JP2022106315A - Vehicle control device - Google Patents

Abstract

To actuate a collision avoidance assistance device in appropriate timing with no sense of incongruity for a crew member.SOLUTION: A vehicle control device 100 comprises: an obstacle detector 21 which detects another vehicle as an obstacle; a TTC calculation section 11 which calculates a time to collision TTC representing the degree of approach of an own vehicle to the detected other vehicle; an AEB unit 30 which is actuated to avoid a collision with the other vehicle when the calculated TTC exceeds a threshold; a scene discrimination section 15 which discriminates a travel scene of the own vehicle on the basis of a positional relation between the own vehicle and the other vehicle; and a threshold setting section 12 which sets the threshold according to the discriminated travel scene of the own vehicle.SELECTED DRAWING: Figure 1

Description

The present invention relates to a vehicle control device that controls a vehicle to assist in avoiding a collision with an obstacle.

Conventionally, as this type of device, when the predicted time until the vehicle reaches an obstacle becomes less than a predetermined value, an alarm is issued to the driver, and after the alarm is generated, the driver performs a collision avoidance operation. There is known a device that automatically activates a vehicle brake when it is not detected (see, for example, Patent Document 1).

Japanese Unexamined Patent Publication No. 2019-218000

Regarding the operation timing of the device that supports such collision avoidance, the driver may feel late or early depending on the driving scene. Therefore, it is desirable to operate the device at an appropriate timing.

The vehicle control device according to one aspect of the present invention is a parameter calculation that calculates a detection unit that detects an obstacle outside the own vehicle and a parameter that indicates the degree of approach of the own vehicle to the obstacle detected by the detection unit. The positional relationship between the vehicle and the obstacle detected by the detection unit and the collision avoidance support device that operates to avoid a collision with an obstacle when the parameter calculated by the parameter calculation unit exceeds the threshold value. A scene determination unit that determines a driving scene of the own vehicle based on the above, and a threshold value setting unit that sets a threshold value according to the driving scene of the own vehicle determined by the scene determination unit are provided.

According to the present invention, the collision avoidance support device can be operated at an appropriate timing that does not cause discomfort to the occupant.

The block diagram which shows the main part structure of the vehicle control device which concerns on embodiment of this invention. The figure which shows an example of the operation timing of the AEB device used for the vehicle control device which concerns on embodiment of this invention. It is an example of the traveling scene assumed by the vehicle control device which concerns on embodiment of this invention, and is the figure which shows the example of straight-ahead approach. It is an example of the traveling scene assumed by the vehicle control device which concerns on embodiment of this invention, and is the figure which shows the example of interrupt approach. It is an example of the traveling scene assumed by the vehicle control device which concerns on embodiment of this invention, and is the figure which shows the example of approaching right / left turn of the preceding traveling vehicle. It is an example of the traveling scene assumed by the vehicle control device which concerns on embodiment of this invention, and is the figure which shows the example of a lane change approach. It is an example of the traveling scene assumed by the vehicle control device which concerns on embodiment of this invention, and is the figure which shows the example of approaching right / left turn of an oncoming vehicle. The figure which shows an example of the traveling scene threshold by the vehicle control device which concerns on embodiment of this invention. The figure which shows another example of the traveling scene threshold by the vehicle control device which concerns on embodiment of this invention. The figure which shows an example of the running scene threshold value corresponding to the running scene of FIG. 3A. It is a figure which shows an example of the running scene threshold value corresponding to the running scene of FIG. 3B and FIG. 3C. The figure which shows an example of the running scene threshold value corresponding to the running scene of FIG. 3D. The figure which shows an example of the running scene threshold value corresponding to the running scene of FIG. 3E. The flowchart which shows an example of the process executed by the controller of FIG.

Hereinafter, embodiments of the present invention will be described with reference to FIGS. 1 to 7. The vehicle control device according to the embodiment of the present invention is a vehicle equipped with a collision avoidance support device having a function of avoiding a vehicle collision with an obstacle, and can be applied to a vehicle having a driving support function or an automatic driving function. can. In the following, an example of applying the vehicle control device to a vehicle having a driving support function will be described. A vehicle to which the vehicle control device according to the present embodiment is applied may be referred to as an own vehicle to distinguish it from other vehicles. The own vehicle may be any of an engine vehicle having an internal combustion engine (engine) as a traveling drive source, an electric vehicle having a traveling motor as a traveling drive source, and a hybrid vehicle having an engine and a traveling motor as a traveling drive source.

As a collision avoidance support device, in the present embodiment, when it is determined that there is a risk of collision with an obstacle, an alarm is output to the driver, and then the brake is automatically activated, that is, an AEB (Autonomous Emergency Braking) device, so-called collision damage. Mitigation brakes are used. In addition to the operation of the brake, the device may be configured to steer the vehicle so as to avoid a collision with an obstacle.

FIG. 1 is a block diagram showing a main configuration of the vehicle control device 100 according to the embodiment of the present invention. As shown in FIG. 1, the vehicle control device 100 includes a controller 10, an obstacle detector 21 electrically connected to the controller 10, a traveling state detector 22, and an AEB device 30.

The obstacle detector 21 is configured to detect an external situation which is peripheral information of the own vehicle. Specifically, the obstacle detector 21 is a lidar that measures scattered light with respect to irradiation light in all directions of the own vehicle to measure the distance from the own vehicle to surrounding obstacles, and irradiates electromagnetic waves to detect reflected waves. By doing so, a radar that detects other vehicles and obstacles around the own vehicle, mounted on the own vehicle, and has an image sensor such as CCD or CMOS to image the surroundings (front, rear, and side) of the own vehicle. It is composed of any of the cameras to be used, or a combination thereof. The obstacle detector 21 is configured to detect the position of the own vehicle by the GPS receiver and to detect the other vehicle as an obstacle by receiving the position information of the other vehicle via the communication unit. May be good.

The traveling state detector 22 is composed of various sensors that detect the traveling state of the own vehicle. Specifically, the traveling state detector 22 includes a vehicle speed sensor that detects the vehicle speed of the own vehicle, an acceleration sensor that detects the acceleration in the front-rear direction and the acceleration in the left-right direction (lateral acceleration) of the own vehicle, and a traveling drive source (engine). It is composed of a rotation speed sensor that detects the rotation speed of the vehicle and a traveling motor, and a yaw rate sensor that detects the rotation angle speed around the vertical axis of the center of gravity of the own vehicle. The traveling state detector 22 may include a sensor that detects a driver's driving operation, for example, an accelerator pedal operation, a brake pedal operation, a steering wheel operation, and the like.

The AEB device 30 includes an alarm device 31 that outputs an alarm to the driver and a brake actuator 32. The alarm device 31 has, for example, a voice output unit and a display unit, and notifies the driver that the vehicle may collide with an obstacle, that is, the possibility of collision is high by the voice or the display. By vibrating the steering wheel or the seat, it may be notified that there is a high possibility of collision. The brake actuator 32 is composed of, for example, a control valve that controls the flow of hydraulic pressure for operating the hydraulic brake, and a braking force is applied to the vehicle by driving the brake actuator 32.

The controller 10 is composed of an electronic control unit (ECU). More specifically, the controller 10 includes a computer, which is an arithmetic processing device having a CPU, a ROM, a RAM, and other peripheral circuits. The controller 10 has a TTC calculation unit 11, a threshold value setting unit 12, an AEB control unit 13, and a storage unit 14 as functional configurations.

The TTC calculation unit 11 calculates the time until the own vehicle reaches the obstacle, that is, the collision margin time TTC (Time To Collision), based on the signals from the obstacle detector 21 and the traveling state detector 22. .. Specifically, the TTC calculation unit 11 first determines whether or not there is an obstacle that may collide with the traveling direction of the own vehicle, and also determines the type of the obstacle. When it is determined that another vehicle exists in the traveling direction of the own vehicle, the TTC calculation unit 11 detects the inter-vehicle distance from the own vehicle to the other vehicle and calculates the relative vehicle speed of the own vehicle with respect to the other vehicle. Then, the collision margin time TTC is calculated by dividing the inter-vehicle distance by the relative vehicle speed.

The threshold value setting unit 12 sets the threshold value Ta, which is the operation start time of the AEB device 30, based on the signals from the obstacle detector 21 and the traveling state detector 22. That is, the AEB device 30 is configured to operate when the collision margin time TTC becomes equal to or less than the threshold value Ta, and the threshold value setting unit 12 sets the threshold value Ta in this case. The threshold value Ta is set according to the vehicle state (position, speed, traveling direction, etc.) of the own vehicle and another vehicle. For example, the faster the vehicle speed of the own vehicle or the faster the relative vehicle speed, the larger the threshold value Ta is set. The threshold value Ta set according to the vehicle state in this way may be referred to as a vehicle state threshold value. The relationship between the vehicle state and the vehicle state threshold value Ta is stored in the storage unit 14 in advance.

The AEB control unit 13 controls the AEB device 30 according to the collision margin time TTC calculated by the TTC calculation unit 11. FIG. 2 is a diagram showing an example of the operation timing of the AEB device 30. The horizontal axis of FIG. 2 is the collision margin time TTC, and the vertical axis is the vehicle state threshold value Ta. The characteristic fa in FIG. 2 represents a boundary line between the working region AR1 and the non-working region AR2 of the AEB device 30.

In FIG. 2, when the vehicle state threshold value Ta is, for example, Ta1, when the collision margin time TTC decreases from the point P0 and reaches the threshold value Ta1 as shown by the arrow in FIG. 2 (point P1), the AEB control unit 13 is AEB. A control signal is output to the device 30, and the operation of the AEB device 30 is started. In this case, first, a control signal is output to the alarm device 31 to generate an alarm that prompts the driver to perform a collision avoidance operation (steering operation or brake operation). After that, when the collision margin time TTC becomes further shorter, the AEB control unit 13 outputs a control signal to the brake actuator 32 to forcibly apply a braking force to the own vehicle.

By the way, in a vehicle state in which the vehicle state threshold value Ta determined according to the position and speed of the vehicle is Ta1, the driver may feel that the AEB device 30 starts operating earlier or later if the traveling scene is different. 3A to 3E are diagrams showing an example of a traveling scene in which the AEB device 30 operates.

FIG. 3A is an example in which the own vehicle 101 approaches another vehicle 102 traveling in the same lane, that is, an example of a straight-ahead approach. FIG. 3B is an example of an interrupt approach in which another vehicle 102 interrupts in front of the own vehicle 101. More specifically, it is an example in which another vehicle 102 traveling in a lane different from the lane in which the own vehicle 101 is traveling changes lanes and interrupts in front of the own vehicle 101. FIG. 3C shows an example in which the own vehicle 101 approaches another vehicle 102 in front of the vehicle turning left or right (turning left in the figure), that is, an example in which the vehicle in front approaches turning left or right. FIG. 3D is an example in which the own vehicle 101 changes lanes and approaches another vehicle 102, that is, an example in which the lane change approaches. FIG. 3E shows an example in which the own vehicle 101 turns right and approaches the other vehicle 102 after the other vehicle 102 traveling in the oncoming lane turns left at the intersection, that is, an example in which the oncoming vehicle approaches right or left.

In the traveling scenes of the straight-ahead approach and the lane change approach shown in FIGS. 3A and 3D, the own vehicle 101 approaches the other vehicle 102 by itself without changing the behavior such as changing the lane. Therefore, if the AEB device 30 starts operating when the collision margin time TTC reaches the vehicle state threshold value Ta, the driver may feel that the operation starts early. On the other hand, in the driving scenes shown in FIGS. 3B, 3C, and 3E, in which the vehicle is approaching an interrupt, the vehicle in front is approaching a right or left turn, and the oncoming vehicle is approaching a right or left turn, a state accompanied by a change in behavior such as a lane change or a right or left turn of another vehicle 102. Then, the own vehicle 101 is forced to approach the other vehicle 102. Therefore, if the AEB device 30 starts operating when the collision margin time TTC reaches the vehicle state threshold value Ta, the driver may feel that the start of operation is delayed.

As described above, how the driver feels the timing of starting the operation of the AEB device 30 differs depending on the driving scene. In consideration of this point, in the present embodiment, the vehicle is controlled so as to set a threshold value (sometimes referred to as a driving scene threshold value Tb to distinguish it from the vehicle state threshold value Ta) in consideration of not only the driving state but also the driving scene. The device 100 is configured.

Specifically, first, a predetermined running scene is run (test run) on the own vehicle 101 in advance, and running data including a camera image is acquired. After that, the analyst inputs a preferable timing for starting the operation of the AEB device 30 while analyzing the camera image or the like obtained in the test run. As a result, for example, a plurality of point data PDs as shown in FIG. 4 can be obtained. FIG. 4 is a diagram showing an example of point data PD acquired in the driving scene of interrupted driving (FIG. 3B). In FIG. 4, as in FIG. 2, the horizontal axis is the collision margin time TTC, and the vertical axis is the vehicle state threshold value Ta.

The characteristic fb in FIG. 4 is a characteristic that represents a plurality of point data PDs input by the analyst. This characteristic fb is, for example, a curve obtained by regression analysis of a plurality of point data PDs. The characteristic fb representing the plurality of point data PDs may be obtained from the average value or the minimum value of each data PD. It may be obtained using the method of least squares. The characteristic fb may be a straight line (for example, linear regression by the least squares method) instead of a curve.

The characteristic fb is a characteristic representing a traveling scene threshold value Tb that considers not only the vehicle state but also the traveling scene. A plurality of traveling scenes as shown in FIGS. 3A to 3E are stored in advance in the storage unit 14, and the characteristic fb is stored in association with each traveling scene. In consideration of the point that the point data PD includes an error, as shown in FIG. 5, the characteristic fb (solid line) obtained by shifting the characteristic fb (dotted line) of FIG. 4 by a predetermined amount is a characteristic representing the driving scene threshold value Tb. It may be stored in the storage unit 14 as fb.

6A to 6D are diagrams showing an example of the characteristic fb of the traveling scene threshold value Tb stored in the storage unit 14 in advance. FIG. 6A shows the characteristic fb1 corresponding to the traveling scene of straight-ahead approach (FIG. 3A), and FIG. 6B shows the characteristic fb2 corresponding to the traveling scene (FIG. 3B, FIG. FIG. 6C shows the characteristic fb3 corresponding to the driving scene (FIG. 3D) approaching the lane change, and FIG. 6D shows the characteristic fb4 corresponding to the traveling scene (FIG. 3E) approaching the oncoming vehicle turning left or right.

In the case of a straight-ahead approach or a lane change approach, the driver fully recognizes the existence of the other vehicle 102 and the own vehicle 101 approaches the other vehicle 102. Therefore, since it is less necessary to encourage an operation for avoiding a collision with another vehicle 102, the operating region AR1 of the AEB device 30 is narrowed as compared with that of FIG. 2 as shown in FIGS. 6A and 6C. .. In particular, since the vehicle state is more stable in the straight approach (FIG. 6A) than in the lane change approach, the operating region AR1 is narrower than in the lane change approach (FIG. 6C).

On the other hand, in the case of an interrupt approach, a right / left turn approach of the preceding vehicle, and a right / left turn approach of the oncoming vehicle, the driver does not anticipate the behavior of the other vehicle 102. Therefore, when the own vehicle 101 approaches the other vehicle 102, anxiety is likely to be felt. Therefore, as shown in FIGS. 6B and 6D, the operating area AR1 of the AEB device 30 is enlarged as compared with that of FIG. In particular, the operating region AR1 is wider than the interrupt approach and the front left turn approach because the vehicle behavior is more likely to be unstable than the interrupt approach and the front vehicle right / left turn approach.

As shown in FIG. 1, the threshold value setting unit 12 has a scene determination unit 15. The scene determination unit 15 stores a plurality of traveling scenes of the own vehicle 101 in advance in the storage unit 14 based on the positional relationship between the own vehicle 101 and the other vehicle 102 detected by the obstacle detector 21. It is determined whether or not it corresponds to any of the scenes (FIGS. 3A to 3E). The threshold value setting unit 12 has a characteristic fb (FIGS. 6A to 6D) according to the driving scene of the own vehicle 101 determined by the scene discriminating unit 15 from among a plurality of traveling scene characteristics fb stored in the storage unit 14 in advance. Select. Then, the traveling scene threshold value Tb is set based on the characteristic fb. The AEB control unit 13 operates the AEB device 30 when the collision margin time TTC calculated by the TTC calculation unit 11 reaches the traveling scene threshold value Tb.

When the running scene of the own vehicle 101 does not correspond to any of the running scenes stored in the storage unit 14 in advance, the threshold setting unit 12 sets the vehicle state threshold Ta according to the vehicle state instead of the running scene threshold Tb. do. The AEB control unit 13 operates the AEB device 30 when the collision margin time TTC calculated by the TTC calculation unit 11 reaches the vehicle state threshold value Ta. The vehicle state threshold value Ta and the driving scene threshold value Tb are collectively referred to as a control threshold value Tα. The control threshold value Tα is set to the running scene threshold value Tb when it is determined that the running scene corresponds to any of the predetermined running scenes (FIGS. 3A to 3E) stored in the storage unit 14 in advance, and any running scene is set. If it is determined that the above is not applicable, the vehicle condition threshold value Ta is set.

FIG. 7 is a flowchart showing an example of processing executed by the controller 10 (CPU) of FIG. 1 according to a predetermined program. The process shown in this flowchart is started when, for example, the obstacle detector 21 detects another vehicle 102 as an obstacle of the own vehicle 101, and is repeated at a predetermined cycle.

First, in step S1, the signals from the obstacle detector 21 and the traveling state detector 22 are read. Next, in step S2, based on the read signal, it is determined whether or not the traveling scene of the own vehicle 101 corresponds to any of the predetermined traveling scenes (FIGS. 3A to 3E) stored in the storage unit 14 in advance. do. If affirmed in step S2, the process proceeds to step S3, the traveling scene is determined, and the traveling scene threshold value Tb corresponding to the determined traveling scene and the vehicle state is set as the control threshold value Tα. On the other hand, if it is denied in step S2, the process proceeds to step S4, and the vehicle state threshold value Ta corresponding to the vehicle state is set as the control threshold value Tα.

When the control threshold value Tα is set in step S3 or step S4, the process proceeds to step S5 until the own vehicle 101 reaches the other vehicle 102 based on the signals from the obstacle detector 21 and the traveling state detector 22. The collision margin time TTC is calculated. Next, in step S6, it is determined whether or not the calculated collision margin time TTC is equal to or less than the control threshold value Tα. If denied in step S6, the process proceeds to step S7. In this case, the process ends without operating the AEB device 30. On the other hand, if affirmed in step S6, the process proceeds to step S8. In this case, a control signal is output to the AEB device 30 to operate the AEB device 30.

The operation of this embodiment is summarized as follows. For example, as shown in FIG. 3A, when the own vehicle 101 accelerates and approaches another vehicle 102 traveling in the same lane, the traveling scene threshold value Tb is set as the control threshold value Tα according to the characteristic fb1 of FIG. 6A. Therefore, the operating region AR1 of the AEB device 30 is narrowed, and the operating timing of the AEB device 30 is delayed. Specifically, as shown in FIG. 6A, Tb1 is set as the traveling scene threshold Tb corresponding to the vehicle state threshold Ta1 (step S3), and the AEB device 30 has the collision margin time TTC of the traveling scene threshold Tb1 (<Ta1). ) It operates when it becomes less than or equal to (step S8). In this way, when the own vehicle 101 approaches the other vehicle 102 by itself, the operation timing of the AEB device 30 is delayed from the operation timing based on the vehicle state threshold value Ta, so that the driver operates the AEB device 30 too early. The AEB device 30 can be operated at an appropriate timing without feeling uncomfortable.

On the other hand, as shown in FIG. 3B, when the other vehicle 102 interrupts and travels in front of the own vehicle 101 and the own vehicle 101 approaches the other vehicle 102, the traveling scene threshold value Tb is set as the control threshold value Tα according to the characteristic fb2 of FIG. 6B. Set. Therefore, the operating region AR1 of the AEB device 30 is expanded, and the operating timing of the AEB device 30 is accelerated. Specifically, as shown in FIG. 6B, Tb2 is set as the traveling scene threshold Tb corresponding to the vehicle state threshold Ta1 (step S3), and the AEB device 30 has the collision margin time TTC of the traveling scene threshold Tb2 (> Ta1). ) It operates when it becomes less than or equal to (step S8). In this way, when the own vehicle 101 unintentionally approaches the other vehicle 102, the operation timing of the AEB device 30 is earlier than the operation timing based on the vehicle state threshold value Ta, so that the driver operates the AEB device 30. The AEB device 30 can be operated at an appropriate timing without feeling uncomfortable that it is too late.

When the traveling scene of the own vehicle 101 does not correspond to any of the predetermined traveling scenes stored in the storage unit 14 in advance, the vehicle state threshold value Ta is set as the control threshold value Tα. Therefore, the AEB device 30 can be operated at an appropriate timing in consideration of the vehicle condition.

According to this embodiment, the following effects can be obtained.
(1) The vehicle control device 100 includes an obstacle detector 21 that detects an obstacle (another vehicle 102) outside the own vehicle 101, and an own vehicle 101 to the other vehicle 102 that is detected by the obstacle detector 21. When the TTC calculation unit 11 that calculates the collision margin time TTC as a parameter indicating the degree of approach and the collision margin time TTC calculated by the TTC calculation unit 11 exceed the driving scene threshold value Tb, collision with another vehicle 102 is avoided. A scene discriminating unit 15 that discriminates a traveling scene of the own vehicle 101 based on the positional relationship between the AEB device 30 that operates in this manner and the other vehicle 102 detected by the own vehicle 101 and the obstacle detector 21, and a scene discriminating unit. A threshold setting unit 12 for setting a running scene threshold value Tb according to the running scene of the own vehicle 101 determined by 15 is provided (FIG. 1).

With this configuration, the control threshold value Tα for operating the AEB device 30 is set in consideration of the traveling scene of the own vehicle 101. Therefore, the AEB device 30 can be operated at an appropriate timing that does not cause discomfort to the driver. Therefore, the driver's satisfaction with the AEB device 30 is increased.

(2) The threshold value setting unit 12 sets the travel scene threshold value Tb based on the travel scene, the vehicle speed of the own vehicle 101, the inter-vehicle distance to the other vehicle 102, and the vehicle state such as the relative vehicle speed with respect to the other vehicle 102. Therefore, the AEB device 30 can be operated at an appropriate timing according to the traveling scene and the vehicle state.

(3) The scene determination unit 15 determines which of the plurality of travel scenes (FIGS. 3A to 3E) stored in the storage unit 14 in advance corresponds to the travel scene of the own vehicle 101. When the scene determination unit 15 determines that the threshold value setting unit 12 corresponds to, for example, a straight-ahead approach (FIG. 3A), the threshold value setting unit 12 sets the running scene threshold value Tb to a smaller value than when it is determined that the scene determination unit 12 corresponds to an interrupt approach (FIG. 3B). (Fig. 6A, Fig. 6B). That is, in the traveling scene (first traveling scene) in which the own vehicle 101 approaches the other vehicle 102 without changing the lane of the other vehicle 102, the own vehicle 101 is the other vehicle while changing the lane of the other vehicle 102. The driving scene threshold value Tb is set to a smaller value than the driving scene (second driving scene) approaching the 102 interrupt. As a result, the driver can prevent the driver from feeling that the AEB device 30 is operating too quickly in the traveling scene approaching straight ahead, and can also prevent the driver from feeling that the AEB device 30 is operating too slowly in the traveling scene approaching the interrupt. Therefore, it is possible to properly operate the AEB device 30 according to the traveling scene.

The above embodiment can be transformed into various forms. Hereinafter, some modifications will be described. In the above embodiment, the obstacle detector 21 detects the other vehicle 102 as an obstacle that the own vehicle 101 may collide with, but this is the configuration of the detection unit that detects an obstacle outside the own vehicle. Not limited to. The detection unit may detect an obstacle other than the other vehicle with which the own vehicle collides. In the above embodiment, the collision margin time TTC calculated by the TTC calculation unit 11 is used to determine whether or not the AEB device 30 needs to be operated. The necessity of operating the AEB device may be determined using the parameters, and the configuration of the parameter calculation unit is not limited to that described above.

In the above embodiment, the AEB device 30 is used as the collision avoidance support device. More specifically, the AEB device 30 having the alarm device 31 and the brake actuator 32 was used to operate the brake actuator 32 after the alarm device 31 was activated, but the brake actuator 32 was not activated. , The brake actuator 32 may be activated. Instead of or in addition to the operation of the brake actuator 32, the steering actuator that steers the steering wheel may be operated instead of the operation of the brake actuator 32. That is, the configuration of the collision avoidance support device that operates to avoid a collision with an obstacle is not limited to the AEB device 30. That is, any configuration of the collision avoidance support device may be used as long as it operates so as to avoid the collision of obstacles when the parameter calculated by the parameter calculation unit exceeds the threshold value.

In the above embodiment, the scene determination unit 15 determines which of the predetermined driving scenes (FIGS. 3A to 3E) the current driving scene corresponds to, but the predetermined driving scene is Not limited to those described above. That is, regarding the setting of the control threshold value Tα, if it is preferable to provide a difference from the vehicle state threshold value Ta, another driving scene may be mentioned as a predetermined driving scene. In the above embodiment, the threshold value setting unit 12 sets the driving scene threshold value Tb according to the driving scene and the driving state, but the threshold value (driving scene threshold value) is set by correcting the vehicle state threshold value Ta according to the driving scene. Tb) may be set, and the configuration of the threshold value setting unit is not limited to that described above.

In the above embodiment, the vehicle state threshold value Ta is set based on the vehicle speed of the own vehicle 101, the inter-vehicle distance to the other vehicle 102, and the traveling vehicle speed with respect to the other vehicle 102. However, the vehicle speed, the inter-vehicle distance, and the traveling vehicle speed are set. The vehicle condition threshold may be set based on at least one of the above. In the above embodiment, the driving scene in which the own vehicle 101 approaches the other vehicle 102 without changing the lane of the other vehicle 102 is the first traveling scene, and the own vehicle 101 moves to the other vehicle 102 while changing the lane of the other vehicle 102. The approaching driving scene is defined as the second driving scene, but the first driving scene and the second driving scene are not limited to this.

In the above embodiment, the vehicle control device 100 is applied to a vehicle having a driving support function, but the present invention can be similarly applied to an autonomous driving vehicle. That is, even in an autonomous vehicle, if the operation timing of the collision avoidance support device is too early or too late, the driver may feel uncomfortable. In this respect, the present invention can be effectively applied.

The above description is merely an example, and the present invention is not limited to the above-described embodiments and modifications as long as the features of the present invention are not impaired. It is also possible to arbitrarily combine one or a plurality of the above-described embodiments and the modified examples, and it is also possible to combine the modified examples.

11 TTC calculation unit, 12 threshold value setting unit, 13 AEB control unit, 14 storage unit, 15 scene discrimination unit, 21 obstacle detector, 22 running condition detector, 100 vehicle control device, 101 own vehicle, 102 other vehicle, Ta Vehicle condition threshold, Tb driving scene threshold

Claims (4)

A detector that detects obstacles outside the vehicle and
A parameter calculation unit that calculates a parameter indicating the degree of approach of the own vehicle to an obstacle detected by the detection unit, and a parameter calculation unit.
When the parameter calculated by the parameter calculation unit exceeds the threshold value, a collision avoidance support device that operates to avoid a collision with an obstacle and a collision avoidance support device.
A scene determination unit that determines the driving scene of the own vehicle based on the positional relationship between the own vehicle and the obstacle detected by the detection unit, and
A vehicle control device including a threshold value setting unit that sets the threshold value according to a traveling scene of the own vehicle determined by the scene determination unit. In the vehicle control device according to claim 1,
The vehicle control unit further sets the threshold value based on at least one of the vehicle speed of the own vehicle, the distance to the obstacle detected by the detection unit, and the relative vehicle speed with respect to the obstacle. Device. In the vehicle control device according to claim 1 or 2.
The obstacle is another vehicle located in the traveling direction of the own vehicle.
The scene determination unit determines which of a plurality of predetermined driving scenes the driving scene of the own vehicle corresponds to, and determines which of the plurality of predetermined driving scenes corresponds to.
When the scene determination unit determines that the threshold value setting unit corresponds to the first driving scene, the threshold value setting unit sets the threshold value to a smaller value than when it is determined that the threshold value setting unit corresponds to the second driving scene. Control device. In the vehicle control device according to claim 3,
The first traveling scene is a traveling scene in which the own vehicle approaches another vehicle without changing the lane of the other vehicle.
The second traveling scene is a vehicle control device characterized in that the own vehicle approaches another vehicle while changing the lane of the other vehicle.

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