Vehicle Control System

Abstract

To provide a vehicle control system capable of improving a detection probability of an evacuation place in EDA control.SOLUTION: A vehicle control system 100 includes a storage part 10b for storing installation interval data Dint regulating a relationship between a road type and an installation interval Lint in which a parking space 4 is disposed. An ECU 10 estimates when determining that a driver is in a state of being unable to drive, estimates a predicted travel distance Lmax until a vehicle 1 stops by natural deceleration, estimates the installation interval Lint in which the parking space 4 is disposed, decelerates the speed of the vehicle 1 to a search speed Vs during the period of travel only for a deceleration distance Ld as a distance of a difference between the maximum travel distance Lmax and the installation interval Lint, and when detecting the parking space 4 during the period when the vehicle 1 travels only for the maximum travel distance Lmax from a start point position P2, makes the vehicle 1 stop in the parking space 4, and when not detecting the parking space 4, makes the vehicle 1 stop in an end point position P5.SELECTED DRAWING: Figure 2

Description

[Technical Field]

[0001] The present invention relates to a vehicle control system that automatically brings a vehicle to an emergency stop when an abnormality occurs in the driver while the vehicle is running. [Background technology]

[0002] Conventionally, emergency automatic stopping control (hereinafter referred to as "EDA (Emergency Driving Assist) control") has been proposed, which automatically stops a vehicle when an abnormality occurs in the driver while the vehicle is traveling, particularly when the driver is in a state where it is difficult to drive. That is, EDA control is a control that causes the vehicle of a driver who has become unable to drive to retreat to a safe place, and is a control that attempts to automatically stop the vehicle in a retreat location (for example, an emergency parking lane) on the side of the traveling lane after decelerating the vehicle to a slow speed.

[0003] The Ministry of Land, Infrastructure, Transport and Tourism's guidelines state that, as an emergency measure when a driver becomes unable to drive, for example, a system is described that stops a vehicle on a highway within a predetermined time (180 seconds). Furthermore, for example, Patent Document 1 discloses a technology related to the above-mentioned EDA control, in which, when it is determined that the driver is in an abnormal state, a shelter is searched for using a high-precision map or the like, and the vehicle is automatically stopped at the shelter within, for example, 180 seconds.

[0004] On the other hand, there may be cases where a reachable evacuation area is not detected within the predetermined time. In such cases, the vehicle continues to travel at a low speed (creep speed) in the driving lane until the predetermined time has elapsed, and then automatically stops in the driving lane after the predetermined time has elapsed. By automatically stopping the vehicle in the driving lane after the predetermined time has elapsed, rather than continuing to travel until an evacuation area is detected, rescue of the driver who has experienced an abnormality can be provided earlier. Thus, currently, a time is set before the automatic stop occurs. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Patent Publication No. 2021-115971 Summary of the Invention [Problem to be solved by the invention]

[0006] As described above, if a shelter is not found within a predetermined time, the vehicle will stop in the driving lane, but it is clear that stopping in a shelter is preferable to stopping in the driving lane in terms of the risk of collision. Therefore, the inventors have discovered that a new technical challenge exists in EDA control, in controlling vehicle behavior so as to increase the likelihood of detecting a shelter.

[0007] The present invention has been made to solve the above-mentioned problems, and has an object to provide a vehicle control system that can improve the probability of detecting an evacuation site in EDA control. [Means for solving the problem]

[0008] In order to achieve the above object, the present invention provides a vehicle control system for automatically stopping a vehicle when a driver becomes unable to drive while the vehicle is traveling in a driving lane, the system comprising: a control unit for controlling the vehicle so as to stop the vehicle in a parking space outside the driving lane; Steering control device Vehicle steering control and vehicle Brake control device and engine control devicea surrounding environment imaging unit that images the external surrounding environment of the vehicle and outputs image data of the surroundings of the vehicle; a positioning system that detects the current vehicle position information of the vehicle; a navigation system that provides map information; a driver condition detection unit that detects the state of the driver; and a storage unit that stores installation interval data that defines the relationship between the road type and the installation interval at which parking spaces are provided, and when the vehicle control device determines that the driver has become unable to drive based on the detection information of the driver condition detection unit, the vehicle control device estimates a maximum driving distance that is an expected driving distance that the vehicle will travel from the starting position of the vehicle at the time of determination until it stops if it decelerates from the speed at the time of determination at a predetermined natural deceleration, using the image data of the surrounding environment imaging unit, and calculates the maximum driving distance based on the installation interval data. Based on this, the system estimates the installation interval at which parking spaces will be provided, calculates a set deceleration to decelerate the vehicle's speed to a predetermined search speed while traveling a deceleration distance, which is the difference between the maximum traveling distance and the installation interval, from the starting position on the traveling lane, decelerates the vehicle to the search speed at the set deceleration by speed control, and travels the vehicle at the search speed by speed control and steering control based on the image data of the surrounding environment image capture unit, and detects a parking space based on the image data or current vehicle position information and map information, and if a parking space is detected while the vehicle is traveling the maximum traveling distance from the starting position, the system stops the vehicle in the parking space, and if a parking space is not detected while the vehicle is traveling the maximum traveling distance from the starting position, the system stops the vehicle at the end position reached by traveling the maximum traveling distance.

[0009] According to the present invention configured as described above, when a driver abnormality is determined in EDA control, the maximum distance that the vehicle is estimated to travel before naturally decelerating and stopping is calculated based on the vehicle speed at the time the driver abnormality is determined. If a parking space is detected before the vehicle has traveled the maximum distance, the vehicle is automatically stopped in the detected parking space. However, if a parking space is not detected before the vehicle has traveled the maximum distance, the vehicle is automatically stopped in the driving lane at a point after traveling the maximum distance.

[0010] In this way, the present invention can limit the distance that the vehicle automatically decelerates and automatically travels at a low speed in a driving lane when the driver is unable to drive to a maximum distance. This prevents the distance traveled until the vehicle automatically stops after a driver abnormality is determined from being longer than the distance traveled until the vehicle naturally stops without EDA control being executed (maximum distance traveled). Therefore, the present invention can reduce the possibility of a collision or other accident occurring while the vehicle is under EDA control.

[0011] Furthermore, in the present invention, when a parking space is not detected, the vehicle does not necessarily travel for a predetermined maximum time (e.g., 180 seconds) as in the conventional system, but rather the travel distance is limited to a maximum travel distance set according to the vehicle speed at the time of abnormality determination. As a result, the present invention makes it possible to reduce the travel time and travel distance more easily and safely than in the conventional system.

[0012] Furthermore, in the present invention, the set deceleration is calculated so that the search distance of the search section from the position where the search speed is reached to the end position is at least equal to or greater than the spacing between parking spaces. Therefore, there is a high possibility that a parking space exists within the search section. This increases the possibility of detecting a parking space under EDA control.

[0013] In the present invention, preferably, when estimating the installation interval, the vehicle control device estimates the road type of the driving lane from the image data, and estimates the installation interval using the installation interval data and the estimated road type. According to the present invention configured in this manner, the installation interval can be appropriately estimated by estimating the road type from the image data.

[0014] In the present invention, preferably, when the set deceleration is smaller than a predetermined upper threshold, the vehicle control device sets the upper threshold to the set deceleration. According to the present invention configured in this way, when a calculated deceleration smaller than the upper threshold is calculated so that the deceleration rate is very gradual, the upper threshold is set to the set deceleration, thereby allowing the vehicle speed to be reduced to the search speed relatively quickly. This allows the search distance of the search section to be set longer than the installation interval, thereby further improving the probability of detecting a parking space.

[0015] In the present invention, preferably, when the set deceleration is greater than a predetermined lower threshold, the vehicle control device sets the lower threshold to the set deceleration. According to the present invention configured in this way, when a calculated deceleration greater than the lower threshold is calculated, which would result in a large combined deceleration and sudden deceleration, the lower threshold is set to the set deceleration, thereby reducing the vehicle speed to the search speed while avoiding sudden deceleration. This makes it possible to set a longer search distance while ensuring the safety of the driver.

[0016] In the present invention, the natural deceleration is preferably a deceleration occurring when the vehicle decelerates without the driver depressing the accelerator pedal or the brake pedal. A fixed value set as That is, when the driver is unable to drive, the driver is not physically able to operate the accelerator pedal and the brake pedal.

[0017] In the present invention, the storage unit preferably stores speed gradient data defining the relationship between the speed limit and the maximum allowable gradient of the road. , and natural deceleration data that specifies the value of the natural deceleration depending on the road gradient.the vehicle control device further stores: Based on natural deceleration data, The maximum allowable gradient obtained depending on The natural deceleration is corrected, and the corrected deceleration is used to calculate the maximum travel distance.

[0018] According to the present invention configured as described above, the maximum allowable gradient of the driving lane can be estimated from the speed limit of the driving lane. When the driving lane is on an uphill slope, the distance traveled until the vehicle comes to a natural stop due to natural deceleration (i.e., the distance traveled when EDA control is not executed) is shorter than when the driving lane is flat. Therefore, if the maximum driving distance is estimated without taking the gradient of the driving lane into consideration, the maximum driving distance may be longer than the distance traveled until the vehicle comes to an automatic stop due to natural deceleration. Therefore, in the present invention, the maximum allowable gradient of the driving lane is estimated from the speed limit of the driving lane, and the natural deceleration is corrected based on this maximum allowable gradient. The maximum driving distance is then calculated using the corrected natural deceleration, thereby limiting the maximum driving distance to a value equal to or less than the distance traveled when EDA control is not executed.

[0019] In the present invention, preferably, the storage unit further stores natural deceleration data that defines a value of the natural deceleration in accordance with a road gradient; The vehicle control device acquires the inclination angle of the driving lane, Based on natural deceleration data, The obtained tilt angle depending on The natural deceleration is corrected, and the corrected deceleration is used to calculate the maximum travel distance.

[0020] According to the present invention configured as described above, the natural deceleration can be corrected based on the inclination angle of the traveling lane. When the traveling lane is on an uphill slope, the traveling distance until the vehicle comes to a natural stop due to natural deceleration (i.e., the traveling distance when EDA control is not executed) is shorter than when the traveling lane is flat. Therefore, if the maximum traveling distance is estimated without taking the inclination of the traveling lane into consideration, the maximum traveling distance may be longer than the traveling distance until the vehicle comes to an automatic stop due to natural deceleration. Therefore, in the present invention, the inclination angle of the traveling lane is obtained from an inclination angle sensor (such as an acceleration sensor) and the natural deceleration is corrected based on the obtained inclination angle. The maximum traveling distance is then calculated using the corrected natural deceleration, thereby limiting the maximum traveling distance to a value equal to or less than the traveling distance when EDA control is not executed.

[0021] In the present invention, the natural deceleration is preferably set to a fixed value. According to the present invention configured in this manner, the natural deceleration can be set to a constant value in accordance with the design of the vehicle.

[0022] In the present invention, the search speed is preferably set to 5 to 10 km / h. According to the present invention configured in this manner, it is easy to detect a parking space while traveling at the search speed, and the vehicle can automatically stop safely in the parking space after detection. [Effects of the Invention]

[0023] According to the present invention, it is possible to improve the probability of detecting a retreat location in EDA control. [Brief explanation of the drawings]

[0024] [Figure 1] 1 is a block diagram showing a schematic configuration of a vehicle to which a vehicle control system according to an embodiment of the present invention is applied; [Figure 2] FIG. 2 is an explanatory diagram of EDA control by the vehicle control system according to the embodiment of the present invention. [Figure 3] 4 is a graph showing a change in vehicle speed under EDA control by the vehicle control system according to the embodiment of the present invention. [Figure 4] FIG. 10 is an explanatory diagram of parking space installation interval data by the vehicle control system according to the embodiment of the present invention. [Figure 5] FIG. 4 is an explanatory diagram of natural deceleration data by the vehicle control system according to the embodiment of the present invention. [Figure 6] FIG. 4 is an explanatory diagram of speed gradient data by the vehicle control system according to the embodiment of the present invention. [Figure 7] 4 is a flowchart showing EDA control by the vehicle control system according to the embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0025] Hereinafter, a vehicle control system according to an embodiment of the present invention will be described with reference to the accompanying drawings.

[0026] [System Configuration] First, the configuration of a vehicle control system according to an embodiment of the present invention will be described with reference to Fig. 1. Fig. 1 is a block diagram showing a schematic configuration of a vehicle to which a vehicle control system according to an embodiment of the present invention is applied.

[0027] 1, the vehicle control system 100 is mounted on a vehicle 1 and includes a vehicle control unit (ECU) 10, an engine control unit 11, a brake control unit 12, a steering control unit 13, a plurality of sensors 20 to 30, an engine system 31, a brake system 32, and a steering system 33. In this embodiment, when an abnormality occurs in the driver while the vehicle 1 is traveling, particularly when the driver has difficulty or is unable to drive, the vehicle control system 100 executes EDA control to automatically stop the vehicle 1 in order to evacuate the vehicle 1 to a safe place in an emergency.

[0028] The multiple sensors include an in-vehicle camera 20, an outside-vehicle camera 21, a radar 22, a vehicle speed sensor 23, an acceleration sensor 24, a yaw rate sensor 25, a steering angle sensor 26, an accelerator sensor 27, and a brake sensor 28. The multiple sensors further include a positioning system 29 for detecting the position of the vehicle 1, and a navigation system 30.

[0029] The ECU 10 is configured with one or more processors (typically CPUs) 10a, a storage unit 10b (ROM, RAM, etc.) that stores various programs, databases, etc., and one or more computers equipped with input / output devices, etc. In the vehicle control system 100, the ECU 10 executes various calculations based on signals received from the above-mentioned multiple sensors, and issues commands to the engine control device 11, the brake control device 12, and the steering control device 13.

[0030] Like the ECU 10, the engine control device 11, the brake control device 12, and the steering control device 13 are also configured by computers equipped with one or more processors, storage units, input / output devices, etc. The engine control device 11, the brake control device 12, and the steering control device 13 control the engine system 31, the brake system 32, and the steering system 33, respectively, based on commands from the ECU 10. As a result, when the vehicle 1 is automatically stopped under EDA control, the engine system 31, the brake system 32, and the steering system 33 are controlled by commands from the ECU 10.

[0031] The in-vehicle camera 20 is a driver state detection unit that captures images of the interior of the vehicle, particularly of the driver, and outputs image data. The ECU 10 analyzes the driver's posture and facial expression (particularly whether the eyelids are closed) based on the image data received from the in-vehicle camera 20 to determine whether the driver is abnormal. For example, the ECU 10 determines that the driver is abnormal if the analyzed posture of the driver is a posture that the driver cannot assume during normal driving of the vehicle 1.

[0032] The exterior camera 21 is a surrounding environment imaging unit that captures images of the surroundings of the vehicle 1 and outputs image data. The ECU 10 recognizes the vehicle's surrounding environment based on the image data received from the exterior camera 21. Specifically, the vehicle's surrounding environment includes objects outside the vehicle 1. The objects include traffic participants (for example, other vehicles such as a preceding vehicle (a vehicle ahead), a following vehicle (a vehicle behind), and parked vehicles, as well as pedestrians), roads, dividing lines (lane boundaries, white lines, and yellow lines), traffic signals, traffic signs, stop lines, intersections, obstacles, and the like. The ECU 10 may obtain information about objects from outside using a communication device via traffic infrastructure, vehicle-to-vehicle communication, or the like. This allows the type, relative position, and movement direction of the object to be identified.

[0033] The radar 22 measures the position and speed of an object (particularly, a preceding vehicle, a following vehicle, a parked vehicle, a pedestrian, an object fallen on the road, etc.). For example, a millimeter wave radar can be used as the radar 22. The radar 22 transmits radio waves in the traveling direction of the vehicle 1 and receives reflected waves generated when the transmitted waves are reflected by the object. Then, based on the transmitted waves and received waves, the radar 22 measures the distance between the vehicle 1 and the object (for example, the inter-vehicle distance) and the relative speed of the object with respect to the vehicle 1. Note that instead of the radar 22, a laser radar, an ultrasonic sensor, etc. may be used to measure the distance to the object and the relative speed. Furthermore, a position and speed measuring device may be configured using a plurality of sensors.

[0034] Here, the ECU 10 executes EDA control to decelerate and automatically stop the vehicle 1 based on the driving path information and obstacle information acquired by the above-mentioned exterior camera 21 and radar 22. The driving path information includes, for example, the shape of the driving path (straight, curved, curve curvature), the driving path width, the number of lanes, lane width, driving path regulation information (speed limit, etc.) specified by signs, intersections, crosswalks, etc. The obstacle information includes information on the presence or absence of obstacles on the driving path of the vehicle 1 (for example, objects that may obstruct the driving of the vehicle 1, such as a preceding vehicle, a following vehicle, a parked vehicle, or a pedestrian), the moving direction of the obstacles, the moving speed of the obstacles, etc.

[0035] The vehicle speed sensor 23 detects the absolute speed of the vehicle 1 . The acceleration sensor 24 detects the acceleration of the vehicle 1. This acceleration includes acceleration in the longitudinal direction and acceleration in the lateral direction (i.e., lateral acceleration). Note that the acceleration includes not only the rate of change of speed in the direction in which the speed increases, but also the rate of change of speed in the direction in which the speed decreases (i.e., deceleration).

[0036] The yaw rate sensor 25 detects the yaw rate of the vehicle 1 . The steering angle sensor 26 detects the rotation angle (steering angle) of the steering wheel of the vehicle 1. The accelerator sensor 27 detects the amount of depression of the accelerator pedal. The brake sensor 28 detects the amount of depression of the brake pedal.

[0037] The positioning system 29 is a GPS system and / or a gyro system, and detects the position of the vehicle 1 (current vehicle position information). The navigation system 30 stores map information internally and can provide the map information to the ECU 10. The ECU 10 identifies roads, intersections, traffic signals, buildings, etc. that exist around the vehicle 1 (particularly in the direction of travel) based on the map information and current vehicle position information. The map information may be stored in the ECU 10. The navigation system 30 also acquires the above-mentioned driving route information.

[0038] The engine system 31 has an engine (internal combustion engine, electric motor, etc.) as a drive source for the vehicle 1 and a mechanism for controlling this engine. Specifically, the engine system 31 has a mechanism capable of adjusting engine output (driving force), and includes, for example, spark plugs, fuel injection valves, a throttle valve, and a variable valve mechanism that changes the opening and closing timing of intake and exhaust valves. In response to a command from the ECU 10, the engine control device 11 sends a control signal to the engine system 31 to change the engine output in order to accelerate or decelerate the vehicle 1.

[0039] The brake system 32 has brakes (e.g., hydraulic brakes) for the vehicle 1 and a mechanism for controlling the brakes. The brake system 32 has a mechanism capable of adjusting the braking force of the brakes, and includes, for example, a hydraulic pump and a valve unit. In response to a command from the ECU 10, the brake control device 12 sends a control signal to the brake system 32 to generate braking force in order to decelerate the vehicle 1.

[0040] The steering system 33 has a mechanism for controlling the steering of the vehicle 1. The steering system 33 has a mechanism capable of adjusting the steering angle of the steering wheel, and includes, for example, an electric motor and a gear mechanism for rotating the steering wheel. In response to a command from the ECU 10, the steering control device 13 transmits a control signal to the steering system 33 to generate a steering torque in order to control the steering angle of the vehicle 1.

[0041] [Control content] Next, specific control contents executed by the vehicle control system 100 (particularly the ECU 10) in this embodiment will be described.

[0042] First, an overview of EDA control in vehicle control system 100 will be described with reference to Figures 2 to 6. Figure 2 is an explanatory diagram of EDA control, Figure 3 is a graph showing changes in vehicle speed under EDA control, Figure 4 is an explanatory diagram of data on the spacing between parking spaces, Figure 5 is an explanatory diagram of natural deceleration data, and Figure 6 is an explanatory diagram of speed gradient data.

[0043] As shown in FIG. 2, vehicle 1 executes EDA control while traveling in driving lane 3. In EDA control, if a driver abnormality is determined, vehicle 1 decelerates and then automatically stops in a parking space 4 (e.g., an emergency parking zone). First, vehicle 1 decelerates from its current vehicle speed to a search speed Vs at a predetermined set deceleration in a deceleration section Sd (a section from start position P2 to position P3) along driving lane 3. Thereafter, while traveling at low speed at search speed Vs on driving lane 3, if vehicle 1 detects a parking space 4 within search section Ss (a section from position P3 to position P5), it automatically stops in the parking space 4 (see vehicle 1a in FIG. 2). On the other hand, if a parking space 4 is not detected within search section Ss, vehicle 1 automatically stops in driving lane 3 at the end position (position P5) of search section Ss (see vehicle 1b in FIG. 2). Note that deceleration is a negative acceleration that reduces the speed of vehicle 1 in the traveling direction.

[0044] In the driving lane 3, parking spaces 4 are provided at predetermined intervals Lint. 4 are located outside the driving lane 3 and include emergency parking lanes on expressways and motorways, and public transport stops (such as bus stops) on general roads.

[0045] Fig. 3 shows the vehicle speed at each driving position on the driving lane 3. As shown in Fig. 3, in the vehicle control system 100, when the ECU 10 detects a driver abnormality at a position P1 while the vehicle 1 is traveling based on signals received from a plurality of sensors 20-30, it determines whether or not the driver is in an abnormal state within a predetermined time (e.g., 3.2 seconds). In Fig. 3, an abnormality is determined at a position P2.

[0046] This determination (detection and determination) has conventionally been realized by various methods. For example, the ECU 10 determines whether the driver's posture corresponds to an abnormal state based on image data from the in-vehicle camera 20. For example, the ECU 10 determines that an abnormality has occurred when the driver slumps over the steering wheel for a predetermined time, or when the driver does not grip the steering wheel and keeps his eyes closed for a predetermined time. In addition to the image data, heart rate data from a heart rate sensor, which is one of the sensors, may also be used. The heart rate sensor, which is another example of a driver state detection unit, can be mounted on the steering wheel, the driver's wrist, or the like.

[0047] If the driver is in an abnormal state, the driver is no longer able to drive the vehicle 1. At this time, the driver does not depress the accelerator pedal or brake pedal, and the vehicle 1 continues coasting or inertial running. That is, the vehicle 1 decelerates naturally due to resistance or braking force from the engine brake or the like. As shown in FIG. 3, if the driver is unable to drive, the vehicle 1 typically decelerates naturally from the abnormality detection position (P1) to the confirmed position (P2). In this embodiment, the deceleration of the vehicle 1 due to natural deceleration (natural deceleration) is approximately 0.1 G. In this case, the vehicle 1 decelerates at approximately -0.4 m / s 2 The vehicle decelerates at a deceleration rate (negative acceleration) of -0.4 m / s. This natural deceleration rate is stored in advance as natural deceleration rate data in the vehicle specification data in the storage unit 10b of the ECU 10. In this case, the natural deceleration rate data is set to a fixed value (-0.4 m / s). 2 ) can be used to set the natural deceleration rate.

[0048] When an abnormality is confirmed at position P2, ECU 10 calculates maximum traveling distance Lmax. Maximum traveling distance Lmax is an estimated distance that vehicle 1 travels from position P2 by natural deceleration until it stops. As shown in FIG. 3, in the case of natural deceleration, vehicle 1 is estimated to decelerate at the speed indicated by the dashed dotted line and stop at position P5. Therefore, the distance along traveling lane 3 between start position P2 and end position P5 is the maximum traveling distance Lmax. Maximum traveling distance Lmax is calculated as the distance traveled by vehicle 1 in the elapsed time until vehicle speed V decelerates from V2 (vehicle speed at position P2) by natural deceleration to zero (vehicle speed at position P5).

[0049] Furthermore, if an abnormality is confirmed, the vehicle 1 calculates a set deceleration and decelerates at the set deceleration. The set deceleration is set to, for example, about -1.0 m / s so that the vehicle decelerates in the range of 0.15 G to 0.5 G. 2 The set deceleration is set to be larger than the natural deceleration (i.e., the absolute value is larger than the natural deceleration). Therefore, after the set deceleration is confirmed, the vehicle 1 is decelerated at a deceleration rate larger than the natural deceleration.

[0050] When deceleration by EDA control begins at position P2, the vehicle 1 decelerates at the speed indicated by the solid line and reaches a predetermined search speed Vs at position P3. The search speed Vs is a constant value, for example, between 5 and 10 km / h, and is preferably 10 km / h or less. During the deceleration period, the ECU 10 decelerates the vehicle 1 at a set deceleration rate by speed control using the brake control device 12 and the engine control device 11. Furthermore, the ECU 10 performs steering control using the steering control device 13 based on image data from the outside camera 21 so that the vehicle 1 travels in the center of the travel lane 3.

[0051] When the vehicle 1 reaches the search speed Vs at position P3, the vehicle 1 then searches for a parking space 4 while slowly driving at the search speed Vs through the search section Ss in FIG. 2 . The search section Ss is the section from position P3, where the vehicle 1 reaches the search speed Vs, to position P5, where the vehicle 1 is estimated to stop due to natural deceleration. Therefore, the maximum traveling distance Lmax is the total distance of the deceleration section Sd and the search section Ss. The ECU 10 identifies a parking space 4 located to the side of the driving lane 3 based on image data from the exterior camera 21. The parking space 4 may be, for example, an emergency parking lane installed at regular intervals on a highway or a motorway, a public bus stop or other vehicle stop installed on a road in an urban area, or another vacant lot or parking lot where the vehicle 1 can be parked. The parking space 4 is located outside the driving lane 3. In this embodiment, the parking space 4 may be searched for using high-precision map information from the navigation system 30. However, in this embodiment, the parking space 4 is searched for using image data instead, which is particularly effective when high-precision map information is unavailable.

[0052] The Road Traffic Act stipulates the spacing of emergency parking lanes according to road classification. For example, emergency parking lanes are installed every 500 meters on expressways and motorways. On general roads, bus stops are often installed approximately every 200 meters.

[0053] In this embodiment, the search section Ss is set using the expected installation intervals of the parking spaces 4. For this purpose, the ECU 10 stores installation interval data Dint, which defines the expected installation intervals of the parking spaces 4, in the memory unit 10b. As shown in FIG. 4, the installation interval data Dint defines the expected installation intervals of the parking spaces 4 for each road type. The road type may be any type, and can be divided, for example, into roads exclusively for vehicles (expressways, motorways) and general roads where non-vehicle traffic is permitted. By referring to the installation interval data Dint, the installation intervals of the parking spaces 4 can be predicted with relatively high accuracy. In FIG. 4, the expected installation intervals are set to 500 m for expressways and motorways, and 200 m for general roads. Alternatively, road types may be divided more finely, and the expected installation intervals may be set for each road type. Furthermore, the installation intervals on general roads may be set differently depending on the region in which the vehicle travels (for example, urban areas and other regions). The area to travel may be determined based on current position information from the positioning system 29 using map information from the navigation system 30.

[0054] The ECU 10 can identify traffic signs from the image data captured by the exterior camera 20 and determine the road type to which the driving lane 3 corresponds based on the traffic signs. For example, traffic signs indicating motorways or traffic signs used on expressways can be used. For this purpose, the memory unit 10b stores data indicating the correspondence between traffic signs and road types. The ECU 10 may also estimate the road type of the driving lane 3 from the navigation system 30. Furthermore, the ECU 10 can be configured to determine the road type of the driving lane 3 based on information provided by road structures.

[0055] When the ECU 10 acquires the installation interval Lint, it calculates the distance (deceleration distance Ld) obtained by subtracting the installation interval Lint from the maximum traveling distance Lmax. The position forward of position P2 by the deceleration distance Ld is the end position P3 of the deceleration section Sd. Alternatively, the position forward of position P2 by the maximum traveling distance Lmax may be set as the end position P5 of the search section Ss, and the position before position P5 by the installation interval Lint may be set as position P3. In this case, the distance Ls of the search section Ss is the installation interval Lint (Ls = Lint).

[0056] Then, the ECU 10 can calculate the set deceleration as the deceleration required to decelerate from the current speed to the search speed Vs in the deceleration section Sd from position P2 to position P3. By configuring in this manner, in this embodiment, at least the distance from position P3 to the installation interval Lint can be set as the search section Ss, thereby increasing the probability of detecting a parking space 4 within the search section Ss.

[0057] However, if the calculated set deceleration falls outside a set range between a predetermined lower and upper threshold, the set deceleration is limited to a value within this set range. Specifically, if the calculated set deceleration falls outside the upper threshold (e.g., -1.0 m / s 2 ), the set deceleration is set to the upper limit threshold. In this case, since position P3 approaches position P2, the distance Ls of the search section Ss (position P3 to position P5) can be set to be longer than the installation interval Lint (Ls > Lint). In this case, there is a high possibility that a parking space 4 will be detected while traveling the installation interval Lint from the new position P3. Furthermore, even in this case, the distance Ls of the search section Ss may be limited to the installation interval Lint (Ls = Lint). In other words, position P5 is reset so that it is closer to the vehicle 1 than the original position.

[0058] On the other hand, although this is usually unlikely, if the calculated set deceleration falls below the lower threshold (e.g., -1.5 m / s 2), the set deceleration is set to the lower limit threshold. In this case, since the position P3 approaches the position P5, the search section Ss becomes shorter than the installation interval Lint (Ls <Lint)。

[0059] When the ECU 10 detects the parking space 4, it calculates a target route to a target parking position within the parking space 4, and also calculates a target speed on the target route so that the speed becomes zero at the target parking position. Then, the ECU 10 executes speed control and steering control using the engine control device 11, brake control device 12, and steering control device 13 so that the vehicle travels along the target route and stops at the target parking position.

[0060] On the other hand, if the ECU 10 does not detect a parking space 4 within the search section Ss, it stops the vehicle 1 in the driving lane 3 at position P5. That is, in this embodiment, the search for the parking space 4 is terminated at position P5, where it is estimated that the vehicle 1 has stopped due to natural deceleration without EDA control being executed. Therefore, the EDA control of this embodiment limits the search for the parking space 4 in an area beyond position P5, where the vehicle 1 has stopped due to natural deceleration.

[0061] In this embodiment, the natural deceleration may be set variably according to the road gradient. In this case, the ECU 10 stores natural deceleration data Ddec according to the road gradient in the memory unit 10b. As shown in FIG. 5, the natural deceleration data Ddec defines the value of the natural deceleration relative to the uphill gradient (%). The uphill gradient (%) is expressed as the height (m) that increases when traveling horizontally for 100 m. In FIG. 5, when the uphill gradient is 0%, the natural acceleration is -0.4 m / s 2 As the magnitude of the upward gradient increases, the natural deceleration increases as a deceleration (its absolute value increases). Therefore, in a travel lane 3 that has an upward gradient in the vehicle's traveling direction, the distance traveled by the vehicle 1 due to natural deceleration becomes shorter. Note that the natural deceleration data Ddec may be a mathematical formula that defines the relationship between the upward gradient and the natural deceleration.

[0062] Therefore, the ECU 10 can correct the natural deceleration according to the gradient of the traveling lane 3 based on the natural deceleration data Ddec in FIG. 5. Note that when the traveling lane 3 in the vehicle's traveling direction is a downhill slope, the actual natural deceleration is smaller as a deceleration (the negative value becomes smaller and approaches zero) compared to when the traveling lane 3 is a horizontal or uphill slope. If the calculation is performed using the actual natural acceleration, the maximum traveling distance Lmax and the distance of the search section Ss will become longer, but longer maximum traveling distance and search section distances are undesirable from a safety standpoint, such as preventing collisions. Therefore, in this embodiment, downward gradients are not taken into consideration. That is, the natural deceleration data Ddec in FIG. 5 is set to a constant value when the upward gradient is 0% or less (zero or downward gradient).

[0063] When the natural deceleration is set and corrected taking into account the gradient of the traveling lane 3, the ECU 10 may directly detect the gradient or inclination angle of the traveling lane 3 using the inclination angle sensor or acceleration sensor 24. In this case, the ECU 10 can correct the natural deceleration based on the natural deceleration data Ddec (see FIG. 5 ) by using gradient data (gradient or inclination angle) acquired from the acceleration sensor 24 or the like when the traveling lane 3 is an uphill slope.

[0064] The ECU 10 may also estimate the maximum gradient (%) of the travel lane 3 and use this maximum gradient to correct the natural deceleration based on the natural deceleration data Ddec (FIG. 5). The Road Traffic Act prescribes an upper limit on the longitudinal gradient for a roadway's design speed. That is, an upper limit on the road gradient (maximum allowable gradient) for a roadway's speed limit is estimated. The memory unit 10b stores speed gradient data Dlim (see FIG. 6) that is set based on the relationship between the design speed and the upper gradient limit. As shown in FIG. 6, the speed gradient data Dlim prescribes the maximum gradient (%) for a roadway's speed limit. For example, when the speed limit is 80 km / h, the maximum allowable gradient is 4%. The speed gradient data Dlim may be a mathematical formula that prescribes the relationship between the speed limit and the maximum allowable gradient.

[0065] Therefore, the ECU 10 recognizes speed limit traffic signs from image data captured by the exterior camera 21 and obtains the speed limit for the driving lane 3. The obtained speed limit is then used to set the maximum allowable gradient from the speed gradient data Dlim (FIG. 6). Furthermore, the ECU 10 can set the natural deceleration from the natural deceleration data Ddec (FIG. 5) using the set maximum allowable gradient, assuming that the gradient of the driving lane 3 is equal to the set maximum allowable gradient. In this case, even if the driving lane 3 is horizontal, the maximum traveling distance Lmax is limited to be shorter due to the maximum gradient. This more strictly limits the calculated maximum traveling distance Lmax to a distance equal to or shorter than the distance the vehicle 1 could reach by coasting without EDA control.

[0066] Next, a specific control flow executed by the vehicle control system 100 according to this embodiment will be described with reference to Fig. 7. Fig. 7 is a flowchart showing EDA control executed by the vehicle control system 100 according to this embodiment. This processing flow is executed constantly while the vehicle is running, mainly by the ECU 10 of the vehicle control system 100.

[0067] First, in step S101, the ECU 10 of the vehicle control system 100 acquires various information from the multiple sensors 20 to 30 shown in FIG. 1 (particularly the in-vehicle camera 20, the out-vehicle camera 21, the radar 22, the vehicle speed sensor 23, etc.).

[0068] Next, in step S102, the ECU 10 determines whether an abnormality has occurred in the driver. In particular, it determines (detects and determines) whether the driver is in a state where it is difficult for the driver to drive the vehicle 1. In a typical example, the ECU 10 analyzes the driver's posture (such as the driver's head posture) from an image of the driver captured by the in-vehicle camera 20 to determine whether the driver is abnormal. That is, the ECU 10 determines that the driver is abnormal if the analyzed driver's posture is a posture that the driver cannot assume during normal driving of the vehicle 1.

[0069] As a result of step S102, if it is determined that an abnormality has occurred in the driver (step S102: Yes), the ECU 10 calculates the maximum traveling distance Lmax (step S103a). The ECU 10 applies the natural deceleration to the current speed of the vehicle 1 at the time when it is determined that the driver is abnormal, and calculates the maximum traveling distance Lmax, which is the estimated traveling distance of the vehicle 1 from the current vehicle speed until the vehicle speed becomes zero.

[0070] The natural deceleration is obtained from the natural deceleration data Ddec. If the gradient of driving lane 3 is not taken into consideration, a fixed value (e.g., -0.4 m / s 2 ) is used. On the other hand, when the gradient of the driving lane 3 is taken into consideration, as described above, the natural deceleration can be set from the natural deceleration data Ddec (see FIG. 5) using gradient data from a gradient sensor. Also, as described above, the maximum allowable gradient is obtained from the speed limit of the driving lane 3 using the speed gradient data Dlim (see FIG. 6), and the natural deceleration can be set from the natural deceleration data Ddec (see FIG. 5) using this maximum allowable gradient.

[0071] Next, in step S103b, the ECU 10 sets the expected installation interval Lint of the parking spaces 4. To this end, the ECU 10 determines the road type from a traffic sign identified from the image data of the outside camera 21, for example, and estimates the installation interval Lint from the installation interval data Dint (see FIG. 4) using the determined road type.

[0072] Furthermore, in step S103c, the ECU 10 sets a set deceleration. The ECU 10 applies the previously set maximum traveling distance Lmax and the installation interval Lint to the current position P2 to set the end position P3 of the deceleration section Sd (start position P3 of the search section Ss). Then, the ECU 10 calculates a set deceleration so that the current speed of the vehicle 1 at position P2 reaches the searched speed Vs at position P3. Specifically, the ECU 10 calculates a set deceleration so that the current speed reaches the searched speed Vs over the distance (deceleration distance Ld) from position P2 to position P3. The deceleration distance Ld can be calculated as, for example, the difference between the maximum traveling distance Lmax and the installation interval Lint. As described above, if the calculated set deceleration falls outside the set range between the lower limit threshold and the upper limit threshold, the set deceleration is limited to the lower limit threshold or the upper limit threshold.

[0073] Next, in step S104, the ECU 10 executes a deceleration process so that the vehicle 1 decelerates on the driving lane 3. That is, the ECU 10 executes a deceleration process so that the vehicle 1 decelerates on the driving lane 3 at a set deceleration (for example, -1.0 m / s 2 ) using the engine control device 11 and the brake control device 12. Simultaneously with the speed control, the ECU 10 controls the steering using the steering control device 13 using image data from the outside camera 21 so that the vehicle 1 travels in the center position in the width direction of the travel lane 3. The deceleration travel processing continues until the speed of the vehicle 1 reaches the search speed Vs (for example, 5 km / h).

[0074] When the speed of the vehicle 1 reaches the search speed Vs (e.g., 5 km / h) due to the deceleration travel processing (step S105: Yes), in step S106, the ECU 10 executes a low-speed travel processing to cause the vehicle 1 to travel on the travel lane 3 at the search speed Vs. Next, in step S107, the ECU 10 determines whether the travel distance L from the start of the deceleration travel processing (the travel distance from position P2 to the current position) has reached the maximum travel distance Lmax. That is, in FIGS. 2 and 3, it is determined whether the travel distance L from the start position P2 to the vehicle's current position has reached the maximum travel distance Lmax.

[0075] Furthermore, if the travel distance L of the vehicle 1 has not reached the maximum travel distance Lmax (step S107: No), in step S108, the ECU 10 determines whether the elapsed time t from the start of the deceleration process (the elapsed time from the time of position P2 to the present) has reached a predetermined time tmax (for example, 180 seconds). This process is in accordance with the guidelines of the Ministry of Land, Infrastructure, Transport and Tourism, and sets a limit on the maximum time from the confirmation of an abnormality to the vehicle stopping.

[0076] Furthermore, if the elapsed time t has not reached the predetermined time tmax (step S108: No), in step S109, the ECU 10 executes a parking space search process to determine whether or not a parking space 4 exists to the side of the driving lane 3 in the area ahead of the vehicle 1. If a parking space 4 is not detected (step S109: No), the processes of steps S106 to S109 are repeated until a parking space 4 is detected.

[0077] On the other hand, if parking space 4 is detected (step S109: Yes), in step S110, ECU 10 performs speed control and steering control using the engine control device 11, brake control device 12, and steering control device 13 to stop vehicle 1 in parking space 4, and then ends the processing.

[0078] Furthermore, if the travel distance L reaches the maximum travel distance Lmax (step S107: Yes), in step S111, the ECU 10 stops the vehicle 1 in the travel lane 3 and ends the process. In this case, the stopping position is the end position P5 of the search section Ss. Similarly, if the elapsed time t reaches the predetermined time tmax (step S108: Yes), in step S111, the ECU 10 stops the vehicle 1 in the travel lane 3 and ends the process. In this case, the stopping position is a position before the end position P5 within the search section Ss.

[0079] [Action and effect] Next, the operation and effect of the vehicle control system 100 according to this embodiment will be described. The vehicle control system 100 according to this embodiment is a vehicle control system for automatically stopping the vehicle 1 when the driver becomes unable to drive while the vehicle 1 is traveling in the travel lane 3, and includes an ECU 10 (vehicle control device) capable of steering and speed control of the vehicle 1 so as to stop the vehicle in a parking space 4 outside the travel lane 3, an exterior camera 21 (surrounding environment imaging unit) that captures images of the external surrounding environment of the vehicle 1, an interior camera 20 (driver state detection unit) that detects the state of the driver, and an installation distance sensor that detects the road type and the location of the parking space 4. When the ECU 10 determines that the driver is unable to drive based on the detection information of the in-vehicle camera 20 (step S102: Yes), the ECU 10 estimates a maximum travel distance Lmax, which is an expected travel distance from the start position P2 of the vehicle 1 at the time of the determination that the driver is unable to drive, at a natural deceleration rate due to natural deceleration until the vehicle 1 decelerates and stops (step S103a), using the image data of the outside-vehicle camera 21. Then, the setting interval Lint at which the parking spaces 4 are provided is estimated based on the setting interval data Dint (step S103b), a set deceleration is calculated to decelerate the speed of the vehicle 1 to a predetermined search speed Vs while traveling from the start position P2 on the travel lane 3 over a deceleration distance Ld, which is the difference between the maximum travel distance Lmax and the setting interval Lint (step S103c), the vehicle 1 is decelerated to the search speed Vs at the set deceleration (steps S104 to S105), and the vehicle 1 is allowed to travel at the search speed Vs (step S106), and the parking The system is configured to detect a parking space 4 (step S109), and if the parking space 4 is detected while the vehicle 1 is traveling the maximum driving distance Lmax from the starting position P2 (step S109: Yes), the vehicle 1 is parked in the parking space 4 (step S110), and if the parking space 4 is not detected while the vehicle 1 is traveling the maximum driving distance Lmax from the starting position P2 (step S109: No), the vehicle 1 is parked at the end position P5 reached after traveling the maximum driving distance Lmax (step S111).

[0080] According to this embodiment, when a driver abnormality is determined in EDA control, the maximum traveling distance Lmax that the vehicle 1 is estimated to reach by natural deceleration is calculated based on the speed of the vehicle 1 at the time when the driver abnormality is determined. If a parking space 4 is detected before the vehicle 1 has traveled the maximum traveling distance Lmax, the vehicle 1 is automatically stopped in the detected parking space 4, but if a parking space 4 is not detected before the vehicle 1 has traveled the maximum traveling distance Lmax, the vehicle 1 is automatically stopped in the traveling lane 3 at a point after traveling the maximum traveling distance Lmax.

[0081] In this way, in this embodiment, the distance over which the vehicle 1 automatically decelerates and automatically travels at a low speed in the travel lane 3 when the driver is unable to drive can be limited to the maximum travel distance Lmax. This makes it possible to prevent the travel distance until the vehicle 1 automatically stops after a driver abnormality is determined from being longer than the distance traveled until the vehicle naturally stops without EDA control being executed (maximum travel distance Lmax). Therefore, in this embodiment, it is possible to reduce the possibility of a collision or the like occurring when the vehicle 1 is under EDA control.

[0082] Furthermore, in this embodiment, when a parking space 4 is not detected, the vehicle does not necessarily travel for a predetermined maximum time (for example, 180 seconds) as in the conventional system, but the travel distance is limited to a maximum travel distance Lmax set according to the vehicle speed at the time of abnormality determination. As a result, in this embodiment, the travel time and travel distance can be reduced more easily and safely than in the conventional system.

[0083] Furthermore, in this embodiment, the set deceleration is calculated so that the search distance Ls of the search section Ss from the position P3 where the search speed Vs is reached to the end position P5 is at least equal to or greater than the installation interval Lint of the parking spaces 4. Therefore, there is a high possibility that a parking space 4 is present within the search section Ss. This increases the possibility of detecting a parking space 4 in EDA control in this embodiment.

[0084] According to this embodiment, when estimating the installation interval Lint, the ECU 10 estimates the road type of the driving lane 3 from the image data, and estimates the installation interval Lint using the installation interval data Dint and the estimated road type. According to this embodiment, the installation interval Lint can be appropriately estimated by estimating the road type from the image data.

[0085] According to the present embodiment, the ECU 10 determines whether the set deceleration is greater than a predetermined upper threshold value (for example, −1.0 m / s 2 ), the upper limit threshold is set to the set deceleration. According to this embodiment, when a deceleration smaller than the upper limit threshold is calculated, which results in a very gradual deceleration, the upper limit threshold is set to the set deceleration, so that the speed of the vehicle 1 can be decelerated relatively quickly to the search speed Vs. This allows the search distance Ls of the search section Ss to be set longer than the installation interval Lint, thereby further improving the probability of detecting the parking space 4.

[0086] According to the present embodiment, the ECU 10 determines whether the set deceleration is below a predetermined lower limit threshold (for example, −1.5 m / s 2 ), the lower limit threshold is set to the set deceleration. According to this embodiment, when a deceleration greater than the lower limit threshold is calculated, such that the combined deceleration is large and sudden deceleration occurs, the lower limit threshold is set to the set deceleration, thereby making it possible to decelerate the speed of the vehicle 1 to the search speed Vs while avoiding sudden deceleration. This makes it possible to set a longer search distance Ls while ensuring the safety of the driver.

[0087] According to this embodiment, the deceleration of natural deceleration is the deceleration when the vehicle 1 decelerates without the driver depressing the accelerator pedal or the brake pedal. In other words, when the driver is unable to drive, the driver is not physically able to operate the accelerator pedal or the brake pedal.

[0088] Furthermore, according to this embodiment, the memory unit 10b further stores speed gradient data Dlim that defines the relationship between the speed limit and the maximum allowable gradient of the road. The ECU 10 identifies the speed limit of the driving lane 3 based on the image data captured by the exterior camera 21, obtains the maximum allowable gradient of the driving lane 3 from the speed gradient data Dlim, corrects the natural deceleration based on the obtained maximum allowable gradient, and calculates the maximum traveling distance Lmax using the corrected deceleration.

[0089] According to this embodiment, the maximum allowable gradient of the driving lane 3 can be estimated from the speed limit of the driving lane 3. When the driving lane 3 is on an uphill slope, the travel distance until the vehicle comes to a natural stop due to natural deceleration (i.e., the travel distance when EDA control is not executed) is shorter than when the driving lane 3 is flat. Therefore, if the maximum travel distance Lmax is estimated without taking the gradient of the driving lane 3 into consideration, the maximum travel distance Lmax may be longer than the travel distance until the vehicle comes to an automatic stop due to natural deceleration. Therefore, in this embodiment, the maximum allowable gradient of the driving lane 3 is estimated from the speed limit of the driving lane 3, and the natural deceleration is corrected based on this maximum allowable gradient. The maximum travel distance Lmax is then calculated using the corrected natural deceleration, thereby limiting the maximum travel distance Lmax to a value equal to or less than the travel distance when EDA control is not executed.

[0090] Furthermore, according to this embodiment, the ECU 10 acquires the inclination angle of the traveling lane 3, corrects the natural deceleration based on the acquired inclination angle, and calculates the maximum traveling distance Lmax using the corrected deceleration.

[0091] According to this embodiment, the natural deceleration can be corrected based on the inclination angle of the travel lane 3. When the travel lane 3 is on an upslope, the travel distance until the vehicle comes to a natural stop due to natural deceleration (i.e., the travel distance when EDA control is not executed) is shorter than when the travel lane 3 is horizontal. Therefore, if the maximum travel distance Lmax is estimated without taking the inclination of the travel lane 3 into consideration, the maximum travel distance Lmax may be longer than the travel distance until the vehicle comes to an automatic stop due to natural deceleration. Therefore, in this embodiment, the inclination angle of the travel lane 3 is obtained from an inclination angle sensor (such as the acceleration sensor 24), and the natural deceleration is corrected based on the obtained inclination angle. The corrected natural deceleration is then used to calculate the maximum travel distance Lmax, thereby limiting the maximum travel distance Lmax to a value equal to or less than the travel distance when EDA control is not executed.

[0092] Furthermore, according to this embodiment, the natural deceleration is set to a fixed value, and thus the natural deceleration can be set to a constant value according to the design of the vehicle 1.

[0093] Furthermore, according to this embodiment, the search speed Vs is set to 5 to 10 km / h. According to this embodiment, it is easy to detect a parking space 4 while traveling at the search speed Vs, and the vehicle can automatically stop safely in the parking space 4 after detection. [Explanation of symbols]

[0094] 1 vehicle 3 driving lanes Sd Deceleration section Ss Search section Ld deceleration distance Ls search distance 4 Parking spaces 10 ECU 100 Vehicle Control System Lmax Maximum driving distance Lint Parking Space Spacing P1~P5 position Dint installation interval data Dlim velocity gradient data Ddec natural deceleration data

Claims

1. A vehicle control system for automatically stopping a vehicle when a driver becomes unable to drive while the vehicle is traveling in a driving lane, comprising: a vehicle control device capable of performing steering control of the vehicle using a steering control device of the vehicle and speed control of the vehicle using a brake control device and an engine control device of the vehicle so as to stop the vehicle in a parking space outside the driving lane; a surrounding environment imaging unit that captures an image of an external surrounding environment of the vehicle and outputs image data of the surroundings of the vehicle; a positioning system for detecting current vehicle position information of the vehicle; A navigation system that provides map information; a driver state detection unit that detects the state of the driver; a storage unit that stores installation interval data that defines the relationship between a road type and an installation interval at which the parking spaces are provided; When the vehicle control device determines that the driver is unable to drive based on the detection information of the driver state detection unit, using the speed of the vehicle at the time of determining the inoperable state, estimating a maximum travel distance, which is a travel distance that the vehicle is expected to travel from the starting position of the vehicle at the time of the determination until it stops if it decelerates from the speed at the time of the determination at a predetermined natural deceleration; using the imaging data of the surrounding environment imaging unit and based on the installation interval data, estimating the installation interval at which the parking spaces will be provided; calculating a set deceleration for decelerating the speed of the vehicle to a predetermined search speed while the vehicle travels on the travel lane from the start point position a deceleration distance that is a difference between the maximum travel distance and the installation interval, and decelerating the vehicle to the search speed at the set deceleration by the speed control; causing the vehicle to travel at the search speed by the speed control and the steering control based on the image data captured by the surrounding environment image capturing unit, and detecting the parking space based on the image data or the current vehicle position information and the map information; If the parking space is detected while the vehicle is traveling the maximum distance from the start position, the vehicle is stopped in the parking space; If the vehicle does not detect the parking space while traveling the maximum distance from the start point position, the vehicle control system is configured to stop the vehicle at the end point position reached after traveling the maximum distance.

2. 2. The vehicle control system according to claim 1, wherein, when estimating the installation interval, the vehicle control device estimates a road type of the driving lane from the imaging data, and estimates the installation interval using the installation interval data and the estimated road type.

3. The vehicle control system according to claim 1 , wherein when the set deceleration is smaller than a predetermined upper limit threshold as a deceleration, the vehicle control device sets the upper limit threshold as the set deceleration.

4. The vehicle control system according to claim 1 , wherein when the set deceleration is greater than a predetermined lower limit threshold as a deceleration, the vehicle control device sets the lower limit threshold as the set deceleration.

5. 2. The vehicle control system according to claim 1, wherein the natural deceleration is a fixed value set as a deceleration rate when the vehicle decelerates in a state where the driver is not depressing an accelerator pedal or a brake pedal.

6. the storage unit further stores speed gradient data defining a relationship between a speed limit and a maximum allowable gradient of a road, and natural deceleration data defining a value of natural deceleration according to the road gradient; The vehicle control device includes: Identifying a speed limit of the driving lane based on image data captured by the surrounding environment imaging unit; obtaining a maximum allowable gradient of the driving lane from the speed gradient data; 2. The vehicle control system according to claim 1, wherein the natural deceleration is corrected in accordance with the acquired maximum allowable gradient based on the natural deceleration data, and the maximum travel distance is calculated using the corrected deceleration.

7. the storage unit further stores natural deceleration data that defines a value of natural deceleration according to a road gradient; The vehicle control device includes: Obtaining the inclination angle of the driving lane; The vehicle control system according to claim 1 , wherein the natural deceleration is corrected in accordance with the acquired tilt angle based on the natural deceleration data, and the maximum travel distance is calculated using the corrected deceleration.

8. The vehicle control system according to claim 1 , wherein the natural deceleration is set to a fixed value.

9. 2. The vehicle control system according to claim 1, wherein the search speed is set to 5 to 10 km / h.

Images