Speed ​​Limit Control Device

Abstract

To provide a speed limit control apparatus capable of shortening moving time to a target space while reducing the possibility of the vehicle contacting with a moving article.SOLUTION: A speed limit control apparatus includes: a sensor for detecting an article existing in a given zone that includes a zone in a vehicle proceeding direction; and a control unit for executing speed limit control to limit a vehicle speed at or under an upper limit until the vehicle reaches a predetermined target space. The control unit performs: dividing, on the basis of whether a target route, on which the vehicle reaches the target space, is surrounded by an enter-obstructing article that obstructs the moving article from entering the target route, the target route into a high probability zone where the moving article highly possibly enters and a low probability zone where the possibility is low; and setting, in a case where the vehicle is traveling in the low probability zone, the upper speed limit higher than in the case of the vehicle traveling in the high probability zone.SELECTED DRAWING: Figure 4A

Description

[Technical Field]

[0001] The present invention relates to a speed limit control device that performs speed limit control to limit the speed of a vehicle to an upper limit speed or less until the vehicle reaches a target space. [Background technology]

[0002] The standards ISO20900 (Partially automated parking systems: PAPS) and ISO16787 (Assisted parking systems: APS) specify parking control for vehicle parking. Exit control for vehicles leaving a parking space is also known.

[0003] Regarding the parking control or the exit control, a speed limit control device is known that sets an upper limit for the vehicle's speed (vehicle speed) until the vehicle moves to the target parking space or the target exit space. Hereinafter, when there is no need to distinguish between the target parking space and the target exit space, they will be referred to as the "target space."

[0004] For example, the speed limit control device described in Patent Document 1 (hereinafter referred to as the "conventional device") detects an object in a direction set according to a target route to a target parking space. The conventional device sets a higher upper speed limit the longer the distance between the object and the vehicle. According to the conventional device, when the distance between the object and the vehicle is short and contact between the vehicle and the object is predicted, the vehicle speed is reduced, and when the distance is long, the vehicle speed is increased. This makes it possible to shorten the travel time to the target parking space when the distance is long, and to prevent inadvertent approach to the object when the distance is short. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Japanese Patent Application Laid-Open No. 2006-335239 Summary of the Invention

[0006] When there are entry obstacles such as walls, guardrails, or trucks on both the left and right sides of the target route (i.e., when the target route is surrounded by entry obstacles), the possibility of a moving object jumping out (entering) onto the target route is low. An entry obstacle is an object that blocks a moving object from entering the target route. In such a case, since the possibility of a moving object jumping out and coming into contact with the vehicle is low, it is desirable to set the upper limit speed high in order to shorten the travel time. However, in such a case, since the distance between the vehicle and the entry obstacle is likely to be short, conventional devices end up setting the upper limit speed low.

[0007] The present invention has been made to address the above-mentioned problems, and aims to provide a speed limit control device that can reduce the travel time to a target space while reducing the possibility of contact between a vehicle and a moving object.

[0008] The vehicle control device of the present invention (hereinafter referred to as "the device of the present invention") comprises: sensors (22A to 22, 24A to 24D, 28A and 28B, 30A and 30B) for detecting objects present in a predetermined area including areas on the left and right of the vehicle's traveling direction; a control unit (20) that executes speed limit control to limit the speed of the vehicle to an upper limit speed or less until the vehicle reaches a predetermined target space, The control unit Based on whether or not the target route is surrounded by an entry obstacle that prevents a moving object from entering the target route that the vehicle will follow until it reaches the target space, the target route is divided into a high possibility area where the moving object has a high possibility of entering and a low possibility area where the entry possibility is low (step 435, step 475); The upper limit speed (Vsg1) in the low possibility region is set higher than the upper limit speed (Vsg2) in the high possibility region (steps 445 and 485). It is structured as follows.

[0009] In a target route surrounded by entry obstacles, the possibility of a moving object jumping out onto (entering) the target route is lower than in a target route not surrounded by entry obstacles. The device of the present invention sets the upper limit speed in the low possibility area of ​​a target route surrounded by entry obstacles higher than the upper limit speed in the high possibility area of ​​a target route not surrounded by entry obstacles. This reduces the possibility of contact between the vehicle and the moving object while shortening the travel time to the target space. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a schematic configuration diagram of a speed limit control device according to an embodiment of the present invention; [Figure 2] 3 is an explanatory diagram of the operation of the speed limit control device according to the embodiment of the present invention; FIG. [Figure 3] 10 is a flowchart of a target space setting routine executed by a CPU of the speed limit control device. [Figure 4A] 4 is a flowchart of the first half of a driving control routine executed by a CPU of the speed limit control device. [Figure 4B] 10 is a flowchart of the second half of the cruise control routine executed by the CPU of the speed limit control device. DETAILED DESCRIPTION OF THE INVENTION

[0011] As shown in FIG. 1, a speed limit control device according to this embodiment (hereinafter referred to as "the device 10") is applied to a vehicle VA, and includes the components shown in FIG.

[0012] The vehicle control ECU 20 is an ECU that executes speed limit control, and will hereinafter be referred to as "ECU 20." The speed limit control is control that limits the vehicle speed (vehicle speed) Vs until the vehicle reaches the target space to an upper limit speed Vlmt or less.

[0013] In this specification, an "ECU" is an electronic control device that includes a microcomputer as its main component. The ECU is also referred to as a controller or a computer. The microcomputer includes a CPU (processor), ROM, RAM, an interface, etc. The ECU 20 and some or all of the multiple ECUs described below may be integrated into a single ECU.

[0014] The multiple cameras 22A to 22D are a front camera, a left camera, a right camera, and a rear camera, respectively. The front camera, the left camera, the right camera, and the rear camera capture images of the front, left, right, and rear of the vehicle VA, respectively, to obtain a front image, a left image, a right image, and a rear image. When it is not necessary to distinguish between the cameras 22A to 22D, they will be referred to as "cameras 22."

[0015] Each sonar included in the device 10 is described below. The sonar transmits ultrasonic waves and receives the ultrasonic waves reflected by an object. The sonar determines the distance to the object based on the time between transmission and reception of the ultrasonic waves, and transmits sonar object information including the distance to the ECU 20.

[0016] The front sonars 24A to 24D are disposed on the front bumper of the vehicle VA, the rear sonars 26A to 26D are disposed on the rear bumper of the vehicle VA, the left side sonars 28A and 28D are disposed on the left side of the vehicle VA, and the right side sonars 30A and 30B are disposed on the right side of the vehicle VA.

[0017] The front sonars 24A to 24D acquire the distance to objects in front of the vehicle VA, the rear sonars 26A to 26D acquire the distance to objects behind the vehicle VA, the left side sonars 28A and 28B acquire the distance to objects to the left of the vehicle VA, and the right side sonars 30A and 30B acquire the distance to objects to the right of the vehicle VA.

[0018] The vehicle speed sensor 32 detects the speed (vehicle speed Vs) of the vehicle VA. The steering angle sensor 36 detects the steering angle θ of the vehicle VA. The ECU 20 receives the detection values ​​from these sensors.

[0019] The powertrain actuator 42 changes the driving force generated by a drive device (e.g., an internal combustion engine and / or an electric motor) of the vehicle VA. The brake actuator 44 controls the braking force applied to the vehicle VA. The ECU 20 controls a motor drive circuit 46 to drive a steering assist motor (not shown) to change the steering angle of the vehicle VA. The display device 48 displays a scenic image in the direction of travel of the vehicle VA, an overhead image of the vehicle VA and its surroundings, etc.

[0020] (Activation) The ECU 20 can execute at least one of parking control and exit control. Parking control is a control that performs at least steering operations on behalf of the driver to park the vehicle VA in a target parking space. Exit control is a control that performs at least steering operations on behalf of the driver to exit the vehicle VA to a target exit space. When there is no need to distinguish between the target parking space and the target exit space, they are referred to as "target space SP."

[0021] When the ECU 20 is executing either the parking control or the leaving control, the ECU 20 executes the speed limit control, which is a control for limiting the vehicle speed Vs until the vehicle VA reaches the target space SP to an upper limit speed Vlmt or less.

[0022] When the ECU 20 is executing either parking control or exit control, it acquires an image from the camera 22 and acquires sonar object information from the sonar. Then, the ECU 20 identifies the position of the object relative to the vehicle VA based on the image and the sonar object information. Based on the position of the object relative to the vehicle VA, the ECU 20 generates a target path PT (see FIG. 2) that the vehicle VA will follow until it reaches the target space SP so as not to come into contact with the object.

[0023] The ECU 20 divides the target route PT into a high possibility area Ahg and a low possibility area Alw based on whether both left and right areas in the direction of travel of the target route PT are surrounded by entry obstacles BO. An entry obstacle BO is a stationary object that blocks a moving object from entering an area on the target route PT side. Examples of entry obstacles BO include walls, guardrails, and trucks. The high possibility area Ahg is an area where the possibility of a moving object (such as a pedestrian or another vehicle) entering the target route PT side is higher than the low possibility area Alw. The ECU 20 sets the upper limit speed Vlmt in the low possibility area Alw higher than the upper limit speed Vlmt in the high possibility area Ahg.

[0024] In the low possibility area Alw, the upper limit speed Vlmt is set higher than in the high possibility area Ahg, so the travel time to the target space SP can be shortened while reducing the possibility of contact between the vehicle and a moving object.

[0025] A specific method for dividing the target route PT into a high probability area Ahg and a low probability area Alw will be described. The ECU 20 identifies an area of ​​the target route PT surrounded by the entry obstacles BO (enclosed area SA) as a low-possibility area Alw. The ECU 20 identifies an area of ​​the target route PT where a stationary object that is not an entry obstacle BO exists on at least one of the left and right sides of the target route PT (non-enclosed area NSA) as a high-possibility area Ahg.

[0026] Furthermore, the ECU 20 identifies an area of ​​the target route PT where no objects exist on either side of the target route PT (non-existence area NA) as a low-probability area Alw. However, the ECU 20 regards the vehicle VA as traveling in a high-probability area Ahg during the period from when the vehicle VA enters the non-existence area NA from the enclosed area SA until a predetermined release condition (described in detail later) is met.

[0027] (Example of operation) An example of the operation of the device 10 will now be described with reference to FIG. At time t1 shown in Figure 2, the ECU 20 starts the leaving control. In detail, the ECU 20 recognizes an object based on the image and sonar object information, Target space ( Target delivery space )SP Generate a target route PT to

[0028] Furthermore, the ECU 20 detects the entry obstacles BO in both the left area LA on the left side of the traveling direction of the vehicle VA and the right area RA on the right side of the traveling direction of the vehicle VA. T The area up to point Pa is called the "target path P T The reference point BP is preset at the midpoint between the left and right rear wheels of the vehicle VA. At time t1, the ECU 20 determines that the vehicle VA is traveling in the low possibility area Alw, and sets the upper limit speed Vlmt to "Vsg1" for the low possibility area Alw.

[0029] When ECU20 is executing either the exit control or the parking control, it generates a target route PT every time a predetermined time elapses and sets the upper limit speed Vlmt based on whether the vehicle VA is traveling in the low possibility area Alw or the high possibility area Ahg.

[0030] At time t2, a portion of the vehicle body of the vehicle VA is included in the non-existence area NA. Therefore, at time t2, the ECU 20 determines that the vehicle VA has entered the non-existence area NA from the enclosed area SA. In other words, time t2 is the entry point. Therefore, the ECU 20 considers the vehicle VA to be traveling in the high possibility area Ahg during the period from time t2 until a predetermined cancellation condition is met, and sets the upper limit speed Vlmt to "Vsg2" for the high possibility area Ahg. Note that Vsg2 is preset to a value smaller than Vsg1.

[0031] When the vehicle VA enters the non-existence area NA from the enclosed area SA, it is highly likely that an entry obstacle BO is blocking the detection range of the camera 22 and sensors such as sonar. Therefore, it is highly likely that the sensors are unable to detect an object present in the non-existence area NA. Therefore, the ECU 20 calculates the target route P from the time of entry until the cancellation condition is met. T This reduces the possibility of the vehicle VA coming into contact with an object that exists in the non-existence area NA and has not been detected by the sensor.

[0032] The ECU 20 determines that the cancellation condition is met when the travel distance D from the entry time t2 becomes equal to or greater than a predetermined threshold distance Dth. If the region of the target route PT when it is determined that the cancellation condition is met is in the low-probability region Alw, the ECU 20 sets the upper limit speed Vlmt to "Vsg1," and if the region of the target route PT is in the high-probability region Ahg, the ECU 20 sets the upper limit speed Vlmt to "Vsg2."

[0033] In the example shown in FIG. 2, at time t3 before the release condition is met, the vehicle VA Target space ( Target delivery space )SP When the time reaches the limit, the delivery control ends.

[0034] As a result of the above, during the period from time t1 to time t2, the vehicle VA is traveling in the low-probability area Alw, so the upper limit speed Vlmt is set to "Vsg1," and during the period from time t2 to time t3, the vehicle VA is traveling in the high-probability area Ahg, so the upper limit speed Vlmt is set to "Vsg2."

[0035] (Specific operation) <Target space setting routine> When the driver operates a parking button or an exit button (not shown), the CPU of the ECU 20 executes a routine shown by the flowchart in FIG. When the driver performs the above operation, the CPU starts the process from step 300 in Fig. 3 and proceeds to step 305. In step 305, the CPU determines whether the value of the execution flag Xexe is "0".

[0036] The value of the execution flag Xexe is set to "1" when either parking control or exit control is being executed (when the driver operates the parking button, the driving control is parking control, and when the driver operates the exit button, the driving control is exit control), and is set to "0" when the vehicle VA reaches the target space SP.

[0037] If the value of the execution flag Xexe is “0”, the CPU determines “Yes” in step 305 and executes steps 310 to 325 . Step 310: The CPU acquires an image from the camera 22 and sonar object information from the sonar. Step 315: The CPU recognizes the object by determining its location relative to the vehicle VA based on the image and sonar object information. Step 320: The CPU searches for a target space SP where the vehicle VA can be parked based on the position of the object. Step 325: The CPU determines whether or not the search for the target space SP has been successful.

[0038] If the search for the target space SP is successful, the CPU determines "Yes" in step 325 and executes steps 330 and 335. Step 330: The CPU sets the searched target space SP as the target space SP to be used in the cruise control. Step 335: The CPU sets the value of the execution flag Xexe to “1”. Thereafter, the CPU proceeds to step 395 and temporarily ends this routine.

[0039] If the search for the target space SP fails, the CPU determines "No" in step 325 and proceeds to step 340. In step 340, the CPU determines whether the target space SP has been manually set.

[0040] If the target space SP has been set manually, the CPU determines "Yes" in step 340 and proceeds to step 330. On the other hand, if the target space SP has not been set manually, the CPU determines "No" in step 340 and proceeds to step 395 to temporarily end this routine.

[0041] <Drive control routine> The CPU executes the routine shown in the flowcharts of FIGS. 4A and 4B every time a predetermined time elapses. When an appropriate time arrives, the CPU starts the process from step 400 in Fig. 4A and proceeds to step 405. In step 405, the CPU determines whether the value of the execution flag Xexe is "1".

[0042] If the value of the execution flag Xexe is "0", the CPU determines "No" in step 405, proceeds to step 495, and temporarily ends this routine.

[0043] If the value of the execution flag Xexe is "1", the CPU determines "Yes" in step 405 and executes steps 410 to 435. Steps 410 to 420 are the same processes as steps 310 to 320 shown in Fig. 3, respectively, and therefore their explanation will be omitted.

[0044] Step 425: Based on the recognition result in step 415, the CPU recognizes stationary objects present in the left area LA and the right area RA.

[0045] Step 430: Based on the recognition result in step 425, the CPU divides the areas of the target path PT corresponding to the left area LA and the right area RA into a surrounding area SA, a non-existence area NA, and a non-surrounding area NSA.

[0046] Specifically, the CPU identifies an area in which an entry obstruction BO exists in both the left area LA and the right area RA as a surrounded area SA. The CPU identifies an area in which no stationary object exists in both the left area LA and the right area RA as a non-existent area NA. The CPU identifies an area in which a stationary object other than an entry obstruction BO exists in at least one of the left area LA and the right area RA as a non-surrounded area NSA.

[0047] Step 435: The CPU determines whether the vehicle VA is traveling in the enclosed area SA. Specifically, if at least a part of the body of the vehicle VA is included in (enters) the enclosed area SA, the CPU determines that the vehicle VA is traveling in the enclosed area SA.

[0048] If the vehicle VA is traveling in the enclosed area SA, the CPU determines "Yes" in step 435 and executes steps 440 and 445.

[0049] Step 440: The value of the encirclement flag Xsg is set to "1," and the distance counter Dc is set to "0." The value of the encirclement flag Xsg is set to "1" when the vehicle VA is traveling in the encircled area SA, and is set to "0" when the release condition is met from the time the vehicle VA enters the non-existence area NA from the encircled area SA. The distance counter Dc is a counter for counting the distance traveled by the vehicle VA from the time of entry.

[0050] Step 445: The CPU sets the upper limit speed Vlmt to “Vsg1” for the low possibility region Alw. Thereafter, the CPU executes steps 450 to 465 shown in FIG. 4B.

[0051] Step 450: The CPU obtains the target acceleration Gtgt based on the vehicle speed Vs and the upper limit speed Vlmt. As an example, the CPU acquires a predetermined negative target acceleration Gtgt when the vehicle speed Vs is greater than the upper limit speed Vlmt, and acquires a positive target acceleration Gtgt for making the vehicle speed Vs coincide with the "target speed Vtgt set to a value less than the upper limit speed Vlmt" when the vehicle speed Vs is equal to or less than the upper limit speed Vlmt.

[0052] Step 455: The CPU acquires the target steering angle θtgt for the reference point BP of the vehicle VA to follow the target path PT. Step 460: The CPU transmits an acceleration / deceleration command including the target acceleration Gtgt to the power train actuator 42 and the brake actuator 44, and transmits a steering command including the target steering angle θtgt to the motor drive circuit 46.

[0053] The powertrain actuator 42 controls the driving force of the drive unit so that the acceleration G of the vehicle VA matches the target acceleration Gtgt. The brake actuator 44 controls the braking force so that the acceleration G of the vehicle VA matches the target acceleration Gtgt. An acceleration sensor (not shown) detects the acceleration G. The motor drive circuit 46 controls the steering angle θ of the vehicle VA so that the steering angle θ matches the target steering angle θtgt. Control that controls the driving force and braking / driving force so that the acceleration G matches the target acceleration Gtgt is called braking / driving control, and control that limits the steering angle θ so that the steering angle θ matches the target steering angle θtgt is called steering angle control.

[0054] Step 465: The CPU determines whether the vehicle VA has reached the target space SP. As an example, the CPU determines that the vehicle VA has reached the target space SP when the vehicle VA has traveled the distance to the target space SP along the target route PT.

[0055] If the vehicle VA has not reached the target space SP, the CPU determines "No" in step 465, proceeds to step 495, and temporarily ends this routine.

[0056] If the vehicle VA has reached the target space SP, the CPU determines "Yes" in step 465 and proceeds to step 470. In step 470, the CPU sets the value of the execution flag Xexe to "0." After that, the CPU proceeds to step 495 and temporarily ends this routine.

[0057] On the other hand, if the vehicle VA is not traveling in the enclosed area SA when the CPU proceeds to step 435 shown in Fig. 4A, the CPU determines "No" in step 435 and proceeds to step 475 shown in Fig. 4A. In step 475, the CPU determines whether the vehicle VA is traveling in a non-existence area NA.

[0058] If the vehicle VA is not traveling in the non-existence area NA, the vehicle VA is traveling in the non-enclosed area NSA. In this case, the CPU determines "No" in step 475 and executes steps 480 and 485.

[0059] Step 480: The CPU sets the value of the surrounding flag Xsg to “0”. Step 485: The CPU sets the upper limit speed Vlmt to “Vsg2” for the high possibility region Ahg. Thereafter, the CPU proceeds to the processing from step 450 onwards shown in FIG. 4B.

[0060] On the other hand, if the vehicle VA is traveling in the non-existence area NA when the CPU proceeds to step 475 shown in FIG. 4A, the CPU determines "Yes" in step 475 and proceeds to step 488.

[0061] In step 488, the CPU determines whether the value of the surrounding flag Xsg is "1." If the value of the surrounding flag Xsg is "1," the vehicle VA has entered the non-existence area NA from the surrounding area SA. In this case, the CPU determines "Yes" in step 488 and executes steps 490 and 492.

[0062] Step 490: The CPU updates the distance counter Dc. Specifically, the CPU registers the distance traveled by the vehicle VA from the entry point in a distance counter Dc. The CPU determines the distance traveled by the vehicle VA based on the vehicle speed Vs and the time elapsed since the entry point. Step 492: The CPU determines whether the traveled distance D indicated by the distance counter Dc is equal to or greater than the threshold distance Dth.

[0063] If the travel distance D indicated by the distance counter Dc is less than the threshold distance Dth, the CPU determines that the vehicle VA is traveling in the high possibility area Ahg. In this case, the CPU determines "No" in step 492, proceeds to step 485, and sets the upper limit speed Vlmt to "Vsg2" for the high possibility area Ahg. Thereafter, the CPU proceeds to step 450 shown in FIG. 4B.

[0064] If the travel distance D indicated by the distance counter Dc is equal to or greater than the threshold distance Dth, the CPU determines that the vehicle VA is traveling in the low-probability area Alw. In this case, the CPU determines "Yes" in step 492 and proceeds to step 494. In step 494, the CPU sets the value of the surrounding flag Xsg to "0," proceeds to step 445, and sets the upper limit speed Vlmt to "Vsg1" for the low-probability area Alw. Thereafter, the CPU proceeds to step 450 shown in FIG. 4B.

[0065] If the value of the surrounding flag Xsg is "0" when the CPU proceeds to step 488, the CPU determines that the vehicle VA is traveling in the low-probability area Alw. In this case, the CPU determines "No" in step 488, proceeds to step 445, and sets the upper limit speed Vlmt to "Vsg1" for the low-probability area Alw. Thereafter, the CPU proceeds to step 450 shown in FIG. 4B.

[0066] According to this embodiment, the target route PT is divided into a high-probability area Ahg and a low-probability area Alw based on whether the target route PT is in an enclosed area SA surrounded by an entry obstacle BO, and when the vehicle VA is traveling in the low-probability area Alw, the upper limit speed Vlmt is set higher than when the vehicle AV is traveling in the high-probability area Ahg. This reduces the possibility of contact between the vehicle and a moving object and shortens the travel time to the target space.

[0067] Furthermore, according to this embodiment, the surrounding area SA is identified as a low possibility area Alw, and the non-surrounding area NSA is identified as a high possibility area Ahg. The surrounding area SA is an area in which the target route PT is surrounded by entry obstacles BO, so there is a low possibility that a moving object will enter the target route PT. The non-surrounding area NSA has a stationary object that is not an entry obstacle BO in at least one of the left area LA and the right area RA of the target route PT. The stationary object may prevent the sensor from detecting a moving object outside the stationary object, and the moving object may enter the target route PT. Therefore, the high possibility area Ahg and the low possibility area Alw can be identified to accurately reflect the possibility of entry of a moving object.

[0068] According to this embodiment, in principle, the non-existence area NA is identified as the low-probability area Alw. Immediately after the vehicle VA enters the non-existence area NA from the encircled area SA, there is a possibility that a moving object present in the non-existence area NA may not be detected. Therefore, in this embodiment, the vehicle VA is considered to be traveling in the high-probability area Ahg during the period from when the vehicle VA enters the non-existence area NA from the encircled area SA until the cancellation condition is met. Therefore, the upper limit speed Vlmt is set low during the period immediately after the vehicle VA enters the non-existence area NA from the encircled area SA, further reducing the possibility of contact between the vehicle and a moving object.

[0069] (First Modification) In the above embodiment, the ECU 20 recognizes an object based on an image and sonar object information, but the ECU 20 may recognize an object based on at least one of an image and sonar object information. Therefore, the present device 10 only needs to be equipped with at least one of a camera 22 and a sonar. Note that the present device 10 may also be equipped with a "remote sensing sensor that detects an object by transmitting some kind of electromagnetic wave and receiving the electromagnetic wave reflected by the object" instead of a sonar.

[0070] The number of cameras 22 and sonars provided in the device 10 is not limited to the example shown in FIG.

[0071] (Second Modification) In the above embodiment, the ECU 20 executes the steering control and the braking / driving control as the driving control, but it is sufficient if the ECU 20 executes at least one of the steering control and the braking / driving control as the driving control. Note that even when the ECU 20 executes only the steering control as the driving control, the ECU 20 transmits a predetermined negative target acceleration Gtgt to the power train actuator 42 and the brake actuator 44 when the vehicle speed Vs is greater than the upper limit speed Vlmt.

[0072] (Third Modification) In the above embodiment, when the ECU 20 determines that the vehicle VA is traveling in the low-likelihood area Alw because the vehicle VA is traveling in the non-existence area NA, the ECU 20 may set the upper limit speed Vlmt to "Vsg3." This "Vsg3" is set to a value greater than "Vsg1." This is because, when the vehicle VA is traveling in the non-existence area NA, the sensor is more likely to be able to reliably detect a moving object than when the vehicle VA is traveling in the enclosed area SA. This is because, even when the vehicle VA is traveling in the enclosed area SA, a moving object (e.g., a pedestrian) may overcome an entry obstruction BO and enter the target route PT. The sensor may be unable to detect such a moving object because it is blocked by the entry obstruction BO until the moving object overcomes the entry obstruction BO.

[0073] The device 10 is applicable to vehicles such as internal combustion engine vehicles, hybrid vehicles, plug-in hybrid vehicles, fuel cell vehicles, and electric vehicles. Furthermore, the device 10 is applicable to autonomous vehicles. [Explanation of symbols]

[0074] 10...Speed ​​limit control device, 20...Vehicle control ECU, 22A to 22D...Camera, 24A to 24D...Front sonar, 26A to 26D...Rear sonar, 28A and 28B...Left side sonar, 30A and 30B...Right side sonar, 32...Vehicle speed sensor, 42...Power train actuator, 44...Brake actuator.

Claims

1. a sensor for detecting an object present in a predetermined area including areas on the left and right of the vehicle's traveling direction; a control unit that executes speed limit control that limits the speed of the vehicle to an upper limit speed or less during a period from the start of a parking control that automatically performs a steering operation to at least cause the vehicle to leave the parking lot or a parking control that automatically performs a steering operation to at least cause the vehicle to park until the vehicle reaches a target space that is the destination of the parking lot or the target space where the vehicle is to be parked, The control unit When the vehicle is traveling in an enclosed area where there is an entry obstacle that prevents a moving object from entering the target space on both the left and right sides of a target route that the vehicle will follow from the position of the vehicle at the start time, or in an absent area where there is no object on either the left or right side of the target route, it is determined that the vehicle is traveling in a low possibility area where there is a low possibility of the moving object entering the target space, When the vehicle is traveling in an area that does not correspond to either the enclosed area or the non-existence area, it is determined that the vehicle is traveling in a high possibility area where the moving object is likely to enter; When the vehicle is traveling in the low probability area, the upper limit speed is set higher than when the vehicle is traveling in the high probability area. A speed limit control device configured as follows.

2. 2. The speed limit control device according to claim 1, The control unit During the period from the time when the vehicle enters the non-existence area from the enclosed area to the time when a predetermined release condition is satisfied, even if it is determined that the vehicle is traveling in the low possibility area, the vehicle is considered to be traveling in the high possibility area. A speed limit control device configured as follows.

3. 3. The speed limit control device according to claim 2, The control unit is configured to satisfy the release condition when a travel distance of the vehicle from the point of entry reaches a predetermined distance. Speed ​​limit control device.

4. 2. The speed limit control device according to claim 1, the control unit is configured to perform steering control to control steering wheels of the vehicle so that the vehicle moves along the target route. Speed ​​limit control device.

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