coefficient between the wheels of the vehicle 100 and the road surface. The vehicle information acquisition unit 32 may acquire information for calculating (estimating) the friction coefficient and calculate the friction coefficient. Specifically, the vehicle information acquisition unit 32 acquires information such as the vehicle weight and the number of years of use, mileage, and wheel temperature of the wheels, and calculates the friction coefficient by taking into account the information on the road surface conditions acquired by the image processing unit 3.

[0072] The vehicle information acquisition unit 32 acquires various information for setting a travel plan. Specifically, the vehicle information acquisition unit 32 acquires information for appropriately performing control related to braking and acceleration of the vehicle 100, that is, information for appropriately setting the braking force (braking force), braking timing (braking timing), acceleration force, acceleration timing, and vehicle speed, such as information such as brake temperature and vehicle weight.

[0073] Furthermore, the vehicle information acquisition unit 32 acquires (calculates) information such as a slip ratio, a slip angle, and a yaw angle as information on whether the vehicle 100 is running stably.

[0074] The outside-vehicle information acquisition unit 33 acquires various types of information about the outside of the vehicle 100. The outside information is, for example, meteorological information such as the weather, temperature, and humidity, information about surrounding vehicles traveling around the vehicle 100, information about people (pedestrians, etc.) around the vehicle 100, information about obstacles, road surface conditions, and information about a drivable area.

[0075] These pieces of information are used to set a driving plan. For example, information on meteorological conditions, road surface conditions, and drivable areas are used to appropriately set braking force, braking timing, acceleration force, acceleration timing, vehicle speed, and driving line. Information on vehicles and pedestrians around the vehicle 100 and information on obstacles are used to determine whether or not to set a driving plan, and to determine whether or not to stop automatic driving of the vehicle based on the driving plan. For example, when a surrounding vehicle moves in front of the vehicle, automatic driving of the vehicle based on the driving plan may be stopped. In addition, automatic driving of the vehicle based on the driving plan may be stopped when an unexpected obstacle is detected.

[0076] Each of these pieces of information is acquired by the imaging unit 2, the image processing unit 3, the sensors and operators 16, and the like that are provided in the vehicle 100.

[0077] The driving plan setting unit 34 performs a process of determining whether or not it is acceptable to set a driving plan. The process of determining whether or not it is acceptable to set a travel plan is determined based on, for example, whether or not information about the travel route along which the vehicle 100 is about to travel has already been acquired.

[0078] If the vehicle 100 has already traveled the road to be traveled, information on the curvature, inclination, and obstacles of the curves on the road has been acquired, and the identification results of the drivable area and the non-drivable area have been acquired, it is determined that the travel plan can be set. If it is a circuit, it may be determined that the travel plan can be set for the second lap, etc. If the acquired information is older than a certain period of time (for example, one week, one month, or one year), it may be determined that the reliability of the acquired information is low and that a driving plan cannot be set until new information is acquired.

[0079] Furthermore, the determination as to whether or not a travel plan can be set may be further based on information about the vehicle 100. For example, if the engine oil temperature, the coolant temperature, or the remaining amount of fuel in the vehicle 100 do not satisfy a predetermined condition, it may be determined that the travel plan cannot be set. Also, if the imaging unit 2 and various sensors are not operating normally, it may be determined that the travel plan cannot be set because there is a risk that the correction process described below will not be executed appropriately. Instead of determining that it is not possible to set a driving plan, it may be possible to set a driving plan but not to implement automatic driving control based on the driving plan.

[0080] The travel plan setting unit 34 performs a process of setting a travel plan. In the process of setting a travel plan, first, information on a drivable area and one or more curves in the traveling direction of the vehicle 100 is acquired.

[0081] Then, the driving plan setting unit 34 sets the ideal clipping point for each curve as a provisional clipping point CPt. Also, the driving plan setting unit 34 sets a clipping point area CPA in which a clipping point CP (provisional clipping point CPt or corrected clipping point CPc) can be set for each curve (see FIG. 3). The clipping point CP is a point on the driving line that is located on the innermost side of the curve. That is, the driving plan setting unit 34 sets the driving line so that it passes through the tentative clipping point CPt.

[0082] The travel plan setting unit 34 sets the curve entry manner (i.e., entry position, vehicle speed, braking timing, and braking force) so that the vehicle 100 travels on the set travel line. The travel plan setting unit 34 then sets the exit manner (i.e., the position of the host vehicle at the curve exit, acceleration timing, acceleration force, and vehicle speed) for performing appropriate vehicle control toward the entry point of the next curve.

[0083] In this manner, the driving plan setting unit 34 sets a driving plan for quickly negotiating one or more curves.

[0084] The travel plan setting unit 34 may generate multiple travel plans according to the speed when entering the curve and other information (e.g., the rate of change of the friction coefficient, etc.), and select one of the travel plans according to the actual speed of the vehicle 100 when entering the curve. In this case, the clipping point area CPA is set so that it includes all of the tentative clipping points CPt in the multiple generated travel plans.

[0085] The vehicle speed control unit 35 performs acceleration control and deceleration control according to the driving plan set by the driving plan setting unit 34. The vehicle speed control unit 35 realizes vehicle speed control according to the driving plan by cooperating with the engine control unit 7, the transmission control unit 8, the brake control unit 9, etc.

[0086] The steering-related control unit 36 ​​performs control related to steering according to the driving plan set by the driving plan setting unit 34. For example, the steering-related control unit 36 ​​cooperates with the steering control unit 10 to realize steering control according to the driving plan. In the steering control, the steering angle may be controlled to achieve a target steering angle, or the steering torque may be controlled to achieve a target steering torque.

[0087] The correction processor 37 corrects the tentative clipping point CPt before entering a curve or while traveling around a curve, and resets the clipping point CP. The reset clipping point is referred to as a corrected clipping point CPc. The clipping point CP is corrected, for example, when various pieces of expected information differ from the information acquired while driving around a curve.

[0088] Specifically, it is assumed that information on the coefficient of friction for a dry road surface estimated based on weather information has been acquired before entering the curve. However, if it is found that the road surface is wet from an image captured by the imaging unit 2 while traveling around the curve, and information on the coefficient of friction for a wet road surface is acquired from the image, it is possible to determine that the set driving plan is not appropriate. In that case, the correction processing unit 37 executes a correction process to set a correction clipping point CPc, and to reset the driving line, steering angle, braking timing, braking force, acceleration timing, acceleration force, vehicle speed for each position of the vehicle 100, and the like.

[0089] In addition, if the driving plan setting unit 34 has previously generated multiple driving plans according to the speed of the vehicle 100 when entering the curve, the correction processing unit 37 may, as a correction process, reselect an appropriate driving plan from among the multiple driving plans according to the situation of the vehicle 100 when traveling around the curve.

[0090] The stop determination unit 38 determines whether to stop the execution of the automatic driving control based on the driving plan. For example, when an obstacle or the like is newly detected and it is determined that it is not appropriate to continue the execution of the automatic driving control based on the driving plan, the use of the driving plan is stopped. Instead, the vehicle control may be performed so that the vehicle 100 can stop safely or so that the vehicle 100 can travel around a curve normally.

[0091] The cancellation determination unit 38 may determine to cancel the execution of automatic driving control based on the driving plan if the imaging unit 2 fails to acquire an image or if the sensors and operators 16 fail to acquire information.

[0092] In addition, when the corrected clipping point CPc is set outside the clipping point area CPA, the cancellation determination unit 38 determines to cancel the execution of the automatic driving control based on the driving plan.

[0093] The correction processing by the correction processing unit 37 may determine whether or not to perform correction processing for the next curve depending on whether or not the body of the vehicle 100 can be returned to an appropriate driving position before entering the next curve.

[0094] For example, there is an example in which there are three curves ahead of the vehicle, and the order of passing through them is the first curve, the second curve, and the third curve. If it is determined that the body of the vehicle 100 can be returned to an appropriate driving position by the time the vehicle enters the second curve even if the driving plan for the first curve is corrected, the correction process of the driving plan for the first curve is performed. On the other hand, if it is determined that if the driving plan for the first curve is corrected, the body of the vehicle 100 cannot be returned to an appropriate driving position by the time the vehicle enters the second curve, the correction processing unit 37 may not perform correction for the first curve, and the cancellation judgment unit 38 may cancel the automatic driving control based on the driving plan while traveling around the first curve. In this case, the stop determination unit 38 may stop only the automatic driving control based on the driving plan for the first curve, and the correction processing unit 37 may correct the driving plan for the second curve. The stop determination unit 38 may also stop the automatic driving control based on the driving plan for the second curve and the third curve (i.e., all curves to be passed thereafter).

[0095] The mode switching unit 39 switches the driving mode (normal driving mode, sports driving mode, etc.) based on a user's operation. The above-described automatic driving control for quickly negotiating curves is executed, for example, when a sports driving mode is selected.

[0096] <2. Clipping point correction> When the acquired various conditions are different from those expected, the correction processing unit 37 sets a corrected clipping point CPc by correcting the tentative clipping point CPt. The corrected clipping point CPc is set by shifting the tentative clipping point CPt in the vehicle travel direction or in the opposite direction to the vehicle travel direction.

[0097] Here, an example will be described as to in what direction the shift is made in what specific case.

[0098] If the vehicle 100 falls into an understeer state while being controlled, the corrected clipping point CPc is reset to the far side of the curve, that is, to the traveling direction of the vehicle 100, with respect to the tentative clipping point CPt. This situation may occur, for example, when the road surface condition is estimated to be dry but the actual road surface condition is wet, or when the deterioration of the wheels is more advanced than estimated.

[0099] On the other hand, when the vehicle 100 falls into an oversteer state, the corrected clipping point CPc is reset to the near side of the tentative clipping point CPt, that is, to the opposite side to the traveling direction of the vehicle 100. This situation may occur, for example, when the road surface condition is estimated to be dry but the actual road surface condition is wet, or when the deterioration of the wheels is less than estimated.

[0100] In addition, when the vehicle 100 falls into an oversteer state, it may be determined whether or not to set the correction clipping point CPc to the near side depending on whether or not the body of the vehicle 100 can be returned to an appropriate driving position at the time of entering the next curve. For example, even if the corrected clipping point CPc is set before the provisional clipping point CPt, if it is determined that the body of the vehicle 100 can be returned to an appropriate driving position at the time of entering the next curve, the corrected clipping point CPc is set. On the other hand, if the corrected clipping point CPc is set before the tentative clipping point CPt, and it is determined that the body of the vehicle 100 cannot be returned to an appropriate running position at the time of entering the next curve, the corrected clipping point CPc is not set. In this case, steering control and vehicle speed control are performed so that the vehicle 100 runs along the initially set tentative clipping point CPt.

[0101] <3. Processing example> An example of the automatic driving control executed by the vehicle control system 1 of the vehicle 100 to allow the driver to experience exemplary behavior of the vehicle 100 for traversing a curve at the fastest speed will be described with reference to FIG.

[0102] 4 is executed by various control units such as the driving assistance control unit 5 included in the vehicle control system 1. Here, the various control units such as the driving assistance control unit 5 are simply referred to as "control units."

[0103] The control unit determines whether or not the sports driving mode is set in step S101. If the sports driving mode is not set, the processes in and after step S102 are not executed.

[0104] When it is determined that the sports driving mode is set, the control unit determines in step S102 whether or not preparation is complete. The determination of whether or not preparation is complete is performed based on whether or not the information about the vehicle 100 is within a normal range. In addition, the determination process is performed based on whether or not external information about the vehicle 100 has been acquired and based on whether or not each piece of information is normal. Furthermore, the determination process is performed based on whether or not various information about the vehicle's driving path on which the vehicle 100 is traveling has been acquired, that is, whether or not the vehicle has been driven once.

[0105] If it is determined that the preparation is not complete as a result of the determination process, the control unit returns to the processes of steps S101 and S102 again. That is, the processes from step S103 onwards are not executed until various information becomes normal and preparation is complete.

[0106] If it is determined that the preparation is completed as a result of the determination process, the control unit proceeds to step S103 and determines whether the vehicle is traveling on a general road. This determination process is performed, for example, according to the position information detected by the position information detection unit 31.

[0107] If it is determined that the road is a general road, the control unit sets parameters for general roads in step S104. Specifically, for example, the drivable area is set according to white lines such as center lines. At this time, a certain margin may be provided. In addition, a threshold value may be set so that the vehicle speed set in the driving plan is within the legal speed limit.

[0108] On the other hand, if it is determined that the road is not a general road, for example, if the vehicle is traveling on a closed circuit, the control unit sets parameters for the circuit in step S105. Specifically, for example, the drivable area is set to include roadsides and zebra zones. In addition, threshold values ​​may be set so that the vehicle speed and other parameters set in the travel plan are based on the performance limits of the vehicle 100.

[0109] After completing the process of step S104 or step S105, the control unit sets a driving plan in step S106. In setting the driving plan, one driving plan may be generated from various information and set, or one of multiple generated driving plans may be selected. The driving plan is set by determining the braking timing, braking force, acceleration timing, acceleration force, driving line, vehicle speed, steering angle, etc. for each curve based on information about the vehicle's driving route, information about the vehicle 100, and external information about the vehicle 100. In setting the travel plan, as described above, the braking force is set so that the grip force of the wheels in the traveling direction of the vehicle 100 is maximized so as not to exceed a predetermined slip ratio, and the braking timing (braking point) is set so that the vehicle can turn the curve with that braking force. In addition, the acceleration timing and acceleration force are determined so that the vehicle 100 stays within the drivable area when exiting the curve. In addition, a travel line and a tentative clipping point CPt are set so as to satisfy all of these. Furthermore, the steering angle when driving the vehicle 100 along the driving line is set within a range not exceeding a predetermined slip ratio so that the grip force of the wheels in the lateral direction (the axial direction of the wheels) can be sufficiently exerted.

[0110] The control unit starts the automatic driving control in step S107 based on the driving plan set in step S106. After this, the control unit controls the vehicle 100 based on the driving plan until the automatic driving control is ended (step S111).

[0111] In step S108, the control unit determines whether each piece of information is different from the assumption. The each piece of information is information about the vehicle 100 and information about the outside of the vehicle, such as the weather, temperature, humidity, the presence or absence of obstacles, a drivable area, and a friction coefficient between the wheels and the road surface. In addition, in step S108, it may be determined whether the slip ratio of the wheels of the vehicle 100 is within an expected range.

[0112] If it is determined in step S108 that any one of the pieces of information is different from the assumption, the control unit performs a correction process in step S109.

[0113] In the correction process, a process of resetting the corrected clipping point CPc instead of the tentative clipping point CPt and a process of correcting the driving line are performed. In addition, the steering angle, the brake timing, the brake force, the acceleration timing, the acceleration force, the vehicle speed, etc. are corrected accordingly. That is, the driving plan is corrected. Note that, as a result of changing the driving line for a certain curve, if the position of the vehicle 100 when entering the subsequent curve or the vehicle speed scheduled when entering the curve cannot be satisfied, a correction process for the curve is also performed. That is, when the driving plan for one curve is changed, there are cases where only the driving plan for the target curve is corrected, and cases where the driving plans for multiple curves are corrected. The more consecutive curves there are in a section, the easier it is to correct the driving plans for multiple curves.

[0114] If it is determined in step S108 that each piece of information does not differ from the assumption (or the difference from the assumption is within a specified range), or after completing the correction process in step S109, the control unit determines in step S110 whether a condition for canceling automatic driving control based on the driving plan is met.

[0115] Conditions for canceling automatic driving control are met when the re-set corrected clipping point CPc is not within the clipping point area CPA, when the slip ratio exceeds a specified range (becomes large), or when the slip angle or yaw angle exceeds a specified angle. The stop condition is also determined to be satisfied when the imaging unit 2 is not operating normally, or when sensors or devices that acquire various information used for the autonomous driving control are not operating normally, etc. The stop condition is also determined to be satisfied when the presence of other vehicles or pedestrians outside of the plan is recognized around the vehicle 100.

[0116] If it is determined that the cancellation condition is not satisfied, the control unit returns to step S108, and after appropriately performing a correction process in step S109, checks the cancellation condition again in step S110.

[0117] On the other hand, if it is determined in step S110 that the cancellation condition is satisfied, the control unit proceeds to step S111, and cancels the automatic driving control based on the driving plan. After the automatic driving control based on the travel plan is stopped, a process of notifying the user of the fact may be executed. In addition, the control of the vehicle 100 thereafter may be left to the driving of the user, or automatic driving control may be executed to safely operate the vehicle 100. In addition, at that time, VDC (Vehicle Dynamics Control) control may be executed.

[0118] <4. Modifications> In the above example, an example was described in which a driving plan is set and vehicle 100 is controlled in accordance with the driving plan when vehicle 100 is traveling on a road that has already been traveled, i.e., when vehicle 100 is traveling on a road for which various information has been acquired (calculated). However, if the vehicle 100 can obtain information on the travel of other vehicles via communication and can set the positions of obstacles and travelable areas from the information and can estimate the friction coefficient, etc., it may be configured to be able to set a travel plan and control the vehicle 100 according to the travel plan even on a road that the vehicle 100 has never traveled before. In that case, the travel plan for the vehicle 100 may be set with a certain margin in the vehicle control amounts (braking force, braking timing, acceleration force, acceleration timing, steering angle, vehicle speed, etc.).

[0119] <5. Summary> As described above, the vehicle control system 1 includes a position detection unit 31 that detects the position of the host vehicle (vehicle 100) on the driving path (host vehicle driving path), an information acquisition unit (vehicle information acquisition unit 32, outside vehicle information acquisition unit 33) that acquires information about the host vehicle, a vehicle speed control unit 35 that controls the speed of the host vehicle, a steering-related control unit 36 ​​that controls the steering of the host vehicle, a driving plan setting unit 34 that sets a driving plan for a curve based on the position of the host vehicle and information about the host vehicle, and a correction processing unit 37 that corrects the provisional clipping point CPt, which is set as the innermost point of the curve on the driving line in the set driving plan, based on information about the host vehicle. This allows the driving plan set when traveling around a curve to be appropriately corrected based on various information. That is, for example, after a driving plan is set for driving around a curve, a correction process is executed to appropriately adjust the provisional clipping point CPt in the driving plan, etc., based on information about the host vehicle. For example, consider the case where a driving plan for driving through a curve at the fastest speed is set and the driving plan is fine-tuned based on information about the vehicle itself. There is only one clipping point CP that should be set in order to negotiate the curve as quickly as possible, depending on the actual driving environment (road conditions, temperature, humidity, weather, etc.), vehicle condition (vehicle weight, wheel condition, etc.), and curve shape (including the shape of the undulations). However, it is difficult to accurately recognize the actual environment and the state of the vehicle 100 without any deviation. Therefore, in practice, the environment, the state of the vehicle 100, and the curve shape are estimated to set a provisional clipping point CPt that is considered to be optimal, and then the provisional clipping point CPt can be reset to the next best point before or while traveling around a curve by comparing the information actually acquired by the vehicle 100 while traveling around the curve with various pieces of information that were estimated in advance. By performing such control, the user can experience the behavior of the vehicle 100 when driving while correcting the driving line around a curve. Therefore, by experiencing the behavior of the vehicle 100 when driving at the limit of the vehicle 100, the user can safely acquire advanced operation techniques for the vehicle 100 to drive quickly around a curve, while preventing dangerous driving that would result in loss of control of the vehicle 100, thereby improving safety. The innermost point of a curve on a driving line is basically the innermost point of the driveable area of ​​the curve, but when a driving line is set for driving multiple curves, the innermost point of the curve on the driving line is not necessarily the innermost point of the driveable area of ​​the curve. In other words, in order to drive through multiple curves quickly, there are cases where it is not necessary to drive on the innermost part of the driveable area of ​​a certain curve, and in that case, the tentative clipping point CPt set for that curve is the innermost point on the driving line but not the innermost point of the driveable area.

[0120] In the vehicle control system 1, the information acquisition unit (external vehicle information acquisition unit 33) identifies a drivable area for the host vehicle (vehicle 100) on a road (host vehicle road), and the driving plan setting unit 34 may set a driving plan so that the host vehicle is positioned at the outermost point of the curve within the drivable area before starting to drive around a curve (for example, before starting to turn the steering wheel). This makes it possible to set up a driving plan that uses the driving area to the fullest extent. Therefore, it is possible to set a driving plan that follows a so-called out-in-out driving line to drive through a curve faster, and the driver can experience the behavior of the vehicle 100 close to its limit when driving around a curve. This makes it possible to hasten the improvement of driving skills when driving around a curve.

[0121] In the vehicle control system 1, the information acquisition unit (external vehicle information acquisition unit 33) may identify the drivable area based on a dividing line (such as a center line) on the road (the road on which the host vehicle is traveling). This allows a driving plan to be set for safely driving within the white lines. Therefore, when there is a possibility of an oncoming vehicle, driving skills when driving around a curve can be improved while taking safety into consideration. The drivable area of ​​the vehicle may be information specific to the vehicle based on the vehicle width of the vehicle, etc. In other words, the drivable area may change if the vehicle 100 is different.

[0122] In the vehicle control system 1, the correction by the correction processor may be performed while the vehicle is traveling around a curve. As a result, even if it becomes clear while the vehicle is traveling around a curve that various pieces of predicted information before traveling around the curve differ from the actual information, the provisional clipping point CPt is appropriately corrected. Therefore, the safety of the vehicle 100 can be improved even when the vehicle 100 is traveling according to a travel plan for quickly going around a curve.

[0123] The vehicle 100 may be provided with a mode switching unit 39 that switches between a sports driving mode that prioritizes driving force and another mode as the driving mode, and the correction by the correction processing unit 37 may be performed in the sports driving mode. This makes it possible to avoid setting the provisional clipping point CPt and correcting the provisional clipping point CPt in driving modes other than the sports driving mode. As a result, a driving plan for driving through a curve at the fastest speed is not adopted against the driver's intention. Also, when the sports driving mode is selected by the driver's intention, the vehicle is controlled to drive based on a driving plan for driving through a curve at the fastest speed. That is, the driver can switch between a case where the driver aims to improve his / her driving technique and a case where the driver drives normally. Therefore, the driver can experience vehicle control that serves as a reference for improving his / her driving technique at the timing intended by the driver, thereby improving safety and convenience. [Explanation of symbols]

[0124] 1 Vehicle Control System 31 Position detection unit 32 Vehicle information acquisition unit (information acquisition unit) 33 External information acquisition unit (information acquisition unit) 34 Driving plan setting section 35 Vehicle speed control unit 36 Steering-related control section 37 Correction processing section 39 Mode switching section 100 vehicles CPt Temporary Clipping Point

Claims

1. a position detection unit that detects a position of the host vehicle on a road; an information acquisition unit that acquires wheel information about the host vehicle and road surface information that is external information about the host vehicle; a vehicle speed control unit that controls a vehicle speed of the host vehicle; A steering-related control unit that controls steering of the host vehicle; a travel plan setting unit that sets a travel plan including a travel line along which the host vehicle travels in order for the host vehicle to travel around a curve, based on a position of the host vehicle, information about the wheels, and information about the road surface; a correction processing unit that corrects a tentative clipping point that is set as an innermost point of the curve on the driving line in the set driving plan based on information about the wheels and information about the road surface; a mode switching unit that switches between a sports driving mode that emphasizes driving force and other modes as a driving mode in the autonomous driving of the host vehicle; an image processing unit that performs processing to distinguish a drivable area in which the host vehicle can travel and an improper drivable area in which the host vehicle cannot travel, The image processing unit identifies the drivable area of ​​the vehicle on the road based on a dividing line on the road on which the vehicle is traveling, the information acquisition unit acquires, as the road surface information, information used to calculate a friction coefficient between a road surface corresponding to a position of the host vehicle and wheels of the host vehicle; the travel plan setting unit uses the friction coefficient calculated from the wheel information acquired by the information acquisition unit before entering the curve and road surface information corresponding to the position of the host vehicle, and sets the travel plan so that the host vehicle is located at the outermost point of the curve within the drivable area before starting to travel around the curve; the correction processing unit, in the sports driving mode, when the friction coefficient acquired while traveling around the curve differs from the friction coefficient at the time of setting the driving plan, performs the correction to set a corrected clipping point on the traveling direction side of the host vehicle with respect to the provisional clipping point when the host vehicle is in an understeer state, and performs the correction to set a corrected clipping point on the opposite side of the traveling direction of the host vehicle with respect to the provisional clipping point when the host vehicle is in an oversteer state; The vehicle speed control unit and the steering-related control unit control the host vehicle according to a driving plan that passes through the correction clipping point. Vehicle control system.

2. The friction coefficient is calculated further using a slip ratio calculated from the vehicle speed and the rotational speed of the wheels. The vehicle control system of claim 1 .

3. The road surface information is dry / wet information of the road surface.

3. A vehicle control system according to claim 1.

Images