JP6447962B2 - Vehicle control device - Google Patents

Description

  The present invention relates to a vehicle control device, and more particularly, to a vehicle control device that supports driving of a vehicle.

  Conventionally, a plurality of safe driving support systems including a lane keeping assist system and an auto cruise system are mounted on a vehicle. In these systems, automatic brake control, steering assist control, and the like are used. Therefore, a brake request signal for performing automatic brake control and a steering request signal for performing steering assist control may be issued from each system. For example, a brake request signal may be issued from different systems at different timings. In such a case, priority is given to one request signal from a plurality of request signals (see, for example, Patent Document 1).

JP 2011-51547 A

  However, if the safe driving support system becomes more complex in the future, the safe driving support system may not function efficiently as a whole simply by giving priority to one request signal.

  The present invention has been made to solve such a problem, and an object of the present invention is to provide a vehicle control device capable of efficiently executing vehicle control for safe driving support.

In order to achieve the above object, the present invention is a vehicle control device mounted on a vehicle, detects an object in front of the vehicle, and at least partially around the object, the traveling direction of the vehicle A speed distribution area that defines the distribution of the allowable upper limit value of the relative speed of the vehicle with respect to the object in the vehicle is set, and travel control that suppresses the relative speed of the vehicle to the target object from exceeding the allowable upper limit value in the speed distribution area is executed. The speed distribution region includes a plurality of speed distribution areas so that the allowable upper limit value of the relative speed of the vehicle with respect to the object decreases as the distance from the object decreases so as not to protrude into the adjacent lane. When the road on which the object is located is a straight line, it has the same allowable upper limit value in at least one of the side areas of the speed distribution area. If the relative speed line connecting the points is set to be a straight line, and the road on which the object is located is curved, the front end of the equal relative speed line in at least one of the side areas of the speed distribution area and rear end, the object is set to the same position as if the constant relative velocity located on a straight road is set to a straight line, and a plurality of constant relative velocity between the front and rear end, It is set so that it may curve according to the curvature of a road.

  According to the present invention configured as described above, the velocity distribution region is set in at least a part of the periphery of the object. In this speed distribution area, an allowable upper limit value of the relative speed with respect to the object of the vehicle is set. Then, the vehicle control device controls so that the relative speed of the vehicle with respect to the object does not exceed the allowable upper limit set in this speed distribution region. As described above, in the present invention, the allowable upper limit value with respect to the relative speed between the object and the vehicle is limited, and control is performed by integrating a safe driving support system such as automatic brake control and steering assist control. Therefore, safe driving support can be provided by simple and efficient speed control.

  Further, in the present invention, when the road on which the object is located is curved, the speed distribution area is equivalent to connecting points having the same allowable upper limit value in at least one of the side areas of the speed distribution area. The speed line is set so as to curve corresponding to the curvature of the road. Here, when the road is curved, if a speed distribution area is set as in the case of a straight road, a part of the speed distribution area may be set beyond the lane boundary of the road. In that case, there is a possibility that the traveling speed of the vehicle may be limited or the course may be changed by the allowable upper limit value that protrudes from the traveling lane of the vehicle even though the vehicle is traveling in the adjacent lane. This is unnecessary deceleration and steering avoidance for the occupant. Therefore, in the present invention, when the road on which the object is located is curved, the velocity distribution area is equal relative to at least one of the lateral areas of the velocity distribution area by connecting points having the same allowable upper limit value. By setting the speed line so as to be curved according to the curvature of the road, a speed distribution region corresponding to the shape of the road is set, and unnecessary deceleration and steering of the vehicle can be avoided. As a result, it is possible to provide driving assistance that allows the passenger to feel safe and secure.

In the present invention, preferably, when the vehicle is in a position offset laterally with respect to the front-rear direction of the object, the speed distribution region is only in the side region closer to the vehicle, and the equal relative speed line is the road. It is set so as to bend in accordance with the curvature.
According to the present invention configured as described above, when the vehicle is offset laterally with respect to the front-rear direction of the object, the equal relative velocity line is curved only in the side region near the vehicle. Set to Here, when the vehicle is offset laterally with respect to the front-rear direction of the object, the possibility of the vehicle approaching the object in the side area of the object close to the vehicle is the object far from the vehicle. It is higher than the possibility that the vehicle approaches the object in the side area of the object. Therefore, in the present invention, the speed distribution region is set so that the equal relative speed line is curved corresponding to the curvature of the road only in the side region closer to the vehicle in the side region of the speed distribution region. Thus, since the speed distribution area corresponding to the shape of the road is set only in the required area, safe and safe driving support is realized with a simple calculation process.

In the present invention, preferably, the velocity distribution region has an allowable upper limit value zero region where the allowable upper limit value becomes zero at a position away from the object by a predetermined distance, and at a position closer to the object than the relative velocity zero region. There is an entry prohibition area where entry of vehicles is prohibited.
According to the present invention configured as described above, the speed distribution region includes the allowable upper limit value zero region where the allowable upper limit value is zero, and the vehicle entry prohibited region where entry of the vehicle is prohibited. Therefore, for example, when the vehicle approaches the object and enters the allowable upper limit value zero region, the allowable upper limit value of the relative speed is controlled to zero, so the vehicle does not approach the object any more. Thereby, the vehicle control apparatus can perform safe vehicle driving assistance.
In addition, even if the vehicle further approaches the target within the zero allowable upper limit area due to unexpected movement of the target, etc., the vehicle is prohibited from entering because the target prohibition area is set for the target. Braking / steering control is performed so as not to enter the area. Therefore, even when braking / steering control is performed to avoid a collision, a predetermined distance is ensured between the vehicle and the object, so that passengers can feel safe and secure driving assistance without feeling uneasy. Become.

  ADVANTAGE OF THE INVENTION According to this invention, the vehicle control apparatus which can perform the vehicle control for safe driving assistance efficiently can be provided.

1 is a configuration diagram of a vehicle control system according to a first embodiment of the present invention. It is a figure which shows the relationship between the allowable upper limit of relative speed with respect to the object vehicle by 1st embodiment of this invention, and clearance. It is a figure of the speed distribution field set up to an object vehicle when the road is a straight line in the vehicle control system by a first embodiment of the present invention. It is a figure which shows the approach prohibition area | region of the speed distribution area | region by 1st embodiment of this invention. It is a figure of the speed distribution area set when the road is curving in the vehicle control system by a first embodiment of the present invention. It is a processing flow of the vehicle control system by 1st embodiment of this invention. It is a figure of the speed distribution area | region set with respect to a target vehicle when the road is a straight line in the vehicle control system by 2nd embodiment of this invention. It is a figure of the speed distribution field set up to an object vehicle when the road is curving in the vehicle control system by a second embodiment of the present invention. It is a figure of the speed distribution area | region set with respect to a stop vehicle in the vehicle control system by 3rd embodiment of this invention.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the accompanying drawings. In the second and subsequent embodiments, the same components as those in the first embodiment are denoted by the same reference numerals as those in the first embodiment, and the description thereof will be simplified or omitted.

[First embodiment]
Hereinafter, a vehicle control system according to an embodiment of the present invention will be described with reference to the accompanying drawings. First, the configuration of the vehicle control system will be described with reference to FIG. FIG. 1 is a configuration diagram of a vehicle control system.

  As shown in FIG. 1, the vehicle control system 100 is mounted on a vehicle 1 (see FIG. 3), and includes a vehicle control device (ECU) 10, a plurality of sensors, and a plurality of control systems. The plurality of sensors include an in-vehicle camera 21, a millimeter wave radar 22, a vehicle speed sensor 23, a positioning system 24, and a navigation system 25. The plurality of control systems include an engine control system 31, a brake control system 32, and a steering control system 33.

  The ECU 10 includes a computer having a CPU, a memory for storing various programs, an input / output device, and the like. Based on signals received from the plurality of sensors, the ECU 10 sends request signals for appropriately operating the engine system, the brake system, and the steering system to the engine control system 31, the brake control system 32, and the steering control system 33, respectively. It is configured to allow output. Therefore, the ECU 10 functionally includes a data acquisition unit, an object detection unit, a position and relative speed calculation unit, a road curvature calculation unit, a speed distribution region setting unit, a route calculation unit, and avoidance control execution. Department.

The in-vehicle camera 21 images the surroundings of the vehicle 1 and outputs the captured image data. The ECU 10 specifies an object (for example, a preceding vehicle) based on the image data. In addition, ECU10 can pinpoint the advancing direction or front-back direction of a target object from image data.
Further, the ECU 10 acquires information indicating the road extending direction, such as a white line and a median separating the road on which the vehicle travels and / or the road on which the object is located, based on the image data from the in-vehicle camera 21. . And ECU10 calculates the curvature of a road from the acquired information. In the present embodiment, the ECU 10 detects a white line on the road, grasps the position of the white line as XY coordinates, and calculates the curvature of the road from the amount of change in the XY coordinates. Note that the curvature of the road is not limited to that obtained from the image data, and may be calculated based on road information recorded in the navigation system 25, for example.

  The millimeter wave radar 22 is a measuring device that measures the position and speed of an object, transmits radio waves (transmission waves) toward the front of the vehicle 1, and reflects reflected waves generated by reflection of the transmission waves by the object. Receive. The millimeter wave 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 based on the transmitted wave and the received wave. In the present embodiment, instead of the millimeter wave radar 22, a distance from the object and a relative speed may be measured using a laser radar, an ultrasonic sensor, or the like. Moreover, you may comprise a position and speed measuring apparatus using a some sensor.

The vehicle speed sensor 23 calculates the absolute speed of the vehicle 1.
The positioning system 24 is a GPS system and / or a gyro system, and calculates the position of the vehicle 1 (current vehicle position information).
The navigation system 25 stores map information therein and can provide the map information to the ECU 10. Based on the map information and the current vehicle position information, the ECU 10 identifies roads, traffic signals, buildings, and the like that exist around the vehicle 1 (particularly in the forward direction). Further, the ECU 10 may specify cliffs, grooves, holes and the like that are difficult to specify from the image data obtained by the in-vehicle camera 21 based on the map information. The map information may be stored in the ECU 10.

  The engine control system 31 is a controller that controls the engine of the vehicle 1. When it is necessary to accelerate or decelerate the vehicle 1, the ECU 10 outputs an engine output change request signal requesting the engine control system 31 to change the engine output.

  The brake control system 32 is a controller for controlling the brake device of the vehicle 1. When it is necessary to decelerate the vehicle 1, the ECU 10 outputs a brake request signal requesting the brake control system 32 to generate a braking force on the vehicle 1.

  The steering control system 33 is a controller that controls the steering device of the vehicle 1. When it is necessary to change the traveling direction of the vehicle 1, the ECU 10 outputs a steering direction change request signal for requesting the steering control system 33 to change the steering direction.

Next, speed control of the vehicle control system 100 of the present embodiment will be described.
In general, when catching up to an object on or near a road (for example, a preceding vehicle, a parked vehicle, a guardrail, etc.) or passing (or overtaking / passing), the driver of the traveling vehicle Thus, a predetermined distance or interval is maintained between the vehicle and the object and the vehicle is decelerated. Specifically, in order to avoid the danger that the preceding vehicle suddenly changes the course, the walking car comes out from the blind spot of the road, or the door of the parked vehicle opens, the smaller the distance to the object, The relative speed with respect to the object is reduced.

  In general, when approaching an object such as a preceding vehicle from the rear, the driver of the traveling vehicle adjusts the speed (relative speed) according to the inter-vehicle distance (vertical distance) along the traveling direction. Specifically, when the inter-vehicle distance is large, the approach speed (relative speed) is maintained high, but when the inter-vehicle distance is small, the approach speed is decreased. The relative speed between the traveling vehicle and the object is zero at a predetermined inter-vehicle distance. This is not limited to the case where the object is a preceding vehicle, and the same applies to a parked vehicle, a guardrail, and the like.

  In this way, the driver feels that he can drive safely with respect to the object while considering the relationship between the distance between the object and the vehicle (including the lateral distance and the longitudinal distance) and the relative speed. The vehicle is driven to avoid danger by ensuring distance and relative speed.

FIG. 2 is an explanatory diagram showing the relationship between the allowable upper limit value of the relative speed with respect to the object and the distance (clearance) with respect to the object in the vehicle control system 100 of the present embodiment. As shown in FIG. 2, when the vehicle 1 travels at a certain absolute speed, the allowable upper limit value V _lim set for the object is 0 until the distance X to the object is D ₀ (safety distance). It is (zero) km / h and increases in a quadratic function above D ₀ (V _lim = k (X−D ₀ ) ² , where X ≧ D ₀ ). That is, to ensure safety, the relative speed of the vehicle 1 is _zero when the distance X is equal to or less than D0. On the other hand, when the distance X is equal to or greater than D ₀ , the vehicle 1 can travel at a higher relative speed as the distance increases.

In the example of FIG. 2, the allowable upper limit value for the object is _defined by V _lim = f (X) = k ₀ (X−D ₀ ) ² . K ₀ is a gain coefficient related to the degree of change in V _lim with respect to X, and is set depending on the type of the object.

In this embodiment, V _lim is _defined so as to include a safe distance and to be a quadratic function of X. However, the present invention is not limited to this and is defined by another function (for example, a linear function). May be. Further, the allowable upper limit value V _lim of the target object may be set in the horizontal direction or the vertical direction (front or rear) of the target object, and can be set for all radial directions centering on the target object. At that time, the coefficient k and the safety distance D ₀ can be set according to the direction from the object.

In consideration of the above-described allowable upper limit value V _lim , in the present embodiment, the vehicle 1 is subject to an object detected from the vehicle 1 (preceding vehicle, parked vehicle, pedestrian, guardrail, etc.). Is configured to set a two-dimensional distribution (velocity distribution regions 40, 50) that defines an allowable upper limit value for the relative speed in the traveling direction of the vehicle 1 (around the lateral region, the rear region, and the front region). Has been.

FIG. 3 is an explanatory diagram of the speed distribution region set for the preceding vehicle on the straight road 2 during the normal running of the vehicle control system 100 according to the first embodiment of the present invention. As shown in FIG. 3, in the speed distribution region 40, an allowable upper limit value V _{lim for the} relative speed is set at each point around the preceding vehicle 3. That is, in the speed distribution region 40, the allowable upper limit value V _{lim of the} relative speed is set over the periphery of the preceding vehicle 3 (the entire periphery from the front direction to the lateral direction and the rear direction). The vehicle 1 is limited in relative speed with respect to the preceding vehicle 3 by the allowable upper limit value V _lim in the speed distribution region 40 during operation of the driving support system.

The speed distribution region 40 is set so that the allowable upper limit value of the relative speed becomes smaller as the lateral distance and the longitudinal distance from the preceding vehicle 3 become smaller (closer to the preceding vehicle 3). Further, in FIG. 3, for the sake of easy understanding, an equal relative velocity line connecting points having the same allowable upper limit value is shown. In the present embodiment, the equal relative velocity lines a, b, and c correspond to allowable upper limit values V _lim of 0 km / h, 20 km / h, and 40 km / h, respectively.
The equal relative speed lines a, b, c are each formed in a substantially rectangular shape with rounded corners, and are arranged symmetrically with respect to the traveling direction or the front-rear direction of the preceding vehicle 3. The front and rear sides of the equal relative speed lines a, b, and c are arranged in parallel with the lateral direction of the preceding vehicle 3, and the side sides are arranged in parallel with the longitudinal direction of the preceding vehicle 3. In the example of FIG. 3, since the preceding vehicle 3 is located on the straight road 2, the front and rear sides of the equal relative speed lines a, b, c are in a direction orthogonal to the extending direction of the straight road 2. The side is arranged in the direction in which the straight road 2 extends, that is, in parallel with the direction in which the white line and the median strip extend.

  In FIG. 3, the speed distribution region 40 with an allowable upper limit value of 40 km / h is shown. However, the speed distribution region up to a larger relative speed is considered in consideration of the passing with the oncoming vehicle traveling on the oncoming lane. 40 can be set.

In such a speed distribution region 40, the vehicle 1 cannot enter the surroundings of the preceding vehicle 3 inside the equal relative speed line a where the allowable upper limit value V _lim is 0 km / h, that is, the vehicle 1 no longer enters. The entry prohibition area 42 in which the vehicle cannot approach the preceding vehicle 3 is set.
Further, the area outside the entry prohibition area 42 and inside the relative relative speed line a where the relative upper limit value V _lim of the relative speed is 0 km / h is an allowable upper limit value V _lim of the relative speed between the vehicle 1 and the preceding vehicle 3. Is set as a zero relative speed region 44 limited to 0 km / h.

Here, the entry prohibition area 42 and the zero relative speed area 42 will be described in detail.
FIG. 4 is a diagram showing the entry prohibition area 42 of the speed distribution area 40. As shown in FIG. 4, the entry prohibition area 42 is a rectangular area set around (the entire circumference) of the preceding vehicle 3. The vehicle 3 is controlled so as not to enter the entry prohibition area 42 under any circumstances. That is, the vehicle control system 100 sets the target travel route outside the entry prohibition area 42 or decelerates outside the entry prohibition area 42 when performing control such as driving support and collision avoidance, The vehicle 1 is configured to perform braking control and / or steering control so that the vehicle 1 does not enter the inside of the entry prohibition area 42.

  The entry prohibition area 42 is a front boundary line 42 </ b> A that is set in front of the preceding vehicle 3 and is the front end of the entry prohibition area 42, and a rear end of the entry prohibition area 42 that is set behind the preceding vehicle 3. This is an area surrounded by the rear boundary line 42B and the side boundary line 42C that is set to the left and right of the preceding vehicle 3 and that is the side edge of the entry prohibition area 42.

The front boundary line 42 </ b> A of the entry prohibition area 42 is set at a position away from the front end of the preceding vehicle 3 by a predetermined forward distance Da. The predetermined forward distance Da is obtained by the following formula.
[Equation 1]
Da = Lc / 2 + k ₁ Vp + k ₂ (1)

Here, Lc is the vertical length (m) of the vehicle 1, and Vp is the traveling speed (m / s) of the preceding vehicle 3. Further, k ₁ and k ₂ are constants, and in this embodiment, k ₁ = 0.5 and k ₂ = 5 are set.
In the present embodiment, the vehicle control system 100 recognizes the position of the vehicle 1 as a point at the center C of the vehicle 1. Therefore, in the present embodiment, in Formula 1 above, by adding the term of Lc / 2 and adding the length from the center C of the vehicle 1 to the rear of the vehicle 1, the vehicle 1 from the front end of the preceding vehicle 3 is added. A predetermined forward distance Da is calculated as the distance to the center C. Therefore, for example, when a predetermined forward distance Da of the front boundary line 42A of the entry prohibition area 42 is set as a distance from the front end of the preceding vehicle 3 to the rear end of the vehicle 1, Da is Da = k ₁ represented by vp + k _2.

  In FIG. 4, the distance from the front end and the rear end of the preceding vehicle 3 to a half distance (Lc / 2) of the longitudinal length Lc of the vehicle 1 and the side end of the preceding vehicle 3 from the side end of the vehicle. The position of the distance half the length Wc in the horizontal direction (Wc / 2) is indicated as a contact area T by a dashed-dotted rectangle.

The rear boundary line 42B of the entry prohibition area 42 is set at a position away from the rear end of the preceding vehicle 3 by a predetermined rear distance Db. The predetermined backward distance Db is obtained by the following equation.
[Equation 2]
Db = Lc / 2 + k ₃ (2)

Here, k ₃ is a constant, and in the present embodiment, k ₃ = 2 is set.
In the present embodiment, as described above, since the vehicle control system 100 recognizes the position of the vehicle 1 as a point of the center C of the vehicle 1, the predetermined backward distance Db is represented by the preceding formula 2 in the above equation 2. The distance from the rear end of the vehicle 3 to the center C of the vehicle 1 is set. Therefore, for example, when a predetermined rear distance Db of the rear boundary line 42B of the entry prohibition area 42 is set as a distance from the rear end of the preceding vehicle 3 to the front end of the vehicle 2, Db is Db = 2. is there.

  In the present embodiment, the predetermined rear distance Db of the rear boundary line 42B of the entry prohibition area 42 is a constant value, but is not limited to this, depending on the traveling speed of the vehicle 1, the traveling speed of the preceding vehicle 3, and the like. It may be set variably.

The side boundary line 42C of the entry prohibition area 42 is set at a position away from the side end of the preceding vehicle 3 by a predetermined side distance Dc. The predetermined side distance Dc is obtained by the following equation.
[Equation 3]
Dc = Wc / 2 + k ₄ Vp + k ₅ (3)

Here, Wc is the lateral length (m) of the vehicle 1, and Vp is the traveling speed (m / s) of the preceding vehicle 3. Further, k ₄ and k ₅ are constants, and in this embodiment, k ₄ = 0.1 and k ₅ = 0.5 are set.
In the present embodiment, as described above, since the vehicle control system 100 recognizes the position of the vehicle 1 as the center point C of the vehicle 1, the predetermined lateral distance Dc in Equation 3 is It is set as the distance from the side end of the preceding vehicle 3 to the center C of the vehicle 1. For this reason, for example, when the predetermined side distance Dc of the side boundary line 42C of the entry prohibition area 42 is set as the distance from the side end of the preceding vehicle 3 to the side end of the vehicle 2, Dc is It is represented by Dc = k ₄ Vp + k ₅ .

Here, the predetermined front distance Da, the rear distance Db, and the side distance Dc correspond to the safety distance D ₀ described in FIG. 2, but these distances Da, Db, and Dc are simply the vehicle 1. Is not set as a distance that does not collide with the preceding vehicle 3, and when the vehicle 1 approaches the preceding vehicle 3, the passengers of the vehicle 1 can feel safe and drive without fear Is set as

Further, when the mathematical formula (1) is compared with the mathematical formula (2), the front distance Da of the entry prohibition area 42 is set to be always larger than the rear distance Db.
Further, as shown in the mathematical expressions (1) and (3), the forward distance Da and the lateral distance Dc are set so as to change according to the speed of the preceding vehicle 3. More specifically, the predetermined distances Db and Dc are set to increase as the traveling speed Vp of the preceding vehicle 3 increases.

  Next, the zero relative speed region 44 will be described. As shown in FIG. 3, the zero relative velocity region 44 is a substantially rectangular region having four corners in an arc shape, which is disposed outside the entry prohibition region 42 and surrounded by the equal relative velocity line a. In the present embodiment, when the vehicle 1 enters the area inside the zero relative speed area 44, the vehicle control system 100 makes the relative speed between the vehicle 1 and the preceding vehicle 3 negative, that is, the traveling of the preceding vehicle 3 The vehicle 1 is controlled to be braked so that the traveling speed of the vehicle 1 is slower than the speed. By such braking control, when the vehicle 1 enters the zero relative speed region 44, the vehicle 1 is controlled to exit outside the zero relative speed region 44, that is, away from the preceding vehicle 3.

  When the entry prohibition area 42 changes due to the change in the traveling speed Vp of the preceding vehicle 3, the zero relative speed area 44 and the surrounding speed distribution area 40 change accordingly. That is, for example, when the forward distance Da of the entry prohibition area 42 is increased, the forward distance of the zero relative speed area 44 and the surrounding speed distribution area 40 is also increased, and the equal relative speed line a from the front boundary line 42A of the entry prohibition area 42 is increased. , B, and c are increased in distance to the front side.

Next, the speed distribution region 50 set around the preceding vehicle 3 when the preceding vehicle 3 is located on the curved road 5 will be described.
FIG. 5 is set for the preceding vehicle 3 when the vehicle 1 and the preceding vehicle 3 are located on the curved road 5 where the road is curved during the normal traveling of the vehicle control system 100 according to the first embodiment. 5 is an explanatory diagram of a velocity distribution region 50. FIG. As shown in FIG. 5, the speed distribution area 50 is similar to the speed distribution area 40 set in the case of the straight road 2 as the lateral distance and the longitudinal distance from the preceding vehicle 3 become smaller (the preceding vehicle 3). The allowable upper limit value of the relative speed is set to be smaller as the value approaches. In FIG. 5, for the sake of easy understanding, equal relative velocity lines connecting points having the same allowable upper limit value are shown. In the present embodiment, the equal relative velocity lines d, e, and f correspond to allowable upper limit values V _lim of 0 km / h, 20 km / h, and 40 km / h, respectively.

In such a speed distribution region 50, the vehicle 1 cannot enter the surroundings of the preceding vehicle 3 inside the equal relative speed line d with the allowable upper limit value V _lim of 0 km / h, that is, the vehicle 1 no more. The entry prohibition area 52 in which the vehicle cannot approach the preceding vehicle 3 is set. The entry prohibition area 52 is a substantially rectangular area set by the same method as the entry prohibition area 42 set when the preceding vehicle 3 is located on the straight road 2.

An area outside the entry prohibition area 52 and inside the relative relative speed line d where the relative upper limit value V _lim of the relative speed is 0 km / h is an allowable upper limit value V _lim of the relative speed between the vehicle 1 and the preceding vehicle 3. Is set as a zero relative speed region 54 limited to 0 km / h. Therefore, the zero relative speed region 54 has a front edge and a rear edge parallel to the lateral direction of the preceding vehicle 3, and both side edges corresponding to the curvature of the curved road 5, more specifically, the curvature of the curved road 5. The region has a curved shape with an equal curvature.

  Here, the front and rear sides of the equal relative velocity lines d, e, and f are respectively the same as the front and rear sides of the equal relative velocity lines a, b, and c set in the case of the straight road 2. It is arranged in parallel with the lateral direction of the preceding vehicle 3. The lengths of the front and rear sides of the equal relative velocity lines d, e, and f are set in the same manner as the lengths of the front and rear sides of the equal relative velocity lines a, b, and c. It is arranged at a position symmetrical to the preceding vehicle 3. On the other hand, in the lateral region of the velocity distribution region 50, the curvatures corresponding to the curvature of the curved road 5 are such that the sides of the equal relative velocity lines d, e, and f connect the ends of the front and rear sides, respectively. More specifically, it is curved with a curvature equal to the curvature of the curved road 5. Further, the four corners of the equal relative speed lines d, e, and f are formed in an arc shape like the speed distribution region 40 set when the preceding vehicle 3 is positioned on the straight road 2.

  Note that the velocity distribution areas 40 and 50 are not limited to the above calculation method, and can be set based on various parameters. As parameters, for example, the relative speed between the vehicle 1 and the object, the type of the object, the traveling direction of the vehicle 1, the moving direction and moving speed of the object, the length of the object, the absolute speed of the vehicle 1 and the like are considered. Can do. That is, the coefficient k and the calculation formula can be selected based on these parameters.

  Further, the velocity distribution regions 40 and 50 can be set for various objects. Examples of the object include a vehicle, a pedestrian, a bicycle, a traveling road segment, an obstacle, a traffic signal, a traffic sign, and the like. Vehicles can be distinguished by automobiles, trucks, and motorcycles. Pedestrians can be distinguished by adults, children and groups. The traveling road section includes a guard rail, a road shoulder that forms a step at the end of the traveling road, a center divider, and a lane boundary. Obstacles include cliffs, grooves, holes, and falling objects. Traffic signs include stop lines and stop signs.

  Next, with reference to FIG. 6, the process flow of the vehicle control system of this embodiment will be described. FIG. 6 is a processing flow of the vehicle control device. When the vehicle 1 is traveling on the traveling road, as shown in FIG. 6, the ECU 10 (data acquisition unit) of the vehicle 1 acquires various data from a plurality of sensors (S10). Specifically, the ECU 10 receives image data obtained by imaging the front of the vehicle 1 from the in-vehicle camera 21 and receives measurement data from the millimeter wave radar 22.

  ECU10 (target object detection part) processes the data acquired from the external sensor containing the vehicle-mounted camera 21 at least, and detects a target object (S11). Specifically, the ECU 10 performs image processing of the image data and detects the preceding vehicle 3 as an object. At this time, the type of the object (in this case, the vehicle) is specified. Further, the ECU 10 can detect the presence of a specific obstacle from the map information.

Moreover, ECU10 (position and relative speed calculation part) calculates the position and relative speed of the detected target object (preceding vehicle 3) with respect to the vehicle 1 based on measurement data. The position of the target object includes a vertical position (vertical distance) along the traveling direction of the vehicle 1 and a horizontal position (horizontal distance) along the horizontal direction orthogonal to the traveling direction. As the relative speed, the relative speed included in the measurement data may be used as it is, or a speed component along the traveling direction may be calculated from the measurement data. The velocity component orthogonal to the traveling direction does not necessarily have to be calculated, but may be estimated from a plurality of measurement data and / or a plurality of image data if necessary.
Moreover, ECU10 (road curvature calculation part) specifies the white line of a road based on the image data of the vehicle-mounted camera 21, and calculates the curvature of a road from the position of a white line.

  The ECU 10 (speed distribution area setting unit) sets the speed distribution areas 40 and 50 for the detected object (that is, the preceding vehicle 3) according to the calculated curvature of the road (S12). Here, since the curvature of the road is 0 when the road is a straight line, a substantially rectangular velocity distribution region in which the curvatures of the sides of the equal relative velocity lines a, b, and c are 0 as shown in FIG. 40 is set. When the road is curved, the curvature of the road becomes a value other than 0. Therefore, the curvatures of the sides of the equal relative velocity lines d, e, and f as shown in FIG. 5 are equal to the curvature of the road. A curved velocity distribution region 50 is set so as to be. That is, in either case, the side of the equal relative velocity line in the velocity distribution region is arranged with a curvature equal to the curvature of the road.

The ECU 10 (route calculation unit) calculates a travelable route of the vehicle 1 and a set vehicle speed or a target speed at each position on the route based on the set speed distribution regions 40 and 50 (S13). Then, in order for the vehicle 1 to travel on the calculated route, the ECU 10 (travel control execution unit) executes travel control (S14).
6 is repeatedly executed every predetermined time (for example, 0.1 second), the calculated route and the set speed on this route change with time.

Here, speed control of the vehicle 1 when the vehicle 1 approaches the preceding vehicle 3 from behind the preceding vehicle 3 when the vehicle 1 and the preceding vehicle 3 are traveling on the curved road 5 will be described.
When the vehicle 1 approaches the preceding vehicle 3 from behind the preceding vehicle 3 as indicated by a route R1 in FIG. 5, the vehicle 1 crosses the equal relative speed lines f, e, and d in the speed distribution region 50. Runs. In this case, for example, if the vehicle 1 is traveling at 40 km / h, the traveling speed can be maintained up to the equal relative speed line f, but when the vehicle 1 exceeds the equal relative speed line f, the allowable upper limit value V is gradually increased. _{Since lim} becomes smaller, the vehicle control system 100 outputs a brake request signal to the brake control system 32 to decelerate the vehicle 1 so that the vehicle does not exceed the allowable upper limit value V _lim set at that point. 1 is controlled.

When the vehicle 1 reaches the outer edge of the zero relative speed region 54, the vehicle 1 is controlled so that the relative speed with respect to the preceding vehicle 3 becomes 0 (zero). For this reason, the vehicle 1 does not approach the preceding vehicle 3 any more in a normal driving state.
However, for example, when the preceding vehicle 3 decelerates unexpectedly, the vehicle 1 may enter the zero relative speed region 54. In this case, the vehicle control system 100 controls the vehicle 1 so that the vehicle 1 moves outside the zero relative speed region 54. More specifically, the vehicle control system 100 outputs a brake request signal so that the relative speed between the vehicle 1 and the preceding vehicle 3 is negative, that is, less than 0 km / h. Control to leave.

  Further, the vehicle control system 100 controls the speed and / or travel route of the vehicle 1 so that the vehicle 1 does not enter the entry prohibition region 52 when the vehicle 1 enters the zero relative speed region 54. That is, when only the speed of the vehicle 1 is controlled, the vehicle control system 100 causes the vehicle 1 to travel outside (rearward) from the rear boundary line 52B of the entry prohibition area 52 as shown by a route R2 in FIG. Then, the braking force of the vehicle 1 is determined so as not to exceed the rear boundary line 52B, and a brake request signal is output to the brake control system 32. As a result, the vehicle 1 is closest to the preceding vehicle 3 at a position outside the entry prohibition area 52, but no longer approaches the preceding vehicle 3 and does not enter the entry prohibition area 52.

  Note that when the vehicle 1 enters the zero relative speed region 54, the vehicle control system 100 decelerates as described above and controls the vehicle 1 so as to be positioned behind the rear boundary line 52B of the entry prohibition region 52. For example, steering control may be performed in addition to speed control so as to avoid a collision with the preceding vehicle 3. In this case, the vehicle control system 100 may set a target travel route outside the entry prohibition area 52, for example, as indicated by a route R3 in FIG.

On the other hand, as shown by a two-dot chain line in FIG. 5, when the vehicle 1 is traveling next to the lane where the preceding vehicle 3 is located, for example, in the right lane, the speed distribution set around the preceding vehicle 3. Since the region 50 does not protrude from the lane, the vehicle 1 can travel in the adjacent lane without being restricted by the allowable upper limit value V _lim of the speed distribution region 50 (for example, route R4).

According to the above embodiment, the following effects can be obtained.
Since the ECU 10 sets the speed distribution regions 40 and 50 around the preceding vehicle 3, the allowable upper limit value V _lim for the relative speed between the preceding vehicle 3 and the vehicle 1 can be limited, and automatic brake control and steering assist control can be performed. Therefore, safe driving support can be provided by simple and efficient speed control.

  When the preceding vehicle 3 is located on the curved road 5, the ECU 10 determines that the equal relative speed lines d, e, and f are curved in accordance with the curvature of the curved road 5 in the region on the side of the preceding vehicle 3. Thus, the speed distribution area 50 is set so that the speed distribution area 50 can be prevented from protruding from the lane of the road where the preceding vehicle 3 is located.

Here, for example, as shown by a two-dot chain line in FIG. 3, when the road is curved, if the speed distribution area 40 is set as in the case of the straight road 2, a part of the speed distribution area 40, In particular, one of the side areas may be set beyond the road lane boundary. At this time, if the vehicle 1 is traveling in the lane on the right side of the lane where the preceding vehicle 3 is located, the traveling speed of the vehicle 1 is determined by the allowable upper limit value V _lim of the preceding vehicle 3 set so as to protrude from the traveling lane of the vehicle 1. Will be restricted or the course will be changed. In particular, in the example of FIG. 3, since the widths of the equal relative speed lines a, b, c are relatively narrow in the side area of the speed distribution area 40, the vehicle 1 is required to suddenly decelerate or change course. Such travel is unnecessary deceleration for the occupant of the vehicle 1 traveling in the lane adjacent to the preceding vehicle 3 and avoids steering, resulting in travel assistance with a sense of incongruity.

  In the present embodiment, when the road on which the preceding vehicle 3 is located is a curved road 5 that is curved, an equal relative speed line is formed in a side area of the preceding vehicle 3, that is, in a side area of the speed distribution area 50. Since d, e, and f are set to bend with a curvature equal to the curvature of the curved road 5, the speed distribution area 50 can be set according to the shape of the road, and the speed distribution area 50 protrudes into the adjacent lane. Can be prevented. Further, for example, unnecessary deceleration and steering of the vehicle 1 traveling in the adjacent lane can be avoided. Therefore, the vehicle control system 100 of the present embodiment can provide driving assistance that allows the occupant to feel safe and secure.

Since the speed distribution areas 40 and 50 include the allowable upper limit value zero areas 44 and 54 and the vehicle entry prohibition areas 42 and 52, the vehicle 1 has a boundary line between the zero relative speed areas 44 and 54 in a normal driving state. The relative speed with the preceding vehicle 3 is kept at zero at the position. Therefore, the vehicle control system 100 can perform safe driving support because the vehicle 1 can travel while maintaining a predetermined distance from the preceding vehicle 3.
Further, even when the vehicle 1 enters the zero relative speed areas 44 and 54 due to unexpected deceleration of the preceding vehicle 3 and approaches the preceding vehicle 3, the vehicle control system 100 causes the vehicle 1 to enter the entry prohibition area 42. , 52 is controlled to accelerate / decelerate / steer so that the vehicle 1 does not enter the vehicle 52, so that a predetermined distance can be ensured between the vehicle 1 and the preceding vehicle 3 even when the collision avoidance control is performed. Therefore, it is possible to prevent the passenger from feeling uneasy, and to provide safe and safe driving support.

[Second Embodiment]
Next, a vehicle control system according to the second embodiment of the present invention will be described. The vehicle control system according to the second embodiment is different from the vehicle control system according to the first embodiment according to the first embodiment except that the setting of the speed distribution region when the vehicle 1 overtakes the preceding vehicle 3 is different. It has the same configuration as the vehicle control system.

  FIG. 7 is a diagram of a speed distribution region 60 set for the preceding vehicle 3 according to the second embodiment of the present invention, and a diagram of the speed distribution region 60 when the preceding vehicle 3 is traveling on a straight road. It is. FIG. 8 is a diagram of a speed distribution area 70 set for the preceding vehicle 3 according to the second embodiment of the present invention, and the speed distribution area 70 when the preceding vehicle 3 is traveling on a curved road. FIG. As described above, the speed distribution areas 60 and 70 according to the second embodiment include the overtaking speed distribution set when the vehicle 1 overtakes the preceding vehicle 3 in addition to the entry prohibition areas 42 and 52 similar to the first embodiment. It has areas 62 and 72.

First, as shown in FIG. 7, when the road is a straight road, the speed distribution region 60 is set linearly along the direction in which the road extends. The overtaking speed distribution area 62 of the speed distribution area 60 is set in front of the vehicle 1, more specifically, in front of the entry prohibition area 42, and indicates the relative speed of the vehicle 1 with respect to the preceding vehicle 3 in the traveling direction of the vehicle 1. The distribution of the allowable lower limit value V _min is defined. The overtaking speed distribution area 62 is set with the same width as the entry prohibition area 42 from the front boundary line 42A of the entry prohibition area 42 to the front, and the allowable lower limit value as the distance in the front-rear direction (vertical direction) from the preceding vehicle 3 decreases. V _min is set to be large. In FIG. 7, for the sake of easy understanding, equal relative velocity lines g, h, i, j, k connecting points having the same allowable lower limit value V _min are shown. These equal relative velocity lines g, h, i, j, and k extend so as to incline forward toward the center in the width direction. In this embodiment, the equal relative velocity lines g, h, i, j, and k correspond to, for example, allowable lower limit values V _min of 50 km / h, 40 km / h, 30 km / h, 20 km / h, and 10 km / h, respectively.

As shown in FIG. 8, when the road is a curved road, the speed distribution region 70 is set to be curved along the direction in which the road extends. The overtaking speed distribution area 72 of the speed distribution area 70 is located in front of the vehicle 1 in more detail, like the overtaking speed distribution area 62 of the speed distribution area 60 set when the road is a straight line. It is set forward, and is set such that the allowable lower limit value V _min increases as the distance in the front-rear direction (vertical direction) from the preceding vehicle 3 decreases. In FIG. 8, equal relative velocity lines l, m, n, o, and p connecting points having the same allowable lower limit value V _min are shown for easy understanding. Both sides of these equal relative velocity lines l, m, n, o, and p are curved with a curvature equal to the curvature of the road along the direction in which the road extends. Also, the equal relative velocity lines l, m, n, o, and p extend so as to incline forward toward the center in the width direction. In the present embodiment, the equal relative velocity lines l, m, n, o, and p correspond to, for example, allowable lower limit values V _min of 50 km / h, 40 km / h, 30 km / h, 20 km / h, and 10 km / h, respectively.

  When the vehicle 1 is behind the preceding vehicle 3, the vehicle control system 100 according to the present embodiment configured as described above has speed distribution regions 40, 50 around the preceding vehicle 3 as in the first embodiment. Set. When the vehicle 1 overtakes or overtakes the preceding vehicle 3, the vehicle control system 100 determines whether the vehicle 1 can travel based on the speed distribution areas 40 and 50 and each position on the route. The set vehicle speed or target speed is calculated. Then, the ECU 10 executes travel control so that the vehicle 1 travels on the calculated route.

  When the vehicle 1 passes by the side of the preceding vehicle 3 and moves further forward than the preceding vehicle 3, the vehicle control system 100 changes the speed distribution region set for the preceding vehicle 3 from the speed distribution regions 40, 50 to the speed distribution. Change to areas 60 and 70. In the present embodiment, since the vehicle 1 is recognized with the center C as a point, when the center point is positioned forward beyond the position of the front end of the preceding vehicle 3 in the traveling direction of the vehicle 1, the vehicle 1 is It is determined that the vehicle has moved forward from the preceding vehicle 3. The ECU 10 may determine that the vehicle 1 has moved forward relative to the preceding vehicle 3 when the front end of the vehicle 1 reaches the front end of the preceding vehicle 1, or the rear end of the vehicle 1 is the preceding vehicle 1. It may be determined that the vehicle 1 has moved forward relative to the preceding vehicle 3 when the front end of the vehicle is reached.

  Here, when the ECU 10 sets the speed distribution regions 60 and 70, if the road is a straight line, the curvature of the road becomes 0. Therefore, the equal relative speed lines g, h, i, j as shown in FIG. , K side velocity curvature region 60 is set. Further, when the road is curved, the curvature of the road becomes a value other than 0. Therefore, the curvature of the sides of the equal relative velocity lines l, m, n, o, p as shown in FIG. A curved velocity distribution region 70 is set so as to be equal to the curvature. That is, in either case, the side of the equal relative velocity line in the velocity distribution region is arranged with a curvature equal to the curvature of the road.

When the vehicle 1 performs overtaking, the vehicle control system 100 sets the overtaking speed distribution areas 62 and 72 so that the traveling speed of the vehicle 1 does not fall below the allowable lower limit value V _min set in the overtaking speed distribution areas 62 and 72. Based on this, the route that can be traveled when the vehicle 1 moves ahead of the preceding vehicle 3 and the set vehicle speed or target speed (for example, the route R5 in FIG. 7 or the route R6 in FIG. 8) at each position on this route are calculated. Then, the ECU 10 performs travel control so that the vehicle 1 travels on the calculated route.

According to the vehicle control system 100 according to the present embodiment configured as described above, the following effects can be obtained.
When the vehicle 1 passes the preceding vehicle 3, the passing speed distribution areas 62 and 72 are set in front of the preceding vehicle 3 when the vehicle 1 moves ahead of the preceding vehicle 3. When moving from the side to the front and entering the front of the preceding vehicle 3, the relative speed of the vehicle is controlled according to the allowable lower limit set in the overtaking speed distribution areas 62 and 72. Therefore, even when the vehicle 1 passes the preceding vehicle 3, the driving speed and distance that the driver feels safe with respect to the preceding vehicle 3 are secured, so that driving assistance that the driver feels safe can be performed. it can.
Further, when the road is curved, the overtaking speed distribution area 70 is curved with a curvature equal to the curvature of the road, so that the speed distribution area 70 can be set along the curved road. Driving support can be performed appropriately.

[Third embodiment]
Next, a vehicle control system according to a third embodiment of the present invention will be described. The vehicle control system according to the third embodiment differs from the vehicle control system according to the first embodiment in the setting of the speed distribution region set around the stopped vehicle 6 when the object is the stopped vehicle 6. Others have the same configuration as the vehicle control system according to the first embodiment.

FIG. 9 is a diagram of a speed distribution region 80 set for the stopped vehicle 6 in the vehicle control system 100 according to the third embodiment of the present invention. In the present embodiment, the stop vehicle 6 stops at the end (left end) on the curved road 5. For this reason, the vehicle 1 traveling on the road 5 is in a position offset in the lateral direction with respect to the traveling direction (front-rear direction) of the stopped vehicle 6. When the vehicle 1 is offset laterally with respect to the front-rear direction of the stopped vehicle 6, the ECU 10 sets the vehicle 1 in the side region of the speed distribution region 80 set to the side of the stopped vehicle 6. The velocity distribution region 80 is set so that the equal relative velocity line is curved along the curve of the road only in the side region on the near side.
Here, the ECU 10 stops at a position where one of the side ends of the vehicle 1 (the left end in the example of FIG. 9) is the other end (the right end in the example of FIG. 9) of the stopped vehicle 6 or more. It is determined that the vehicle 1 is offset with respect to the stopped vehicle 6 when the vehicle 1 is at a position laterally separated from the vehicle 6 (right side position in the example of FIG. 9). The ECU 10 determines that the vehicle 1 is located when the center C of the vehicle 1 is located at the side end (right end in the example of FIG. 9) of the stopped vehicle 6 or at a position laterally separated from the stopped vehicle 6. It may be determined that the vehicle is offset with respect to the stopped vehicle 6.

Similar to the velocity distribution region 50 of the first embodiment, the velocity distribution region 80 has an allowable upper limit value of the relative velocity as the lateral distance and the longitudinal distance from the stopped vehicle 6 become smaller (closer to the stopped vehicle 6). It is set to be smaller. Further, in FIG. 9, for the sake of easy understanding, an equal relative speed line connecting points having the same allowable upper limit value is shown. In the present embodiment, the equal relative velocity lines q, r, and s correspond to allowable upper limit values V _lim of 0 km / h, 20 km / h, and 40 km / h, respectively.
Here, the front side, the rear side, and the left side of the equal relative velocity lines q, r, and s are respectively the front side, the rear side, and the equal relative velocity lines a, b, and c of the velocity distribution region 40 of the first embodiment. Arranged in the same way as the left side. On the other hand, of the sides of the equal relative speed lines q, r, and s, the side on which the vehicle 1 is located closer, that is, the right side of the equal relative speed lines q, r, and s in the example of FIG. Similar to the velocity distribution region 50 of the embodiment, the curvature corresponds to the curvature of the curved road 5 so as to connect the end portions of the front side and the rear side, more specifically, equal to the curvature of the curved road 5. Curved with curvature.

Further, in such a speed distribution area 80, an entry prohibition area 82 similar to that of the first embodiment is set around the preceding vehicle 3 inside the equal relative speed line q where the allowable upper limit value V _lim is 0 km / h. The area outside the entry prohibition area 82 and inside the relative relative speed line q where the relative upper limit value V _lim of the relative speed is 0 km / h is an allowable upper limit value of the relative speed between the vehicle 1 and the stopped vehicle 6. V _lim is set as a zero relative speed region 84 in which the limit is 0 km / h.

  In such a vehicle control system according to the third embodiment, when the vehicle 1 is in a position offset laterally with respect to the front-rear direction of the stopped vehicle 6, the ECU 10 is stopped as in the first embodiment. Based on the speed distribution region 80 set around the vehicle 1, the vehicle 1 can calculate the route on which the vehicle 1 can travel and the set vehicle speed or target speed (for example, the route R 7 in FIG. 9) at each position on the route. The travel control is performed so as to travel along the route.

According to the vehicle control system according to the present embodiment configured as described above, the following effects can be obtained.
When the vehicle 1 is offset in the lateral direction with respect to the front-rear direction of the stopped vehicle 6, the ECU 10 has a side region close to the vehicle 1 in a side region of the stopped vehicle 6, that is, a side region of the speed distribution region 80. Only, the equal relative velocity lines q, r, and s are curved, and the equal relative velocity lines q, r, and s are linear in the opposite side region far from the vehicle 1. The velocity distribution area 80 is set. Here, when the vehicle 1 is offset laterally with respect to the stopped vehicle 6, that is, in the present embodiment, when the vehicle 1 is offset rightward with respect to the stopped vehicle 6, the vehicle 1 stops. The possibility of approaching the right side of the vehicle 6 is higher than the possibility of approaching the left side of the stopped vehicle 6. Therefore, in the present embodiment, the speed distribution is such that the equal relative speed lines q, r, and s are curved corresponding to the curvature of the road only in the area on the right side close to the vehicle 1 in the area on the side of the stopped vehicle 6. Since the region 80 is set, the speed distribution region 80 can be set according to the shape of the road only in the region where the vehicle 1 is likely to approach, so the calculation process for setting the speed distribution region 80 Can be easy. Therefore, safe and safe driving support can be realized by simple calculation processing of the velocity distribution region 80.

The present invention is not limited to the embodiment described above, and may be, for example, as follows.
The speed distribution region is not limited to being set over the entire circumference of the object, and may be set only in front of the preceding vehicle, for example, as in the second embodiment, or set only in the side, only in the rear, etc. May be. In short, the velocity distribution region may be set at least at a part around the object.

In the first embodiment described above, the equal relative speed lines of the speed distribution region are set to be curved in the regions on both sides of the preceding vehicle 3. In the third embodiment described above, one region of the stopped vehicle 6 is set. Is set so that the constant relative velocity line in the velocity distribution area is curved, but in short, the equal relative velocity line in the velocity distribution region is the same as that of the target object when the road where the target object is curved is curved. What is necessary is just to set so that an equal relative velocity line may curve in at least one area | region of a side.
Further, the curved equal relative velocity line is not limited to the one set in an arc shape equal to the curvature of the road as in the above-described embodiment, but a curved line or a continuous straight line derived by a predetermined calculation based on the curvature of the road. For example, it may be set so as to be curved as a whole corresponding to the curvature of the road.

  In the third embodiment described above, the speed distribution region 80 set so that the equal relative speed line is curved only in one of the side regions is set for the stopped vehicle 6, but not limited thereto, For example, when the vehicle is in a position offset laterally with respect to the front-rear direction of the target object, such as a traveling vehicle, only in the side area of the speed distribution area near the vehicle. The iso-relative velocity line may be set so as to curve corresponding to the curvature of the road.

1 vehicle 2 straight road 3 preceding vehicle (object)
5 Curved road 6 Stopped vehicle (object)
21 In-vehicle camera 22 Millimeter wave radar 23 Vehicle speed sensor 24 Positioning system 25 Navigation system 31 Engine control system 32 Brake control system 33 Steering control system 40, 50, 60, 70, 80 Speed distribution area 42, 52, 62, 72, 82 Approach Forbidden area 44, 54, 64, 74, 84 Relative speed zero area 100 Vehicle control system a to s Equivalent relative speed line D ₀ Safety distance X Clearance R1 to R7 Route

Claims (2)

A vehicle control device mounted on a vehicle,
Detecting an object in front of the vehicle,
A speed distribution region defining a distribution of an allowable upper limit value of the relative speed of the vehicle with respect to the object in the traveling direction of the vehicle is set at least on a side of the periphery of the object;
In the speed distribution region, the vehicle is configured to execute traveling control that suppresses the relative speed of the vehicle with respect to the object from exceeding the allowable upper limit value.
The speed distribution region is more than a plurality of zeros so that the allowable upper limit value of the relative speed of the vehicle with respect to the object decreases as the distance from the object decreases , so that the speed distribution region does not protrude into an adjacent lane. Is set to include a large relative speed, and when the road on which the object is located is a straight line, at least one of the side areas of the speed distribution area is connected with a point having the same allowable upper limit value, etc. When the relative speed line is set to be a straight line and the road on which the object is located is curved, at least one of the side areas of the speed distribution area, the front end and the rear of the equal relative speed line The end is set at the same position as when the object is located on a straight road and the equal relative speed line is set to a straight line , and the plurality of equal relative speeds between the front end and the rear end line Is set so as to bend in response to the curvature of the road,
The vehicle control apparatus characterized by the above-mentioned. When the vehicle is at a position offset laterally with respect to the front-rear direction of the object, the speed distribution area is only in the side area closer to the vehicle, and the equal relative speed line is the road. Set to bend according to the curvature of
The vehicle control device according to claim 1.

Images