JP2018069894A - Vehicle control device - Google Patents

Abstract

Even when an abnormality occurs in an accelerator sensor of a vehicle, it is possible to more easily adjust the speed in accordance with the travel path.
An appropriate speed specifying unit for specifying an appropriate speed according to the travel path of the host vehicle based on the speed limit of the travel path of the host vehicle specified by the limit speed specifying unit and an accelerator operation of the host vehicle. When the abnormality determination unit 101 determines that there is an abnormality in the accelerator sensor 72 that detects the operation amount of the member, the retraction control for controlling the speed of the own vehicle is performed using the appropriate speed specified by the appropriate speed specifying unit 104 as the target vehicle speed. And an evacuation control unit 109.
[Selection] Figure 2

Description

  The present invention relates to a vehicle control device that controls the speed of a vehicle.

  In Patent Document 1, when an abnormality occurs in an accelerator sensor of a vehicle, a target throttle opening is determined according to an ON time of an acceleration switch or a deceleration switch used in constant speed traveling control, and the throttle valve opening is set. A technique for accelerating / decelerating a vehicle by controlling is disclosed.

JP 2001-213192 A

  During constant speed running control, acceleration / deceleration by driver operation should not be necessary. Therefore, in the technique disclosed in Patent Document 1, the acceleration / deceleration of the vehicle is required by the operation of the acceleration switch or the deceleration switch used in the constant speed traveling control. It is thought that this occurred. However, in situations where constant speed travel control is not being performed, it is difficult for the driver to suddenly switch from the accelerator operation to the operation of the acceleration switch or deceleration switch used in constant speed travel control and adjust the speed according to the travel path. is there.

  The present invention has been made based on this circumstance, and the object of the present invention is to make it easier to adjust the speed according to the travel path even when an abnormality occurs in the accelerator sensor of the vehicle. It is an object of the present invention to provide a vehicle control device that enables this.

  The above object is achieved by a combination of the features described in the independent claims, and the subclaims define further advantageous embodiments of the invention. Reference numerals in parentheses described in the claims indicate a correspondence relationship with specific means described in the embodiments described later as one aspect, and do not limit the technical scope of the present invention. .

  In order to achieve the above object, a vehicle control device of the present invention is used in a vehicle, and an appropriate speed specifying unit (104) for specifying an appropriate speed according to a travel path of the vehicle and an operation amount of an accelerator operating member of the vehicle. A retraction control unit (109) for performing retraction control for controlling the speed of the vehicle, using the appropriate speed specified by the appropriate speed specifying unit as a target vehicle speed when the accelerator sensor (72) detecting the abnormality is detected.

  According to this, when the accelerator sensor is abnormal, the retraction control unit controls the vehicle speed using the appropriate speed corresponding to the travel path of the vehicle as the target vehicle speed. There is no need to switch between. Therefore, even when an abnormality occurs in the accelerator sensor of the vehicle, the speed adjustment according to the travel path can be performed more easily.

1 is a diagram illustrating an example of a schematic configuration of a driving support system 1. FIG. It is a figure which shows an example of a schematic structure of vehicle control ECU10. 3 is a flowchart illustrating an example of a flow of evacuation control related processing in a vehicle control ECU 10; It is a figure for demonstrating an example of the speed adjustment in evacuation control.

  A plurality of embodiments for disclosure will be described with reference to the drawings. For convenience of explanation, among the embodiments, parts having the same functions as those shown in the drawings used in the explanation so far may be given the same reference numerals and explanation thereof may be omitted. is there. For the parts denoted by the same reference numerals, the description in other embodiments can be referred to.

(Embodiment 1)
<Schematic configuration of driving support system 1>
Hereinafter, the present embodiment will be described with reference to the drawings. A driving support system 1 shown in FIG. 1 is used in an automobile (hereinafter simply referred to as a vehicle), and includes a vehicle control ECU 10, a communication device 20, an ADAS (Advanced Driver Assistance Systems) locator 30, and an HMI (Human Machine Interface) system 40. , A surrounding monitoring sensor 50, an environment recognition ECU 60, and a vehicle state sensor 70. It is assumed that the vehicle control ECU 10, the communication device 20, the ADAS locator 30, the HMI system 40, the environment recognition ECU 60, and the vehicle state sensor 70 are connected to, for example, an in-vehicle LAN. Hereinafter, a vehicle equipped with the driving support system 1 is referred to as a host vehicle.

  The communication device 20 communicates with a server device outside the host vehicle. As an example, the communication device 20 acquires traffic information including traffic jam information from a server device that distributes traffic information. The communication device 20 may be configured to communicate with the server device using a communication module for performing communication via a public communication network such as a mobile phone network or the Internet. Further, the communication device 20 may acquire traffic information by receiving traffic information distributed by wireless communication from a roadside device.

  The ADAS locator 30 includes a GNSS (Global Navigation Satellite System) receiver 31, an inertial sensor 32, and a map database (hereinafter referred to as DB) 33 storing map data. The GNSS receiver 31 receives positioning signals from a plurality of artificial satellites. The inertial sensor 32 includes, for example, a triaxial gyro sensor and a triaxial acceleration sensor. The map DB 33 is a non-volatile memory and stores map data such as link data, node data, and road shapes.

  The link data includes a link ID for identifying the link, a link length indicating the length of the link, a link direction, a link travel time, link shape information, node coordinates (latitude / longitude) at the start and end of the link, and road attributes. It consists of each data such as. The road attributes include road name, road type, road width, number of lanes, speed regulation value, and the like. Node data includes node ID, node coordinates, node name, node type, connection link ID describing the link ID of the link connected to the node, intersection type, etc. Consists of

  The ADAS locator 30 sequentially measures the vehicle position of the vehicle on which the ADAS locator 30 is mounted by combining the positioning signal received by the GNSS receiver 31 and the measurement result of the inertial sensor 32. The vehicle position may be measured using a travel distance obtained from detection signals sequentially output from a vehicle speed sensor 75 described later. Map data is good also as a structure acquired from the server apparatus outside the own vehicle using the communication apparatus 20, for example. Further, in the driving support system 1, the navigation device locator and the map DB may be used instead of the ADAS locator 30.

  As shown in FIG. 1, the HMI system 40 includes an HCU (Human Machine Interface Control Unit) 41, an operation device 42, a display device 43, and an audio output device 44, and accepts an input operation from a driver of the own vehicle. Or presenting information to the driver of the vehicle.

  The operation device 42 is a switch, an operation knob, or the like that is operated by a user to perform various settings. For example, the operation device 42 includes a steering switch provided in a spoke spoke portion of the own vehicle, a touch switch integrated with the display device 43, and the like.

  The display device 43 includes, for example, a combination meter, a CID (Center Information Display), a HUD (Head-Up Display), a navigation device display, and the like, and presents information by displaying text and / or images. As the audio output device 44, for example, there is an audio speaker or the like, and information is presented by reproduced audio.

  The HCU 41 includes a microcomputer including a processor, a volatile memory, a nonvolatile memory, and a bus that interconnects the processors, and executes various processes by executing a control program stored in the nonvolatile memory. For example, the HCU 41 causes the display device 43 and / or the audio output device 44 to present information.

  The surrounding monitoring sensor 50 detects an obstacle around the vehicle. The peripheral monitoring sensor 50 is, for example, a peripheral monitoring camera that images a predetermined range around the host vehicle, a millimeter wave radar that transmits an exploration wave to the predetermined range around the host vehicle, sonar, LIDAR (Light Detection and Ranging / Laser Imaging Detection and Ranging). The peripheral monitoring camera sequentially outputs captured images that are sequentially captured to the environment recognition ECU 60 as sensing information. Sensors that transmit exploration waves such as sonar, millimeter wave radar, and LIDAR sequentially output scanning results based on received signals obtained when receiving reflected waves reflected by obstacles to the environment recognition ECU 60 as sensing information.

  The environment recognition ECU 60 includes a microcomputer including a processor, a volatile memory, a nonvolatile memory, and a bus that interconnects the processors, and executes various processes by executing a control program stored in the nonvolatile memory. To do. The environment recognition ECU 60 recognizes the traveling environment of the host vehicle from the vehicle position and map data of the host vehicle acquired from the ADAS locator 30 and the sensing result acquired from the periphery monitoring sensor 50. For example, the environment recognition ECU 60 sequentially recognizes the speed limit value of the road link corresponding to the travel path of the host vehicle as the speed limit of the travel path of the host vehicle from the vehicle position and map data of the host vehicle acquired from the ADAS locator 30. . Further, the environment recognition ECU 60 sequentially recognizes the speed limit of the traveling path of the vehicle by recognizing the restriction contents of the road signs and road markings using the image recognition technology from the sensing information of the surrounding monitoring camera and / or LIDAR. It is good also as a structure.

  The vehicle state sensor 70 is a sensor group for detecting the traveling state of the host vehicle. The detection signal of the vehicle state sensor 70 is output to the in-vehicle LAN. The detection signal of the vehicle state sensor 70 may be output to the in-vehicle LAN via the ECU. As the vehicle state sensor 70, there are a shift position sensor 71, an accelerator sensor 72, a brake sensor 73, a brake switch 74, and a vehicle speed sensor 75 as shown in FIG. Examples of the vehicle state sensor 70 include a steering angle sensor that detects the steering angle of the host vehicle.

  The shift position sensor 71 is a sensor that outputs a detection signal corresponding to the shift position that is the gear state of the transmission of the host vehicle. The accelerator sensor 72 is a sensor that outputs a detection signal corresponding to the operation amount of the accelerator operation member of the host vehicle. As the accelerator operation member, there are an accelerator pedal operated by a foot, a lever type operated by a hand, and the like. The accelerator sensor 72 can also be referred to as an accelerator position sensor. The brake sensor 73 is a sensor that outputs a detection signal corresponding to the operation amount of the brake operation member of the host vehicle. Examples of the brake operation member include a brake pedal operated by a foot and a lever type operated by a hand. The brake sensor 73 can be rephrased as a brake pedal force sensor. The brake switch 74 is a switch that is turned on when the brake operation member is operated and is turned off when the operation is not performed. The brake switch 74 outputs an on / off signal according to whether or not the brake operation member is operated. The vehicle speed sensor 75 is a sensor that outputs a detection signal corresponding to the vehicle speed of the host vehicle.

  The vehicle control ECU 10 includes a processor, a volatile memory, a non-volatile memory, an I / O, and a bus for connecting them, and executes various processes by executing a control program stored in the non-volatile memory. The vehicle control ECU 10 controls each traveling control device such as an electronic control throttle and a brake actuator based on a detection signal input from the vehicle state sensor 70, and controls the speed of the vehicle by accelerating / decelerating the vehicle. Specifically, the host vehicle is accelerated according to the detection signal of the accelerator sensor 72, or the host vehicle is decelerated according to the detection signal of the brake sensor 73. In the case where a motor generator is used as the travel drive source of the host vehicle, the vehicle control ECU 10 may be configured to control the inverter.

  Further, the vehicle control ECU 10 performs retraction control for controlling the speed of the host vehicle without operating the accelerator operation member when the accelerator sensor 72 is abnormal. Therefore, this vehicle control ECU 10 corresponds to the vehicle control device in the claims. In addition, the vehicle control ECU 10 automatically drives the vehicle at a constant speed when the start switch for the constant speed travel control in the operation device 42 is operated under conditions where constant speed travel control is possible. Run control. The target vehicle speed during the constant speed traveling control may be the vehicle speed at the start of the constant speed traveling control, or may be the vehicle speed set by the driver via the operation device 42.

<Schematic configuration of vehicle control ECU 10>
Next, a schematic configuration of the vehicle control ECU 10 related to the evacuation control will be described with reference to FIG. As shown in FIG. 2, the vehicle control ECU 10 includes an abnormality determining unit 101, a speed limit specifying unit 102, a traffic jam determining unit 103, an appropriate speed specifying unit 104, a brake operation determining unit 105, and a vehicle speed specifying unit as a configuration related to evacuation control. 106, a travel determination unit 107, a shift position specifying unit 108, a retraction control unit 109, and a retraction control notification unit 110. Note that some or all of the functions executed by the vehicle control ECU 10 may be configured in hardware by one or a plurality of ICs.

  The abnormality determination unit 101 determines whether or not the accelerator sensor 72 is abnormal from the detection signal of the accelerator sensor 72. What is necessary is just to determine the presence or absence of abnormality of the accelerator sensor 72 by a well-known method. As an example, when the detection signal of the accelerator sensor 72 shows an abnormal value, it is determined that there is an abnormality, or when the difference between the detection signals of the two accelerator sensors 72 is greater than or equal to a threshold value, it is determined that there is an abnormality. do it. In the case where redundancy is provided by a plurality of accelerator sensors 72, when all accelerator sensors 72 are abnormal, the accelerator sensors 72 may be determined to be abnormal. Note that the abnormality determination unit 101 may determine that there is an abnormality in the accelerator sensor 72 from diagnosis information indicating abnormality of the accelerator sensor 72 output from an ECU other than the vehicle control ECU 10.

  Triggered by the abnormality determining unit 101 determining that there is an abnormality, the speed limit specifying unit 102, the traffic jam determining unit 103, the appropriate speed specifying unit 104, the brake operation determining unit 105, the vehicle speed specifying unit 106, the travel determining unit 107, and the shift position Processing of the specifying unit 108 and the save control unit 109 is performed. Of these, except for the save control unit 109, the process may be performed before the abnormality determination unit 101 determines that there is an abnormality.

  The speed limit specifying unit 102 specifies the speed limit of the travel path of the host vehicle that is sequentially recognized by the environment recognition ECU 60 as the speed limit of the travel path of the host vehicle. It should be noted that the same processing as when the environment recognition ECU 60 recognizes the speed limit of the travel path of the host vehicle may be performed by the speed limit specifying unit 102 to specify the speed limit of the travel path of the host vehicle.

  In addition, it is good also as a structure which the speed limit specific | specification part 102 specifies the speed limit according to the vehicle grade of the own vehicle so that it can respond when the speed limit of a road changes with vehicle grades. In this case, the speed limit specifying unit 102 stores the correspondence relationship between the road type and the speed limit according to the vehicle grade of the host vehicle in advance in the nonvolatile memory of the vehicle control ECU 10, so It is only necessary that the speed limit according to the traveling path and the vehicle rating of the own vehicle is specified. In addition, the speed limit specifying unit 102 may be replaced with the speed limit for the vehicle case having the lowest speed limit regardless of the vehicle grade of the own vehicle, and the speed limit of the traveling path of the own vehicle may be specified. Good.

  The traffic jam determination unit 103 determines whether there is traffic on the traveling path of the host vehicle based on the traffic jam information included in the traffic information acquired by the communication device 20. As an example, when the traffic jam information is information on the presence or absence of traffic jams, the presence or absence of traffic jams on the traveling path of the host vehicle may be determined according to the information on the traffic jams. Further, when the traffic jam information is information indicating the traffic jam level, the presence / absence of traffic jam on the traveling path of the host vehicle may be determined based on whether the traffic jam level is equal to or higher than a threshold value.

  The traffic jam determination unit 103 may be configured to determine the presence or absence of traffic on the traveling path of the own vehicle based on information other than the traffic jam information included in the traffic information. As an example, it may be configured to determine the presence or absence of traffic on the traveling path of the own vehicle based on the traveling environment of the own vehicle recognized by the environment recognition ECU 60 from the sensing result of the periphery monitoring sensor 50. For example, it may be determined that there is a traffic jam when the number of vehicles detected around the host vehicle is abnormal, or may be determined as a traffic jam when the distance between the preceding vehicle and the preceding vehicle is a predetermined value or less.

  The appropriate speed specifying unit 104 specifies the appropriate speed of the host vehicle on the traveling path of the host vehicle from the limit speed specified by the limit speed specifying unit 102 and the presence or absence of traffic jam determined by the traffic jam determining unit 103. Specifically, when the traffic jam determining unit 103 determines that there is no traffic jam, a speed that is lower than the speed limit specified by the speed limit specifying unit 102 by a set value may be specified as an appropriate speed. The set value here is a margin for preventing the speed limit from being exceeded, and may be a constant value regardless of the speed limit, but the higher the speed limit, the larger the value. It is preferable.

  When it is determined that the traffic jam is determined by the traffic jam determination unit 103, the appropriate speed specifying unit 104 determines a speed lower than the appropriate speed specified from the speed limit specified by the speed limit specifying unit 102 when it is determined that there is no traffic jam. It may be specified. For example, it may be set to a speed that is estimated to be able to travel in a traffic jam, such as 20 km / h. In addition, it is good also as a structure which switches the appropriate speed at the time of determining with the traffic congestion determination part 103 having a traffic jam according to the road classification of the driving path of the own vehicle. As an example, it may be 40 km / h for a suburban highway, 20 km / h for an urban highway, 10 km / h for a general road, or the like. The road type of the traveling path of the host vehicle may be specified from the map data, or may be specified from the result recognized by the environment recognition ECU 60.

  In addition, when the traffic speed determining unit 103 cannot determine the presence or absence of traffic jam due to a malfunction of the communication device 20 or the like, the appropriate speed specifying unit 104 sets an appropriate speed that is lower than the speed limit specified by the speed limit specifying unit 102 by a set value. The speed may be specified, or an appropriate speed when there is a traffic jam may be specified. In addition, the proper speed may not be specified. In addition, the appropriate speed specifying unit 104 may determine that the appropriate speed cannot be specified when the speed limit specifying unit 102 cannot specify the speed limit due to a failure of the environment recognition ECU 60 or the like.

  The brake operation determination unit 105 determines from the detection signal of the brake switch 74 whether or not the brake operation member of the host vehicle is being operated. Specifically, when the brake switch 74 is on, it is determined that the operation of the brake operation member of the own vehicle is being performed, while when the brake switch 74 is off, the operation of the brake operation member of the own vehicle is not performed. It is determined that it has not been performed.

  The vehicle speed specifying unit 106 specifies the actual vehicle speed of the host vehicle from the detection signal of the vehicle speed sensor 75. The travel determination unit 107 determines whether the host vehicle is traveling or stopped from the actual vehicle speed specified by the vehicle speed specifying unit 106. As an example, when the actual vehicle speed specified by the vehicle speed specifying unit 106 is equal to or less than the stop determination value, it is determined that the own vehicle is stopped. The stop determination value may be 0 km / h, or may be the lowest actual vehicle speed that can be detected by the vehicle speed sensor 75. The shift position specifying unit 108 specifies the shift position of the host vehicle from the detection signal of the shift position sensor 71.

  When the abnormality determining unit 101 determines that there is an abnormality, the retreat control unit 109 outputs the outputs from the appropriate speed specifying unit 104, the brake operation determining unit 105, the vehicle speed specifying unit 106, the travel determining unit 107, and the shift position specifying unit 108. The target vehicle speed is set based on the vehicle. Then, each travel control device such as an electronically controlled throttle and brake actuator is controlled so that the actual vehicle speed matches the set target vehicle speed, and evacuation control is performed to control the speed of the vehicle by accelerating / decelerating the vehicle. Do. When the evacuation control unit 109 performs acceleration so as to match the actual vehicle speed of the host vehicle with the target vehicle speed, an upper limit value of acceleration such as 1G is provided in order to suppress the acceleration so as not to cause anxiety to the driver. Is preferred.

  When an operation of the brake operation member of the own vehicle is performed during the retraction control, the retraction control unit 109 sequentially performs downward correction to make the vehicle speed decelerated according to the operation of the brake operation member a new target vehicle speed. Do. Then, when the operation of the brake operation member is completed while the host vehicle is traveling, the speed of the host vehicle is controlled so as to maintain the target vehicle speed corrected downward.

  When the retraction control unit 109 is performing retraction control and the operation of the brake operation member is completed while the host vehicle is stopped, the retraction control unit 109 is not the target vehicle speed that has been corrected downward, but the appropriate speed specifying unit 104. The speed of the host vehicle is controlled using the appropriate speed specified in step 1 as the target vehicle speed. In other words, when the operation of the brake operation member is canceled during the retreat control and while the host vehicle is stopped, the acceleration of the host vehicle is started toward an appropriate speed.

  When the retraction control unit 109 is performing retraction control and the vehicle is traveling and satisfies the first acceleration condition, the retraction control unit 109 gradually increases the target vehicle speed until the operation of the brake operation member is performed. Control the speed of your vehicle. The upper limit of the target vehicle speed to be raised is preferably set to the appropriate speed specified by the appropriate speed specifying unit 104. When the first acceleration condition is satisfied, the state where the target vehicle speed is lower than the set speed by the appropriate speed specified by the appropriate speed specifying unit 104 and the brake operation member is not operated is set for the set time or longer. This is the case. That is, if the first acceleration condition is satisfied during the evacuation control and while the host vehicle is traveling, acceleration of the host vehicle is started.

  The set value here is a value that can be said to be a large deviation from the appropriate speed, and is a value that can be arbitrarily set. Further, the set time is a time that can be arbitrarily set unless it is such a short time that acceleration is started immediately after the operation of the brake operation member is released, and may be set to 1 minute, for example. Further, when the target vehicle speed is gradually increased, it is preferable that the target vehicle speed is increased by a low value so as not to cause anxiety to the driver.

  The retraction control unit 109 gradually increases the target vehicle speed until the brake operation member is operated even when the retraction control is being performed and the host vehicle is traveling and the second acceleration condition is satisfied. Control the speed of your vehicle. It is preferable that the upper limit of the target vehicle speed to be increased is the speed limit specified by the speed limit specifying unit 102 or a speed that is lower than the speed limit by the set value described above. This is to enable traveling at a vehicle speed faster than the appropriate speed when it is determined that there is a traffic jam when the traffic jam is temporarily alleviated. The case where the second acceleration condition is satisfied is a case where the congestion determination unit 103 determines that there is congestion, and a state where the operation of the brake operation member is not performed continues for a set time or longer. In other words, if the second acceleration condition is satisfied while the host vehicle is traveling on the travel path determined to be congested during the evacuation control, acceleration of the host vehicle is started.

  The set time referred to here is a time that can be arbitrarily set, and may be, for example, 1 minute. Note that the time may be shorter than the set time in the first acceleration condition in order to be able to quickly cope with a situation in which traffic congestion has been temporarily eased. Further, when the target vehicle speed is gradually increased, it is preferable that the target vehicle speed is increased by a low value so as not to cause anxiety to the driver.

  The retraction control unit 109 performs a retraction control and sets a vehicle speed lower than the appropriate speed regardless of the appropriate speed specified by the appropriate speed specifying unit 104 when the shift position of the host vehicle is the reverse position. The speed of the host vehicle is controlled as the target vehicle speed. The vehicle speed lower than the appropriate speed mentioned here is a low vehicle speed required when the host vehicle is moved backward, and may be, for example, 10 km / h.

  When the evacuation control unit 109 is performing evacuation control, the evacuation control notification unit 110 sends an instruction to the HCU 41 to present information indicating that the evacuation control is being performed. As a result, the HCU 41 causes the display device 43 and / or the audio output device 44 to present information indicating that the evacuation control is being performed. The evacuation control notification unit 110 corresponds to a presentation processing unit in claims. As an example of information presentation indicating that the evacuation control is being performed, information presentation indicating that the accelerator system is abnormal, the target vehicle speed is automatically set, and the vehicle is running may be used. The retraction control notifying unit 110 may be configured to present information on the target vehicle speed being set by the retraction control unit 109, or may be configured to present information indicating the acceleration / deceleration method during retraction control.

<Evacuation control related processing in the vehicle control ECU 10>
Next, an example of a flow of processing related to evacuation control in the vehicle control ECU 10 (hereinafter referred to as evacuation control related processing) will be described using the flowchart of FIG. In FIG. 3, the case where the shift position of the own vehicle is the forward movement position will be described as an example. The flowchart of FIG. 3 may be configured to start when the ignition power of the own vehicle is turned on, for example.

  First, in step S <b> 1, the abnormality determination unit 101 determines whether the accelerator sensor 72 is abnormal. If it is determined that there is an abnormality (YES in S1), the process proceeds to step S2. On the other hand, when it is determined that there is no abnormality (NO in S1), the process proceeds to step S10. In step S2, when the appropriate speed specifying unit 104 can specify the appropriate speed of the host vehicle on the travel path of the host vehicle (YES in S2), the process proceeds to step S4. On the other hand, if the appropriate speed of the vehicle cannot be specified (NO in S2), the process proceeds to step S3.

  In step S3, the vehicle control ECU 10 performs the above-described constant speed traveling control with the target vehicle speed fixed, and proceeds to step S10. In S3, it is good also as composition which makes a self-retreat run of vehicles other than constant speed run control. For example, it is good also as a structure which stops the own vehicle on a road shoulder automatically.

  In step S4, the retreat control unit 109 sets the appropriate speed specified by the appropriate speed specifying unit 104 as the target vehicle speed of the host vehicle. The target vehicle speed that is set for the first time by the retraction control unit 109 after the abnormality determination unit 101 determines that the accelerator sensor 72 is abnormal is the initial value of the target vehicle speed in the retraction control. Then, the retreat control unit 109 controls the speed of the host vehicle so that the actual vehicle speed matches the set target vehicle speed.

  In step S5, the brake operation determination unit 105 determines whether or not an operation of the brake operation member of the own vehicle (hereinafter simply referred to as a brake operation) is being performed. If it is determined that there is a brake operation (YES in S5), the process proceeds to step S6. On the other hand, when it is determined that there is no brake operation (NO in S5), the process proceeds to step S11.

  In step S6, the retreat control unit 109 sets the actual vehicle speed specified by the vehicle speed specifying unit 106 as the target vehicle speed. When the brake operation is being performed, the vehicle control ECU 10 decelerates the host vehicle according to the detection signal of the brake sensor 73. Therefore, in S6, the retreat control unit 109 performs downward correction of the target vehicle speed with the actual vehicle speed decelerated according to the operation of the brake operation member as the new target vehicle speed.

  In step S7, the travel determination unit 107 determines whether the host vehicle is traveling or stopped. And when it determines with the own vehicle stopping (it is YES at S7), it moves to step S9. On the other hand, if it is determined that the host vehicle is traveling (NO in S7), the process proceeds to step S17. In step S8, the brake operation determination unit 105 determines whether or not a brake operation is being performed. If it is determined that there is a brake operation (YES in S8), the process proceeds to step S10. On the other hand, when it is determined that there is no brake operation (NO in S8), the process proceeds to step S9. The situation where it is determined that the brake operation is not performed in S8 corresponds to a situation where the brake operation is released while the host vehicle is stopped.

  In step S9, the retreat control unit 109 sets the appropriate speed specified by the appropriate speed specifying unit 104 as the target vehicle speed of the host vehicle. Then, the retreat control unit 109 controls the speed of the host vehicle so that the actual vehicle speed matches the set target vehicle speed. That is, when the brake operation is released while the host vehicle is stopped, the acceleration of the host vehicle is started toward an appropriate speed.

  In step S10, if it is the end timing of the evacuation control related process (YES in S10), the evacuation control related process is ended. On the other hand, if it is not the end timing of the evacuation control related process (NO in S10), the process returns to S1 and the process is repeated. An example of the end timing of the evacuation control related process is that the ignition power of the own vehicle is turned off.

  In step S11 that is performed when it is determined that there is no brake operation in S5, there is a state in which the target vehicle speed is lower than the set value by the appropriate speed specified by the appropriate speed specifying unit 104 and the brake operation is not performed. If it continues for the set time or longer, that is, if the first acceleration condition is satisfied (YES in S11), the process proceeds to step S12. On the other hand, when the first acceleration condition is not satisfied (NO in S11), the process proceeds to step S13. The retreat control unit 109 may determine whether or not the first acceleration condition is satisfied. The first acceleration condition is not satisfied unless the target vehicle speed is corrected downward from the appropriate speed to a value lower than the set value by the brake operation. Also, when the traffic determination unit 103 determines that there is traffic, if the first acceleration condition is satisfied, the process proceeds to step S12.

  In step S12, the retreat control unit 109 corrects the target vehicle speed upward by a predetermined value. The predetermined value mentioned here is preferably a low value that gradually increases the target vehicle speed when the state in which the brake operation is not performed is continued and the process of S12 is repeated. As an example, it may be 1 km / h. Then, the speed of the host vehicle is controlled so that the actual vehicle speed matches the target vehicle speed corrected upward, and the process proceeds to step S14. In step S13, the retreat control unit 109 maintains the target vehicle speed at the value set so far. Then, the speed of the host vehicle is controlled so that the actual vehicle speed matches the maintained target vehicle speed.

  In step S14, when it is determined that there is traffic jam in the traffic jam judgment unit 103 and the state where the brake operation is not performed continues for the set time or longer, that is, when the second acceleration condition is satisfied (YES in S14). Then, the process proceeds to step S15. On the other hand, when the second acceleration condition is not satisfied (NO in S14), the process proceeds to step S16. The retraction control unit 109 may determine whether or not the second acceleration condition is satisfied.

  In step S15, the retreat control unit 109 corrects the target vehicle speed upward by a predetermined value. The predetermined value here is preferably a low value that gradually increases the target vehicle speed when the state in which the brake operation is not performed is continued and the process of S15 is repeated. As an example, it may be 1 km / h. Then, the speed of the host vehicle is controlled so that the actual vehicle speed matches the target vehicle speed corrected upward, and the process proceeds to step S17. In step S16, the retreat control unit 109 maintains the target vehicle speed at the value set so far. Then, the speed of the host vehicle is controlled so that the actual vehicle speed matches the maintained target vehicle speed.

  In step S17, when the traveling path of the own vehicle has changed (YES in S17), the process returns to S2 and is repeated. On the other hand, when the traveling path of the own vehicle has not changed (NO in S17), the process returns to S5 and is repeated. The vehicle control ECU 10 may determine whether or not the travel path of the host vehicle has changed based on whether or not the road link where the host vehicle is located has been switched. In addition, it is good also as a structure which abbreviate | omits S17 and returns to S2 and repeats a process after the process of S15 and S16.

  As shown in the flowchart of FIG. 3, each time the appropriate speed specified by the appropriate speed specifying unit 104 is switched during the retreat control, the retreat control unit 109 sets the target vehicle speed to the appropriate speed newly specified by the appropriate speed specifying unit 104. Will switch.

  Even if the shift position of the host vehicle is the forward position, the retreat control unit 109 sets the target vehicle speed if the occupant of the host vehicle is not detected or the parking brake of the host vehicle is not released. It is preferable to set 0 km / h. Whether the occupant of the own vehicle is detected may be determined by the retraction control unit 109 based on a detection signal from a seating sensor or the like. Whether or not the parking brake of the host vehicle is released may be determined by the retraction control unit 109 from the signal of the parking brake switch.

  Further, in the flowchart of FIG. 3, the case where the shift position of the own vehicle is the forward position has been described as an example, but when the shift position of the own vehicle is the reverse position, for example, the following is performed. That's fine. When the shift position is the reverse position, the retreat control unit 109 may set a vehicle speed lower than the appropriate speed as the target vehicle speed regardless of the appropriate speed specified by the appropriate speed specifying unit 104. Note that it is not always necessary to specify the appropriate speed, and a target vehicle speed lower than a value that can be specified as the appropriate speed may be set. As an example, when the minimum value that can be specified as the appropriate speed is 20 km / h, the speed may be 10 km / h or the like. According to this, it is not necessary to set the high vehicle speed unnecessary when the host vehicle is moving backward as the target vehicle speed. As an example, in the retreat control during reverse, acceleration may be configured only when it is determined that there is no brake operation while the vehicle is stopped.

<Example of speed adjustment during evacuation control>
Next, an example of speed adjustment during evacuation control will be described with reference to FIG. In FIG. 4, the vertical axis represents the vehicle speed, the horizontal axis represents time, the solid line represents the actual vehicle speed, and the broken line represents the target vehicle speed set by the retraction control unit 109. In the example of FIG. 4, the case where the abnormality determination unit 101 determines that the accelerator sensor 72 is abnormal in the own vehicle traveling on a highway with a traffic jam will be described as an example. In the example of FIG. 4, the description will be made assuming that the appropriate speed specifying unit 104 can specify the appropriate speed.

  First, an appropriate speed when the congestion determination unit 103 determines that there is traffic jam is set as a target vehicle speed by the retreat control unit 109 (see P1 in FIG. 4), and the retreat control unit 109 adjusts the actual vehicle speed to this target vehicle speed. Control the speed. Thereby, even if a driver does not operate, the vehicle speed of the own vehicle is automatically adjusted to the vehicle speed matched with the time of traffic congestion.

  When it is determined that there is no traffic jam in the traffic jam judgment unit 103, a speed lower by a set value than the speed limit of the expressway on which the vehicle specified by the speed limit specification unit 102 is traveling is newly set as the target vehicle speed. (Refer to P2 in FIG. 4). Then, the retreat control unit 109 controls the speed so that the actual vehicle speed matches the new target vehicle speed, so that the host vehicle accelerates toward the target vehicle speed (see P3 in FIG. 4). Thereby, even if a driver does not operate, the vehicle speed of the own vehicle is automatically adjusted toward the vehicle speed according to the speed limit of the highway on which the own vehicle is traveling.

  Even when the target vehicle speed is higher than the vehicle speed desired by the driver, the driver performs a brake operation (that is, the brake is turned on) during acceleration toward the target vehicle speed, so that the driver automatically detects the target vehicle speed according to the detection signal of the brake sensor 73. The vehicle is decelerated (see P4 in FIG. 4). Therefore, the driver can decelerate to a desired vehicle speed by a brake operation. In addition, by ending the brake operation at a timing when the vehicle speed is reduced to a desired vehicle speed, the actual vehicle speed at that time is maintained as the target vehicle speed (see P5 in FIG. 4). Then, by the speed control by the retreat control unit 109, the own vehicle is automatically accelerated and decelerated so as to maintain the target vehicle speed (see P6 in FIG. 4).

  Subsequently, when the travel path of the host vehicle is switched from the highway to a general road, a speed that is lower by the set value than the speed limit of the general road on which the host vehicle identified by the speed limit identifying unit 102 is traveling is A new vehicle speed is set (see P7 in FIG. 4). The retreat control unit 109 controls the speed so that the actual vehicle speed matches the new target vehicle speed, so that the host vehicle decelerates toward the target vehicle speed. Thereby, even if a driver does not operate, the vehicle speed of the own vehicle is automatically adjusted toward the vehicle speed according to the speed limit of the traveling path of the own vehicle according to the switching of the traveling path of the own vehicle.

  Even when the host vehicle is temporarily stopped by waiting for a signal or the like, the target vehicle speed is set to a vehicle speed corresponding to the speed limit of the host vehicle traveling path by releasing the brake operation (see P8 in FIG. 4). ), The vehicle is automatically accelerated toward the target vehicle speed.

<Summary of Embodiment 1>
According to the configuration of the first embodiment, when the accelerator sensor 72 is abnormal, the retraction control unit 109 controls the speed of the host vehicle using the appropriate speed according to the traveling path of the host vehicle as the target vehicle speed. When this occurs, it is not necessary for the driver to suddenly switch to a different operation from the previous driving operation. Therefore, even when an abnormality occurs in the accelerator sensor 72 of the own vehicle, it is possible to more easily adjust the speed according to the travel path.

  According to the configuration of the first embodiment, the driver can not only decelerate the vehicle but also accelerate by operating the brake operation member, and can adjust to a desired vehicle speed only by operating the brake operation member. . Since the brake operation member is a member that the driver operates even during normal driving operation, the driver can intuitively adjust the vehicle speed of the vehicle even in an emergency. In this respect also, it is possible to more easily adjust the speed according to the travel path.

  Further, according to the configuration of the first embodiment, the user's vehicle can be maintained by switching whether to maintain the vehicle speed or to accelerate (that is, to start) when there is no brake operation depending on whether or not the vehicle is stopped. It becomes possible to adjust the speed of the vehicle to meet the intention. In addition, according to the configuration of the first embodiment, when the traffic jam determination unit 103 determines that there is traffic jam, a target vehicle speed that is lower than the appropriate speed specified according to the speed limit on the travel path of the host vehicle is set. Therefore, it is possible to suppress unnecessary acceleration during traffic jams.

(Embodiment 2)
In the first embodiment, the configuration in which the traffic jam determination unit 103 determines whether or not there is traffic jam has been described, but the present invention is not necessarily limited thereto. For example, the traffic determination unit 103 may determine not only the presence / absence of traffic jam but also the degree of traffic jam. The determination of the traffic congestion level may be performed based on traffic congestion information indicating the traffic congestion level, for example. When the traffic congestion determination unit 103 determines the traffic congestion level, the appropriate speed specifying unit 104 may be configured to specify a lower appropriate speed as the traffic congestion level is higher.

(Embodiment 3)
In the first embodiment, the case where the vehicle has a function of performing constant speed traveling control has been described as an example, but the present invention is not necessarily limited thereto. For example, the structure which is not provided with the function in which the own vehicle performs constant speed running control may be sufficient. Even in this case, even when an abnormality occurs in the accelerator sensor 72 of the host vehicle due to the retraction control by the vehicle control ECU 10, it is possible to more easily adjust the speed according to the travel path.

(Embodiment 4)
In the first embodiment, the appropriate speed specifying unit 104 specifies the appropriate speed according to the determination result of the presence / absence of the traffic jam in the traffic jam determining unit 103, but the configuration is not necessarily limited thereto. For example, the vehicle control ECU 10 may not include the traffic jam determination unit 103, and the appropriate speed specifying unit 104 may specify an appropriate speed according to the speed limit specified by the speed limit specifying unit 102 regardless of the presence or absence of traffic. .

(Embodiment 5)
In addition, the structure which distributes and carries out the function of vehicle control ECU10 by several ECU may be sufficient. Moreover, it is good also as a structure which bears a part or all of the function in connection with evacuation control among the function of environment recognition ECU60, and the function of HCU41.

  The present invention is not limited to the above-described embodiments and modifications, and various modifications are possible within the scope of the claims, and technical means disclosed in different embodiments and modifications, respectively. Embodiments obtained by appropriately combining the above are also included in the technical scope of the present invention.

DESCRIPTION OF SYMBOLS 1 Driving assistance system, 10 Vehicle control ECU (External display processing apparatus), 20 Communication apparatus, 30 ADAS locator, 40 HMI system, 50 Perimeter monitoring sensor, 60 Environment recognition ECU, 70 Vehicle state sensor, 71 Shift position sensor, 72 Accelerator Sensor, 73 Brake sensor, 74 Brake switch, 75 Vehicle speed sensor, 101 Abnormality determining unit, 102 Speed limit specifying unit, 103 Congestion determining unit, 104 Appropriate speed specifying unit, 105 Brake operation determining unit, 106 Vehicle speed specifying unit, 107 Travel determination , 108 shift position specifying unit, 109 evacuation control unit, 110 evacuation control notification unit (presentation processing unit)

Claims (10)

Used in vehicles,
An appropriate speed specifying unit (104) for specifying an appropriate speed according to the traveling path of the vehicle;
When the accelerator sensor (72) for detecting the operation amount of the accelerator operation member of the vehicle is abnormal, the retraction control for performing retraction control for controlling the speed of the vehicle with the appropriate speed specified by the appropriate speed specifying unit as the target vehicle speed. A vehicle control apparatus provided with a part (109). In claim 1,
When the operation of the brake operation member of the vehicle is performed during the retraction control, the retraction control unit performs a downward correction to set the vehicle speed decelerated according to the operation of the brake operation member as a new target vehicle speed. A vehicle control device that sequentially performs and controls the speed of the vehicle so as to maintain the target vehicle speed subjected to the downward correction when the operation of the brake operation member is completed while the vehicle is traveling. In claim 2,
When the retraction control unit is performing the retraction control and the operation of the brake operation member is finished while the vehicle is stopped, the retraction control unit is not the target vehicle speed at which the downward correction is performed, but the appropriate vehicle speed. A vehicle control device that controls the speed of the vehicle using the appropriate speed specified by a speed specifying unit as a target vehicle speed. In claim 2 or 3,
The evacuation control unit is under the evacuation control and the vehicle is running, and a new target vehicle speed by the downward correction is a value lower than a set value by the appropriate speed specified by the appropriate speed specifying unit. If the state in which the operation of the brake operation member has not been performed continues for a set time or longer, the target vehicle speed is gradually increased until the operation of the brake operation member is performed, and the speed of the vehicle Vehicle control device for controlling the vehicle. In any one of Claims 1-4,
The said appropriate speed specific | specification part is a vehicle control apparatus which specifies the vehicle speed according to the speed limit of the travel path of the said vehicle as said appropriate speed. In any one of Claims 1-5,
A traffic judgment unit (103) for judging the presence or absence of traffic on the traveling path of the vehicle,
When determining that there is traffic jam in the traffic jam determination unit, the appropriate speed identification unit identifies the vehicle speed corresponding to the speed limit of the traveling path of the vehicle as the appropriate speed, while the traffic jam determination unit determines that there is no traffic jam. When it determines, the vehicle control apparatus which specifies the vehicle speed lower than the vehicle speed according to the speed limit of the travel path of the vehicle as the appropriate speed. In claim 6,
The evacuation control unit is in the evacuation control and is in a case where the congestion determination unit determines that there is congestion, and the vehicle is running and the brake operation member is not operated. Is a vehicle control device for controlling the speed of the vehicle by gradually increasing the target vehicle speed until the operation of the brake operation member is performed. In any one of Claims 1-7,
When the retraction control is in progress and the shift position of the vehicle is a reverse position, the retraction control unit is more than the appropriate speed regardless of the appropriate speed specified by the appropriate speed specifying unit. A vehicle control device that controls the speed of the vehicle using a low vehicle speed as a target vehicle speed. In any one of Claims 1-8,
The said evacuation control part is a vehicle control apparatus which switches a target vehicle speed to the said appropriate speed newly specified by the said appropriate speed specific part, whenever the said appropriate speed specified by the said appropriate speed specific part switches during the said evacuation control. In any one of Claims 1-9,
A vehicle control device comprising a presentation processing unit (110) for performing information presentation indicating that the evacuation control is being performed during the evacuation control.

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