JP2008162553A - Vehicle control device - Google Patents

Abstract

An object of the present invention is to more reliably avoid a rear vehicle approaching the host vehicle.
A vehicle control device 10 performs an approach detection unit 1a for detecting the approach of a rear vehicle to the host vehicle, and performs vehicle speed limit control so that the vehicle speed of the host vehicle is equal to or less than a set limit speed. Vehicle speed control means 1b. Further, when the approach detection means 1a detects the approach of the rear vehicle, the vehicle speed control means 1b preferably cancels the restriction control. Furthermore, when the lane change detection means 21a detects a lane change of the host vehicle, the vehicle speed control means 1b preferably releases the restriction control.
[Selection] Figure 1

Description

  The present invention relates to a vehicle control device that performs vehicle speed limit control so that the vehicle speed of the host vehicle is equal to or lower than a set speed limit, for example.

2. Description of the Related Art Conventionally, a rear side collision warning device that issues a warning according to an approaching state in which a rear vehicle approaches the host vehicle is known in order to reduce the burden of rearward confirmation when a driver changes lanes (for example, patents). Reference 1).
JP-A-8-241499

  However, as described above, the conventional rear side collision warning device, when the vehicle behind the vehicle is approaching the vehicle at the time of the lane change, reduces the burden of confirming the rear at the time of the lane change. An alarm is given to this.

  Therefore, it is necessary for the driver to perform an acceleration operation of the own vehicle and avoid the rear vehicle. For example, the rear vehicle may suddenly approach the own vehicle. In addition, when the host vehicle is controlled to be less than or equal to the set speed limit by the vehicle speed limiting device, it is possible to accelerate the own vehicle speed above the limit speed in order to avoid a rear vehicle that the host vehicle approaches rapidly. It can be impossible. In this case, there is a possibility that it is difficult to greatly accelerate the host vehicle and avoid a rear vehicle approaching rapidly.

  The present invention is for solving such a problem, and a main object is to more reliably avoid a rear vehicle approaching the host vehicle.

  One aspect of the present invention for achieving the above object is an approach detection means for detecting the approach of a rear vehicle to the host vehicle, and vehicle speed limit control so that the vehicle speed of the host vehicle is equal to or less than a set limit speed. Vehicle speed control means for performing vehicle control, wherein the vehicle speed control means releases the restriction control when the approach detection means detects the approach of the rear vehicle, Device. According to this aspect, a rear vehicle approaching the host vehicle can be avoided more reliably.

  In this aspect, the vehicle speed control means may further release the restriction control when the lane change detection means for detecting the lane change of the host vehicle is further provided and the lane change detection is detected by the lane change detection means. Thereby, the own vehicle in the lane change can more reliably avoid the approaching rear vehicle.

  In this one aspect, an acceleration intention detection unit that detects an acceleration intention of the driver to accelerate the host vehicle, and an accelerator response control unit that controls an increase rate of the acceleration of the host vehicle with respect to the driver's acceleration operation. Further, when the intention to accelerate is detected by the acceleration intention detection means after the restriction control by the vehicle speed control means is released, the accelerator response control means may perform control to increase the acceleration increase rate. As a result, the host vehicle can be accelerated more greatly, and a rear vehicle that rapidly approaches the host vehicle can be avoided more reliably.

  In this aspect, the vehicle may further include a steering assist unit that assists the steering operation by the driver when the approach detection unit detects the approach of the rear vehicle. As a result, the driver can easily perform the steering operation, and can more reliably avoid the rear vehicle that suddenly approaches the host vehicle.

  In this aspect, when the approach detection means detects the approach of the rear vehicle, an alarm means for alerting the approach of the rear vehicle may be further provided. As a result, the driver can reliably recognize the approach of the rear vehicle, and can more reliably avoid the rear vehicle that suddenly approaches the host vehicle.

  In this one aspect, when the approach detection means detects the approach of the rear vehicle, the driving force, braking force and / or steering force of the host vehicle is controlled to automatically avoid the rear vehicle. You may go. Thereby, the rear vehicle which approaches the own vehicle rapidly can be avoided automatically.

  ADVANTAGE OF THE INVENTION According to this invention, the back vehicle which approaches the own vehicle can be avoided more reliably.

  The best mode for carrying out the present invention will be described below with reference to the accompanying drawings.

(First embodiment)
FIG. 1 is a block diagram showing an example of a system configuration of the vehicle control device according to the first embodiment of the present invention. A vehicle control device 10 according to the present embodiment is configured around a control ECU (Electronic Control Unit) 1.

  The control ECU 1 is mainly composed of a microcomputer. This microcomputer comprises a known CPU (Central Processing Unit), RAM (Random Access Memory), ROM (Read Only Memory), I / O, and the like. Among these, the CPU executes various control processes to be described later in accordance with programs stored in the ROM. The ROM stores various information such as control parameters necessary for the CPU to execute various control processes in addition to the programs described below.

  The control ECU 1 includes an approach detection unit 1a and a vehicle speed control unit 1b. The approach detection unit 1a, the vehicle speed control unit 1b, the lane change detection unit 21a described later, the acceleration intention detection unit 21b, and the accelerator response control unit 21c are stored in, for example, a ROM and realized by a program executed by the CPU. Yes.

  The approach detection unit 1a detects that a rear vehicle traveling behind the host vehicle has approached the host vehicle (FIG. 2). For example, from the viewpoint of vehicle safety, the approach detection unit 1a detects a sudden approach (hereinafter referred to as avoidance approach) of a rear vehicle that requires a vehicle operation to avoid the rear vehicle. The rear vehicle includes, for example, not only a rear vehicle traveling on the same lane as the own vehicle but also a rear side vehicle traveling on a lane adjacent to the lane of the own vehicle.

  The approach detection unit 1a includes a distance detection sensor 11 such as a radio wave millimeter wave radar, an ultrasonic sonar, and an optical laser radar for detecting a rear vehicle. For example, a radar disposed in a rear bumper at the rear of the vehicle radiates electromagnetic waves to the rear side of the vehicle, and receives reflected waves reflected by the rear vehicle in the radar detection region R out of the radiated electromagnetic waves. By doing so, the inter-vehicle distance (hereinafter referred to as inter-vehicle distance) S between the rear vehicle and the host vehicle, the relative speed (approach speed) Vr of the rear vehicle to the host vehicle, and the relative direction of the rear vehicle to the host vehicle , Is detected. The distance detection sensor 11 may be a camera that is disposed at the rear of the host vehicle and can capture the rear side of the vehicle.

  The approach detection unit 1a detects the avoidance approach based on, for example, a relationship between the inter-vehicle distance S and the relative speed Vr detected by the distance detection sensor 11 and a preset inter-vehicle distance S and the relative speed Vr. . Note that the relationship between the inter-vehicle distance S and the relative speed Vr is experimentally obtained in advance and stored in the ROM of the control ECU 1, for example, as shown in FIG.

  In addition, in the relationship between the inter-vehicle distance S and the relative speed Vr, an avoidance boundary line that divides an avoidance necessary area (1) where avoidance approach is detected and an avoidance unnecessary area (2) where avoidance approach is not detected is set. Yes. As the avoidance boundary line, for example, a quadratic curve in which the relative speed Vr increases as the inter-vehicle distance S increases is experimentally obtained and set.

  The approach detection unit 1a detects avoidance approach when the inter-vehicle distance S and the relative speed Vr detected by the distance detection sensor 11 exceed the avoidance boundary line and are in the avoidance necessary area (1). On the other hand, the approach detection unit 1a does not detect the avoidance approach when the inter-vehicle distance S and the relative speed Vr detected by the distance detection sensor 11 are in the avoidance unnecessary area (2) without exceeding the avoidance boundary line.

  The vehicle speed control unit (vehicle speed control means) 1b performs vehicle speed limit control (speed limiter control) so that the vehicle speed of the host vehicle is less than or equal to a preset limit speed. A vehicle speed sensor 12 that detects the vehicle speed of the host vehicle is connected to the vehicle speed control unit 1b.

  Further, an engine ECU 13 that controls the driving force of the host vehicle and a brake ECU 14 that controls the braking force of the host vehicle are connected to the vehicle speed control unit 1b. The engine ECU 13 controls the driving force of the host vehicle by controlling the engine 13a in an integrated manner. The brake ECU 14 controls the braking force of the host vehicle by controlling the brake device 14a disposed on each wheel of the host vehicle.

  The control ECU 1, engine ECU 13, brake ECU 14, and steering ECU 18 described later are connected to each other via, for example, a vehicle LAN (Local Area Network) 15, and bidirectional data communication is possible.

  For example, the vehicle speed control unit 1b controls the driving force of the host vehicle by controlling the engine ECU 13. Further, the vehicle speed control unit 1b controls the braking force of the host vehicle by controlling the brake ECU 14. Furthermore, the vehicle speed control unit 1b controls the braking force and / or driving force of the host vehicle so that the vehicle speed of the host vehicle detected by the vehicle speed sensor 12 is equal to or lower than the speed limit. Since the processing method of the vehicle speed limit control is a well-known technique, a detailed description thereof will be omitted.

  Next, an example of a control processing flow of the vehicle control apparatus 10 according to the first embodiment will be described in detail. FIG. 4 is a flowchart showing an example of a control processing flow of the vehicle control apparatus 10 according to the present embodiment. Note that the control processing flow shown in FIG. 4 and later-described FIGS. 8 and 11 is repeatedly executed every predetermined minute time (for example, every 10 msec).

  First, the approach detection unit 1a of the control ECU 1 performs the avoidance approach based on the inter-vehicle distance S and the relative speed Vr detected by the distance detection sensor 11 and the preset relationship between the inter-vehicle distance S and the relative speed Vr. Detect (S10).

  When avoidance approach is detected by the approach detection unit 1a (Yes in S10), the vehicle speed control unit 1b releases the restriction control of the running vehicle speed (S11). In this case, the engine ECU 13 can sufficiently accelerate the host vehicle based on the driver's accelerator operation without being limited to the speed limit set in the vehicle speed control unit 1b. Therefore, for example, the vehicle speed of the own vehicle is not limited to the speed limit, and can be accelerated more than the set speed limit (S12), thereby avoiding a rear vehicle that approaches rapidly.

  On the other hand, when avoidance approach is not detected by the approach detection unit 1a (No in S10), the vehicle speed control unit 1b continues the limit control of the vehicle speed being executed (S13). In this case, for example, even when the host vehicle accelerates, the vehicle speed is limited and controlled to be equal to or lower than the speed limit (S14). Thereby, excessive acceleration in the host vehicle can be automatically suppressed.

  As described above, in the vehicle control device 10 according to the first embodiment, when the approach detection unit 1a detects avoidance approach, the vehicle speed control unit 1b cancels the vehicle speed limit control being executed. Thus, the host vehicle can be sufficiently accelerated without being limited to the set speed limit, and a rear vehicle approaching rapidly can be reliably avoided. That is, it is possible to more reliably avoid a rear vehicle that is rapidly approaching the host vehicle.

(Second Embodiment)
FIG. 5 is a block diagram showing an example of a system configuration of the vehicle control device 20 according to the second embodiment of the present invention. The control ECU 21 of the vehicle control device 20 according to the present embodiment includes a lane change detection unit 21a, an acceleration intention detection unit 21b, and an accelerator response control unit 21c, in addition to the approach detection unit 1a and the vehicle speed control unit 1b described above. And further.

  The lane change detection unit 21a detects a state where the lane is changed from a lane where the host vehicle is currently traveling to an adjacent lane. A camera 15 capable of photographing the front of the vehicle is connected to the lane change detection unit 21a. The camera 15 is disposed, for example, at the front of the vehicle, and can capture a lane on the road surface on which the host vehicle travels.

  The lane change detection unit 21a performs, for example, well-known image processing on a captured image in front of the vehicle captured by the camera 15, and detects the lane on the road surface on which the host vehicle is currently traveling. And the lane change detection part 21a detects the state (during lane change) of the own vehicle by calculating the relative positional relationship between the detected lane and the own vehicle.

  The lane change detection unit 21a may detect a state in which the host vehicle is changing lanes based on the direction indication signal output from the winker device and / or the vehicle steering angle detected by the steering angle sensor. Good.

  The acceleration intention detection unit 21b detects an acceleration intention that the driver intends to accelerate the host vehicle. For example, an accelerator position sensor 16 (hereinafter referred to as a position sensor) that is disposed on an accelerator pedal and detects the amount of depression of the accelerator pedal by the driver is connected to the acceleration intention detection unit 21b.

The acceleration intention detection unit 21 b detects the driver's intention to accelerate based on the accelerator pedal depression amount (driver accelerator opening DAC) detected by the position sensor 16. For example, the acceleration intention detection unit 21b detects the acceleration intention when the driver accelerator opening degree DAC detected by the position sensor 16 increases and becomes equal to or greater than a predetermined value DAC _th (FIG. 6).

  The acceleration intention detection unit 21b may detect the acceleration intention by an on / off switch that outputs an on signal when the accelerator pedal is depressed. For example, the acceleration intention detecting unit 21b detects the acceleration intention when receiving an ON signal from an ON / OFF switch.

  The accelerator response control unit (accelerator response control means) 21c controls, for example, the rate of increase (acceleration) of the acceleration of the host vehicle with respect to the driver's acceleration operation such as an accelerator pedal depression operation.

  For example, the accelerator response control unit 21c calculates the control opening AC of the throttle valve of the engine 13a based on the following equation (1).

AC = DAC × K × ΔDAC (1) In the above equation (1), K is a control coefficient, and ΔDAC is a driver accelerator opening change amount. This ΔDAC is calculated based on the driver accelerator opening degree DAC detected by the position sensor 16, for example.

  The accelerator response control unit 21c varies the control opening degree AC by varying the control coefficient K. Thereby, the increase rate of the acceleration of the own vehicle with respect to a driver | operator's acceleration operation can be controlled.

For example, the accelerator response control section 21c, at time t _1, by causing an increase the control factor K, increases the increase rate of the control opening AC. In this case, the control opening degree AC of the accelerator response control unit 21c changes, for example, from the normal state (dotted line) in (1) to the increased state (solid line) in (2), as shown in FIG. Become bigger.

  The engine ECU 13 controls, for example, the opening degree of the slot valve of the engine 13a based on the control opening degree AC calculated by the accelerator response control unit 21c. More specifically, when the accelerator response control unit 21c increases the control opening degree AC, the engine ECU 13 increases the opening degree of the throttle valve of the engine 13a based on the increased control opening degree AC. The driving force of 13a is increased.

  Thus, the accelerator response control part 21c increases the increase rate of the own vehicle's acceleration with respect to the driver's acceleration operation by increasing the increase rate of the control opening degree AC as described above. Thereby, what is called an accelerator response can be increased more and the rear vehicle which approaches rapidly can be avoided more reliably.

  In the vehicular control apparatus 20 according to the second embodiment shown in FIG. 5, the same reference numerals are given to substantially the same parts as those in the vehicular control apparatus 10 according to the first embodiment shown in FIG. Detailed description will be omitted.

  Next, an example of a control process of the vehicle control device 20 according to the second embodiment will be described in detail. FIG. 8 is a flowchart showing an example of a control processing flow of the vehicle control device 20 according to the present embodiment.

  The lane change detection unit 21a detects a state where the lane is being changed from the lane in which the host vehicle is currently traveling to an adjacent lane (during lane change) (S20).

  When the lane change detection unit 21a detects a lane change state (Yes in S20), the approach detection unit 1a detects avoidance approach (S21). When the lane change detection unit 21a does not detect the lane change state (No in S20), the vehicle speed control unit 1b continues the restriction control of the running vehicle speed (S22), and ends this control process.

  When avoidance approach is detected by the approach detection unit 1a (Yes in S21), the vehicle speed control unit 1b cancels the vehicle speed limit control being executed (S23), and proceeds to the later-described process (S24). On the other hand, when avoidance approach is not detected by the approach detection unit 1a (No in S21), the vehicle speed control unit 1b continues the limit control of the vehicle speed being executed (S22), and ends this control process.

The acceleration intention detection unit 21b determines whether the driver accelerator opening degree DAC detected by the position sensor 16 is equal to or greater than a predetermined value DAC _th, and detects the acceleration intention (S24).

  When the acceleration intention detection unit 21b detects the acceleration intention (Yes in S24), the accelerator response control unit 21c increases the increase rate of the control opening degree AC as shown in (2) of FIG. 7 (S25). . Thereby, the increase rate of the acceleration of the own vehicle with respect to depression operation of the same accelerator pedal can be increased.

  On the other hand, when the acceleration intention detection unit 21b does not detect the acceleration intention (No in S24), the accelerator response control unit 21c accelerates the increase rate of the control opening AC in the normal state as shown in (1) of FIG. Control is performed (S26), and this control process is terminated.

  As described above, in the vehicle control device 20 according to the second embodiment, when the lane change detection unit 21a detects the lane change state and the approach detection unit 1a detects avoidance approach, the vehicle speed control unit 1b. Cancels the limit control of the running vehicle speed. As a result, the host vehicle that is changing lanes can sufficiently avoid and reliably avoid a rear vehicle that approaches rapidly from behind without being limited to the set speed limit.

  Further, as described above, when the intention to accelerate is detected by the acceleration intention detection unit 21b after the vehicle speed control unit 1b releases the restriction control of the vehicle speed being executed, the accelerator response control unit 21c controls the control opening AC. Increase the rate of increase. Thereby, the increase rate of the acceleration of the own vehicle with respect to the depression operation of the same accelerator pedal by a driver | operator can be increased. Therefore, the host vehicle can be accelerated more greatly, and the rear vehicle which approaches rapidly can be avoided more reliably.

  As mentioned above, although the best mode for carrying out the present invention has been described using the embodiment, the present invention is not limited to such an embodiment and is within the scope not departing from the gist of the present invention. Various modifications and substitutions can be made to the above-described embodiment.

  In the first and second embodiments, the approach detection unit 1a detects the avoidance approach based on the inter-vehicle distance S detected by the distance detection sensor 11, for example, The avoidance approach may be detected based on the vehicle head time.

  In the first and second embodiments, when avoidance approach is detected by the approach detection unit 1a (Yes in S10, Yes in S21), the vehicle speed control unit 1b releases the restriction control of the vehicle speed being executed. In addition, a warning may be given to the driver by using an alarm device (alarm means) 17 mounted on the vehicle (S11, S23). Thereby, the driver can accelerate the own vehicle while recognizing the approach of the rear vehicle by the warning of the warning device 17, and can avoid the rear vehicle more reliably.

  As alarms of the alarm device 17, for example, an alarm sound by an audio output device (buzzer), an alarm display by a display device (meter display device, navigation device), lighting / flashing of an alarm lamp by a light device, a vibration device (handle) Alarm vibration by a device built in a seat, a seat belt or the like).

Further, as shown in FIG. 9, the approach detection unit 1a, the avoidance approach is detected (S10 of Yes, S21 of Yes), performs a first warning by the warning device 17, a predetermined time _{t 2} has elapsed after the alarm, The vehicle speed control unit 1b may cancel the restriction control of the running vehicle speed (S11, S23). As a result, the driver can recognize the approach of the rear vehicle by the warning of the warning device 17, and then can accelerate the host vehicle to avoid the rear vehicle more reliably.

  In the second embodiment, the accelerator response control unit 21c increases the increase rate of the control opening degree AC. However, the shift state of the automatic transmission (AT) may be varied. Specifically, the accelerator response control unit 21c performs shift control (for example, shift-down control from the 6th speed state to the 4th speed state, the 5th speed state to the 2nd speed state, etc.) that lowers the shift state of the automatic transmission. May be. Thereby, the same effect as the case where the increase rate of the control opening degree AC is increased, that is, the increase rate of the acceleration of the host vehicle with respect to the depression operation of the same accelerator pedal can be increased.

  In the first and second embodiments, one avoidance boundary line is set for the relationship between the inter-vehicle distance S and the relative speed Vr. However, this avoidance boundary line may be set at a plurality of levels. . In the relationship between the inter-vehicle distance S and the relative speed Vr, for example, an alarm level boundary line (a), a support level boundary line (b), and an automatic avoidance level boundary line (c) may be set (FIG. 10).

  More specifically, the alarm level boundary line (a) is set to a boundary line that is in a warning state that requires immediate warning, although there is no risk of a collision between the host vehicle and the rear vehicle. When this alarm level boundary line (a) is crossed and the alarm area is entered, for example, an alarm by the alarm device 17 is executed.

  Further, the support level boundary line (b) is set to be an emergency line that may cause a collision between the host vehicle and the rear vehicle about 3 to 4 seconds later. When the support level boundary line (b) is crossed and the support area is entered, for example, avoidance support control is executed to cancel the vehicle speed limit control being executed by the vehicle speed control unit 1b.

  Further, as the automatic avoidance level boundary line (c), a boundary line that is in an extremely urgent state is set such that there is a possibility of collision between the host vehicle and the rear vehicle after about 2 to 3 seconds. When this automatic avoidance level boundary line (c) is crossed and the automatic avoidance region is entered, for example, automatic control of the driving force, braking force and / or steering force of the vehicle is executed, and the own vehicle urgently avoids a collision by a rear vehicle. can do. In this way, by setting the avoidance boundary line in stages according to the risk of collision, and performing optimal warnings, control, etc. at each stage, the host vehicle can avoid the approach of the rear vehicle more appropriately. it can.

  Next, as described above, the control processing when the alarm level boundary line (a), the assistance level boundary line (b), and the automatic avoidance level boundary line (c) are set in the relationship between the inter-vehicle distance S and the relative speed Vr. The flow will be described in detail.

  FIG. 11 is a flowchart showing an example of a control processing flow when an alarm level boundary line (a), a support level boundary line (b), and an automatic avoidance level boundary line (c) are set.

  The approach detection unit 1a of the control ECU 21 generates a warning level boundary line (based on the relationship between the inter-vehicle distance S and the relative speed Vr detected by the distance detection sensor 11 and the preset inter-vehicle distance S and the relative speed Vr. It is determined whether or not a) is exceeded and the alarm area is entered (S30).

  When it is determined that the approach detection unit 1a has entered the warning area (Yes in S30), the warning device 17 is activated to give a warning to the driver (S31). On the other hand, when the approach detection unit 1a determines that it is not in the warning area but in the avoidance unnecessary area (No in S30), the control process ends.

  Next, the approach detection unit 1a determines whether or not the support level boundary line (b) is exceeded from the warning area and the support area is entered (S32).

  If it is determined by the approach detection unit 1a that the vehicle has entered the support area (Yes in S32), the vehicle speed control unit 1b cancels the vehicle speed limit control being executed (S33), and the acceleration intention detection unit 21b detects the acceleration intention. (S34). On the other hand, when the approach detection unit 1a determines that the vehicle is not in the support area (No in S32), the control process is terminated.

  When the acceleration intention detection unit 21b detects the acceleration intention (Yes in S34), the accelerator response control unit 21c increases the increase rate of the control opening degree AC (S35). On the other hand, when the acceleration intention detection unit 21b does not detect the acceleration intention (No in S34), the present control process is terminated.

  Next, the approach detection unit 1a determines whether or not the automatic avoidance area is entered beyond the automatic avoidance level boundary line (c) from the support area (S36). When it is determined by the approach detection unit 1a that the vehicle has entered the automatic avoidance region (Yes in S36), the control ECU 21 automatically controls the driving force, braking force and / or steering force of the vehicle to quickly approach the host vehicle. Automatic avoidance control for automatically avoiding the vehicle is performed (S37). On the other hand, when the approach detection unit 1a determines that the vehicle is not in the automatic avoidance area (No in S36), the present control process is terminated.

  In the automatic avoidance control, for example, the control ECU 21 controls the engine ECU 13 to accelerate the host vehicle to avoid a rear vehicle that approaches rapidly. Further, the control ECU 21 controls the steering ECU (steering support means) 18 to steer the vehicle in the left direction or the right direction to avoid a rear vehicle that is approaching rapidly. As a result, the host vehicle can more reliably urgently avoid the rear vehicle that approaches rapidly from the rear. The steering ECU 18 controls the steering device 18a to perform the steering control.

  In the first and second embodiments, when avoidance approach is detected by the approach detection unit 1a (Yes in S10, Yes in S21), the vehicle speed control unit 1b releases the restriction control of the vehicle speed being executed. At the same time (S11, S23), pre-crash safety (PCS) control may be executed. Thereby, the safety | security of the own vehicle improves more. The pre-crash control includes, for example, control that controls the seat belt device to apply tension to the seat belt.

  In the first and second embodiments, when avoidance approach is detected by the approach detection unit 1a (Yes in S10, Yes in S21), the vehicle speed control unit 1b releases the restriction control of the vehicle speed being executed. At the same time (S11, S23), a vehicle light such as a hazard lamp of the host vehicle may be turned on / flashing to call attention to the rear vehicle. Thereby, the necessity for avoidance can be urged for the rear vehicle, and the collision between the host vehicle and the rear vehicle can be avoided more reliably.

  In the first and second embodiments, when the approach detection unit 1a detects avoidance approach (Yes in S10, Yes in S21), and further, when steering of the vehicle is detected by the steering angle sensor, vehicle speed control is performed. The unit 1b may cancel the vehicle speed limit control being executed (S11, S23), and may perform steering assist control to assist the driver's steering operation. As a result, the host vehicle can surely avoid the rear vehicle approaching rapidly from behind by the assisted steering operation.

  The steering assist control includes, for example, control for reducing the steering reaction force applied to the steering wheel, gear ratio variable control in the steering gear ratio variable control system (VGRS), etc. This refers to the assist control that is performed (allowing quick steering operation). Since the VGRS and PCS control are well-known techniques, detailed description thereof will be omitted.

  In the second embodiment, the accelerator response control unit 21c calculates the control opening degree AC of the throttle valve based on the above equation (1), but according to the relative speed Vr as shown in the following equation. Thus, it may be calculated by changing the equation.

Control opening AC = α (relative speed Vr ≧ constant V _th )
Control opening AC = DAC × K × ΔDAC (relative speed Vr <constant V _th )
In the above equation, for example, the constant α is experimentally determined and set to a value that can reliably avoid the approach of the rear vehicle (a value that provides the maximum motion performance of the host vehicle). In addition, the constant V _th is set, for example, by experimentally obtaining a relative speed at which an emergency state in which there is a high risk of a rear vehicle colliding with the host vehicle. Thereby, for example, sudden approach of a rear vehicle in an emergency state can be avoided more reliably by increasing the control opening AC greatly in a short time.

  In the first and second embodiments, the approach detection unit 1a and the distance detection sensor 11 correspond to the approach detection means described in the claims. The lane change detection unit 21a and the camera 15 correspond to the lane change detection means described in the claims. Further, the acceleration intention detection unit 21b and the position sensor 16 correspond to acceleration intention detection means described in the claims.

  The present invention can be used, for example, in a vehicle control device that performs vehicle speed limit control so that the vehicle speed of the host vehicle is equal to or less than a set limit speed. The appearance, weight, size, running performance, etc. of the vehicle to be mounted are not limited.

It is a block diagram which shows an example of the system configuration | structure of the vehicle control apparatus which concerns on the 1st Embodiment of this invention. It is a figure which shows an example of the state which detects the back vehicle which approaches the own vehicle. It is a figure which shows an example of the relationship between the inter-vehicle distance and relative speed in which the avoidance boundary line which divides an avoidance required area | region and an avoidance unnecessary area | region was set. It is a flowchart which shows an example of the control processing flow of the control apparatus for vehicles which concerns on the 1st Embodiment of this invention. It is a block diagram which shows an example of the system configuration | structure of the vehicle control apparatus which concerns on the 2nd Embodiment of this invention. It is a figure which shows an example of the state in which a driver | operator accelerator opening increases and becomes more than predetermined value, and the intention of acceleration is detected. It is a figure which shows an example in the state which a control opening degree changes from a normal state to an increase state, and an increase rate becomes larger. It is a flowchart which shows an example of the control processing flow of the control apparatus for vehicles which concerns on the 2nd Embodiment of this invention. It is a figure which shows an example where the warning is performed by the warning device, and the restriction control of the vehicle speed is released when a certain time has passed after this warning. It is a figure which shows an example of the relationship between the inter-vehicle distance and relative speed to which the warning level boundary line, the assistance level boundary line, and the automatic avoidance level boundary line were set. It is a flowchart which shows an example of the control processing flow when an alarm level boundary line, an assistance level boundary line, and an automatic avoidance level boundary line are set.

Explanation of symbols

1,21 Control ECU
DESCRIPTION OF SYMBOLS 1a Approach detection part 1b Vehicle speed control part 10, 20 Vehicle control device 17 Alarm device 21a Lane change detection part 21b Acceleration intention detection part 21c Accelerator response control part

Claims (6)

An approach detection means for detecting an approach of a rear vehicle to the own vehicle;
Vehicle speed control means for performing vehicle speed limit control so that the vehicle speed of the host vehicle is equal to or lower than a set speed limit,
The vehicle control apparatus according to claim 1, wherein when the approach detection unit detects the approach of the rear vehicle, the vehicle speed control unit cancels the restriction control. The vehicle control device according to claim 1,
Lane change detection means for detecting a lane change of the host vehicle,
The vehicle control device, wherein the vehicle speed control means releases the restriction control when the lane change is detected by the lane change detection means. The vehicle control device according to claim 1 or 2,
An acceleration intention detecting means for detecting an acceleration intention of the driver to accelerate the own vehicle;
An accelerator response control means for controlling an increase rate of the acceleration of the host vehicle with respect to the acceleration operation of the driver,
After the restriction control by the vehicle speed control means is released, when the acceleration intention detection means is detected by the acceleration intention detection means, the accelerator response control means performs control to increase the acceleration increase rate. A control apparatus for a vehicle. The vehicle control device according to any one of claims 1 to 3,
The vehicle control apparatus according to claim 1, further comprising a steering assist unit that assists a steering operation by a driver when the approach detection unit detects an approach of the rear vehicle. The vehicle control device according to any one of claims 1 to 4,
The vehicle control device according to claim 1, further comprising warning means for warning the approach of the rear vehicle when the approach detection means detects the approach of the rear vehicle. The vehicle control device according to any one of claims 1 to 5,
When the approach detection means detects the approach of the rear vehicle, the driving force, braking force and / or steering force of the host vehicle is controlled to automatically avoid the rear vehicle. A control apparatus for a vehicle.

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