JP2019104442A - Vehicle driving support device - Google Patents

Abstract

To provide a vehicle driving support device that can appropriately determine a driver's intention to switch between two driving support modes and a manual driving mode.SOLUTION: A mode switching unit 30 makes switching to a manual driving mode when a brake stepping amount more than or equal to a previously set threshold value Pb1 is detected at the time of selecting a first driving support mode, makes switching to the first driving support mode when a brake stepping amount more than or equal to a threshold value Pb2 set at a value smaller than the threshold value Pb1 is detected at the time of selecting a second driving support mode, and makes switching to the manual driving mode when a brake stepping amount more than or equal to a threshold value Pb3 set at a value less than or equal to the threshold value Pb2 is detected at the time of selecting the second driving support mode and when the speed of a brake stepping operation is more than or equal to a previously set threshold value Pbv.SELECTED DRAWING: Figure 10

Description

  The present invention relates to a driving assistance apparatus for a vehicle capable of switching between a driving assistance mode for automatically traveling the vehicle along a target traveling path and a manual operation mode for traveling the vehicle based on the driver's driving operation.

  2. Description of the Related Art Conventionally, in vehicles such as automobiles, techniques relating to various driving support devices for reducing the burden on the driver and realizing comfortable and safe traveling have been proposed and put into practical use. This type of driving support device is, for example, combined with adaptive vehicle follow-up control (ACC: Adaptive Cruise Control) and lane keep assist (LKA) control and lane departure prevention (LDP) control. It is possible to realize driving support control that causes the vehicle to travel automatically along the target traveling route.

  Further, in the driving support apparatus, when a predetermined driving operation (override) by the driver is detected, the driving support mode in which the above-described driving support control is performed is performed based on the driving operation of the driver in order to respect the driver's intention. It is possible to switch to a manual operation mode in which the host vehicle is driven. For example, according to Patent Document 1, based on the steering torque and the steering angular velocity, the steering work amount due to the driver steering the steering wheel is calculated, and when the calculated steering work amount exceeds the override determination threshold, automatic traveling is performed. There is disclosed a technique for switching from an automatic operation mode for performing control (drive support control mode) to a manual operation mode for performing manual operation by a driver.

  By the way, in the driving support mode (the mode of automatic driving) for causing the vehicle to travel automatically, for example, it is premised that the driver holds (steers) the steering, and predetermined driving intervention by the driver is permitted. It is roughly divided into a first driving support mode and a second driving support mode which is performed without requiring the driver to hold the steering and does not assume driving intervention by the driver. And, in recent years, the practical use of a driving support apparatus capable of switching between the two driving support modes having different control levels and the manual driving mode has also been studied.

JP, 2015-63244, A

  However, in the case of setting the two driving support modes and the manual driving mode as described above in the driving support device, it is important to appropriately determine the driving mode to be transited when the driver's intervention is detected.

  The present invention has been made in view of the above circumstances, and it is an object of the present invention to provide a driving assistance apparatus for a vehicle capable of appropriately switching the driver's intention and switching between two driving assistance modes and a manual driving mode. .

  The driving assistance apparatus for a vehicle according to one aspect of the present invention requires a manual driving mode, a first driving assistance mode for performing driving assistance control on the premise of steering holding by the driver, and steering holding of the steering by the driver. A drive control mode for performing drive control of the vehicle by selectively executing the drive mode and having a second drive support mode in which the drive support control is performed without performing the drive support control; Mode switching means for switching the operation mode to be executed by the traveling control means on the basis of an amount, and the mode switching means is not less than a first threshold set in advance when the first driving support mode is selected. When the driving operation amount is detected, the mode is switched to the manual driving mode, and when the second driving support mode is selected, it is smaller than the first threshold. Switch to the first driving support mode when the driving operation amount equal to or greater than the second threshold set to the threshold value is detected, and the second driving support mode is selected to a value less than the second threshold. The operation mode is switched to the manual operation mode when the driving operation amount equal to or larger than the set third threshold value is detected and the speed of the driving operation for generating the driving operation amount is equal to or more than a preset speed threshold value.

  According to the vehicle driving support device of the present invention, it is possible to appropriately determine the driver's intention and switch between the two driving support modes and the manual driving mode.

Schematic configuration diagram of the driving support device Flow chart of operation mode switching control routine (part 1) Flow chart of operation mode switching control routine (part 2) Flow chart of operation mode switching control routine (3) A flowchart showing a transition determination subroutine from the manual driving mode to the first driving support mode A blow chart showing a transition determination subroutine from the first driving support mode to the manual operation mode A flowchart showing a transition determination subroutine from the first driving support mode to the second driving support mode A flowchart showing a transition determination subroutine from the second driving support mode to the manual driving mode A flowchart showing a transition determination subroutine from the second driving support mode to the first driving support mode Transition diagram to each operation mode A time chart showing an example when sequentially transitioning from the second driving support mode to the first driving support mode and the manual driving mode according to the amount of brake depression. A time chart showing an example when sequentially transitioning from the second driving support mode to the first driving support mode and the manual driving mode according to the steering torque A time chart showing an example of direct transition from the second driving support mode to the manual driving mode according to the amount of brake operation A time chart showing an example of direct transition from the second driving support mode to the manual driving mode according to the steering torque

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. The drawings relate to an embodiment of the present invention, and FIG. 1 is a schematic block diagram of a driving support device, FIGS. 2 to 4 are flowcharts of a driving mode switching control routine, and FIG. FIG. 6 is a flowchart showing a transition determination subroutine from the first driving support mode to the manual driving mode, and FIG. 7 is a transition from the first driving support mode to the second driving support mode. FIG. 8 is a flowchart showing a determination routine for transition from the second driving support mode to the manual operation mode. FIG. 9 is a flowchart for determining the transition from the second driving support mode to the first driving support mode. FIG. 10 is a transition diagram to each operation mode, and FIG. 11 is a second driving support mode according to the amount of depression of the brake. 12 is a time chart showing an example when sequentially transitioning to the first driving support mode and the manual driving mode, FIG. 12 is a diagram from the second driving support mode to the first driving support mode and the manual driving mode according to the steering torque. FIG. 13 is a time chart showing an example of direct transition from the second driving support mode to the manual operation mode according to the amount of brake operation, and FIG. It is a time chart which shows an example at the time of changing directly from the 2nd driving support mode to manual operation mode according to.

  Hereinafter, an embodiment of the present invention will be described based on the drawings. The driving support device 1 shown in FIG. 1 is mounted on a vehicle (own vehicle) such as a car. The driving support device 1 has a locator unit 11 and a camera unit 21 as sensor units for recognizing the traveling environment outside the vehicle, and these two units 11 and 21 are completely independent multiplex systems that do not depend on each other. Are configured. The driving support device 1 also includes a traveling control unit (hereinafter referred to as “traveling_ECU”) 22 as traveling control means, an engine control unit (hereinafter referred to as “E / G_ECU”) 23, and a power steering control unit A control area network (hereinafter referred to as “PS_ECU”) 24 and a brake control unit (hereinafter referred to as “BK_ECU”) 25 are provided, and these control units 22 to 25 together with the locator unit 11 and the camera unit 21 are CAN (Controller Area Network). Etc.) via an in-vehicle communication line 10).

  The locator unit 11 estimates the vehicle position on the road map, and includes a locator operation unit 12 for estimating the vehicle position and a high accuracy road map database 18 as a storage unit.

  A longitudinal acceleration sensor 13 for detecting longitudinal acceleration acting on the host vehicle, a wheel speed sensor 14 for detecting rotational speeds of front, rear, left and right wheels, and an angular velocity or angular acceleration of the host vehicle The sensors necessary for estimating the position of the vehicle (vehicle position), such as the gyro sensor 15 and the GNSS receiver 16 for receiving positioning signals transmitted from a plurality of positioning satellites, are connected.

  Further, a high accuracy road map database 18 is connected to the locator calculation unit 12. The high accuracy road map database 18 is a large capacity storage medium such as an HDD, and high accuracy road map information (dynamic map) is stored. This high precision road map information holds lane data (lane width data, lane center position coordinate data, lane heading angle data, speed limit, etc.) required when performing automatic driving, and this lane data Are stored at intervals of several meters in each lane on the road map.

  The locator calculation unit 12 includes a vehicle position estimation unit 12a that estimates a vehicle position, and a map information acquisition unit 12b.

  The map information acquisition unit 12b acquires route map information from the current location to the destination from the map information stored in the high accuracy road map database 18 based on, for example, the destination set by the driver in automatic driving, and the acquired route Map information (lane data on the route map) is transmitted to the vehicle position estimation unit 12a. The vehicle position estimation unit 12a acquires the position coordinates of the vehicle based on the positioning signal received by the GNSS receiver 16, performs map matching of the position coordinates on the route map information, and detects the vehicle position on the road map. The travel lane is identified and identified, and the road curvature at the center of the travel lane stored in the road map data is acquired.

  Furthermore, the vehicle position estimation unit 12a detects the wheel detected by the wheel speed sensor 14 in an environment where it is not possible to receive an effective positioning signal from the positioning satellite due to a decrease in sensitivity of the GNSS receiver 16, such as traveling in a tunnel. It switches to autonomous navigation that estimates the vehicle position based on the vehicle speed obtained based on the speed, the angular velocity detected by the gyro sensor 15, and the longitudinal acceleration detected by the longitudinal acceleration sensor 13, and estimates the vehicle position on the road map.

  The camera unit 21 is fixed at the upper center of the front of the vehicle interior, and is an on-vehicle camera (stereo camera) including a main camera 21a and a sub camera 21b disposed at symmetrical positions across the center in the vehicle width direction. , An image processing unit (IPU) 21c, and a traveling environment recognition unit 21d.

  The IPU 21c performs image processing of forward traveling environment image information in front of the host vehicle taken by both cameras 21a and 21b in a predetermined manner, and includes forward information of the traveling environment image (distance image) Generate information).

  Based on the distance image information and the like received from the IPU 21c, the traveling environment recognition unit 21d determines the road curvature [1 / m] of the dividing line that divides the left and right of the traveling road (the own vehicle traveling route) traveled by the own vehicle Find the width between lines (car width). Various methods are known for determining the road curvature and the vehicle width. For example, the road curvature is determined by recognizing the left and right dividing lines by binarization processing based on the difference in luminance based on forward traveling environment image information. The curvatures of the left and right dividing lines are determined for each predetermined section by a curve approximation formula or the like by multiplication, and the vehicle width is further calculated from the difference in curvature between the both dividing lines.

  Then, based on the curvatures of the left and right section lines and the lane width, the road curvature at the center of the lane (in the present embodiment, this is referred to as "camera curvature") is determined, and further, the lateral position of the vehicle relative to the center of the lane Deviation, precisely, the distance from the center of the lane to the center of the vehicle in the vehicle width direction (vehicle's lateral position deviation Xdiff) is calculated.

  In addition, the traveling environment recognition unit 21d performs predetermined pattern matching and the like on the distance image information, guard rails and curbs existing along the road, and three-dimensional objects (type, distance, speed relative to the vehicle, etc. To recognize the

  The vehicle position estimated by the vehicle position estimation unit 12a of the locator calculation unit 12, the vehicle lateral position deviation Xdiff obtained by the traveling environment recognition unit 21d of the camera unit 21, the three-dimensional object information, etc. are read by the traveling_ECU 22.

  In the travel_ECU 22, as a drive mode, a manual drive mode, a first drive support mode, and a second drive support mode are set.

  Here, the manual operation mode is, for example, an operation mode in which the host vehicle travels according to driving operations such as a steering operation by a driver, an accelerator operation, and a brake operation.

  In the first driving support mode and the second driving support mode, for example, following control of the preceding vehicle (Adaptive Cruise Control) and lane keeping (Lane Keep Assist) are performed mainly through control of the E / G_ECU 23, PS_ECU 24, BK_ECU 25 and the like. 2.) A driving mode in which the vehicle is automatically traveled (automatically driven) along the target traveling route by performing control and lane departure prevention control in combination.

  In the first and second driving support modes, when the preceding vehicle is recognized on the traveling road ahead in the traveling environment recognition unit 21d or the like, for example, the target progression based on the traveling locus of the preceding vehicle It is possible to set the road and make the own vehicle automatically follow the preceding vehicle (automatic traveling) without departing from the lane. Further, in the first and second driving support modes, when the preceding vehicle is not recognized, for example, the target traveling route is set based on the vehicle traveling route etc., and the vehicle is automatically traveled with the set vehicle speed as the target vehicle speed It is possible to

  Here, although the first and second driving support modes are basically common in that they are modes of automatic driving for causing the vehicle to automatically travel as described above, the first driving support mode is a driver. The second driving support mode is a driving mode that does not require the steering holding by the driver. Therefore, in the second driving support mode, when it becomes impossible to set the target traveling path, etc., the driver takes over the driving operation (that is, changes to the manual driving mode) or the roadside belt etc. Avoidance control is performed to automatically stop the

  Each operation mode set in the travel_ECU 22 in this manner can be selectively executed based on the switching signal from the mode switching unit 30 as mode switching means.

  The mode switching unit 30 includes, for example, various information (camera curvature, vehicle lateral position deviation, etc.) related to the vehicle traveling path estimated in the camera unit 21, and the vehicle position on the road map estimated in the locator unit 11, etc. Various pieces of information on the vehicle speed are input via the travel_ECU 22. The mode switching unit 30 constantly compares the lateral position from the center of the lane on the road map of the vehicle position estimated by the vehicle position estimation unit 12a with the vehicle lateral position determined by the traveling environment recognition unit 21d. When the difference (absolute value of the difference) exceeds a preset threshold value, either the vehicle position estimated by the vehicle position estimation unit 12a or the vehicle lateral position calculated by the traveling environment recognition unit 21d. It is determined that the reliability is lowered, and it is determined that the system condition for performing the automatic driving is not established.

  In addition, on the input side of the mode switching unit 30, as various switches and sensors, an automatic operation switch 31 by which the driver performs on / off switching of automatic operation (drive support control), and a driver holds steering (grip) The steering wheel touch sensor 32, which turns on when driving, the steering torque sensor 33, which detects a steering torque as a driving operation amount by the driver, and the brake sensor 34, which detects a brake stepping amount as a driving operation amount by the driver, are connected. It is done.

  Then, the mode switching unit 30 performs switching control of the operation mode executed by the travel_ECU 22 based on the determination result about whether the above-described system conditions are met and the input information from various switches and sensors.

  A throttle actuator 26 is connected to the output side of the E / G_ECU 23. The throttle actuator 26 opens and closes the throttle valve of the electronically controlled throttle provided on the throttle body of the engine, and adjusts the intake air flow rate by opening and closing the throttle valve according to a drive signal from the E / G_ECU 23 To generate a desired engine output.

  An electric power steering motor 27 is connected to the output side of the PS_ECU 24. The electric power steering motor 27 applies a steering torque to the steering mechanism by the rotational force of the motor. In the automatic driving, the electric power steering motor 27 is controlled by a drive signal from the PS_ECU 24 to drive the current traveling lane. Lane change control for maintaining the vehicle and lane change control for moving the vehicle to an adjacent lane (lane change control for overtaking control etc.) are executed.

  The brake actuator 28 is connected to the output side of the BK_ECU 25. The brake actuator 28 adjusts the brake hydraulic pressure supplied to the brake wheel cylinder provided on each wheel, and when the brake actuator 28 is driven by the drive signal from the BK_ECU 25, each wheel is controlled by the brake wheel cylinder. The braking force is generated against the motor and is forcibly decelerated.

  Next, operation mode switching control in the mode switching unit 30 described above will be described according to the flowchart of the operation mode switching control routine shown in FIGS. 2 to 4. This routine is repeatedly executed every set time, and when the routine starts, the mode switching unit 30 first checks in step S101 whether the currently selected operation mode is the manual operation mode.

  When the mode switching unit 30 determines that the current operation mode is the manual operation mode, the process proceeds to step S102, and the current operation mode is not the manual operation mode (that is, the first driving support mode or When it is determined that the second driving support mode is selected, the process proceeds to step S105.

  When the process proceeds from step S101 to step S102, the mode switching unit 30 determines whether a transition condition from the manual driving mode to the first driving support mode is satisfied.

  This determination is executed, for example, according to the flowchart of the transition condition determination subroutine shown in FIG. 5. When the subroutine starts, the mode switching unit 30 first establishes the system conditions for performing the automatic operation in step S201. Find out if you are

  When the mode switching unit 30 determines that the system condition is satisfied, the process proceeds to step S202, and when the mode switching unit 30 determines that the system condition is not satisfied, the process proceeds to step S204.

  When the process proceeds from step S201 to step S202, the mode switching unit 30 checks whether the automatic operation switch 31 has been turned on by the driver.

  When the mode switching unit 30 determines that the automatic operation switch 31 is turned on, the process proceeds to step S203, and when it is determined that the automatic operation switch 31 is not turned on, the process proceeds to step S204.

  When the process proceeds from step S202 to step S203, the mode switching unit 30 determines that the transition condition from the manual driving mode to the first driving support mode is satisfied, and then exits the subroutine.

  On the other hand, when the process proceeds from step S201 or step S202 to step S204, the mode switching unit 30 determines that the transition condition from the manual driving mode to the first driving support mode is not satisfied, and then exits the subroutine.

  In the main routine shown in FIG. 2, when the process proceeds from step S102 to step S103, the mode switching unit 30 checks whether the transition condition in the above-described transition condition determination is met.

  When the transition condition to the first driving support mode is not satisfied, the mode switching unit 30 leaves the routine as it is.

  On the other hand, when the transition condition to the first driving support mode is satisfied, the mode switching unit 30 proceeds to step S104 and transitions the driving mode from the manual driving mode to the first driving support mode, and then performs a routine. Get out of.

  Further, when the process proceeds from step S101 to step S105 (see FIG. 3), the mode switching unit 30 checks whether or not the system conditions for performing the automatic operation are satisfied.

  When the mode switching unit 30 determines that the system condition is satisfied, the process proceeds to step S106, and when the mode switching unit 30 determines that the system condition is not satisfied, the process proceeds to step S113.

  When the process proceeds from step S105 to step S106, the mode switching unit 30 checks whether the automatic driving switch 31 has been turned off by the driver.

  When the mode switching unit 30 determines that the automatic operation switch 31 is turned off, the process proceeds to step S113, and when it is determined that the automatic operation switch 31 is not turned off, the process proceeds to step S107.

  When the process proceeds from step S106 to step S107, the mode switching unit 30 determines whether the currently selected operation mode is the first driving support mode.

  When mode switching unit 30 determines that the current drive mode is the first drive support mode, the process proceeds to step S108, and the current drive mode is not the first drive support mode (ie, the second drive support mode). If it is determined that the driving support mode is set, the process proceeds to step S113.

  When the process proceeds from step S107 to step S108, the mode switching unit 30 determines whether a transition condition from the first driving support mode to the manual driving support mode is satisfied.

  This determination is performed, for example, according to the flowchart of the transition condition determination subroutine shown in FIG. 6. When the subroutine starts, the mode switching unit 30 first determines the brake depression amount detected by the brake sensor 34 in step S301. Is checked whether it is larger than a threshold Pb1 as a preset first threshold.

  When the mode switching unit 30 determines that the amount of brake depression is larger than the threshold Pb1, the process proceeds to step S304, and when it is determined that the amount of brake depression is equal to or less than the threshold Pb1, the process proceeds to step S302.

  When the process proceeds from step S301 to step S302, the mode switching unit 30 sets the steering torque detected by the steering torque sensor 33 (more specifically, the absolute value of the steering torque: the same applies hereinafter) as a preset first threshold. It is checked whether it is larger than the threshold Ps1 of.

  When the mode switching unit 30 determines that the steering torque is larger than the threshold Ps1, the process proceeds to step S304, and when the steering torque is determined to be equal to or smaller than the threshold Ps1, the mode switching unit 30 proceeds to step S303.

  When the process proceeds from step S302 to step S303, the mode switching unit 30 determines that the transition condition from the first driving support mode to the manual driving mode is not satisfied, and then exits the subroutine.

  On the other hand, when the process proceeds from step S301 or step S302 to step S304, the mode switching unit 30 determines that the transition condition from the first driving support mode to the manual operation mode is satisfied, and then exits the subroutine.

  In the main routine shown in FIG. 3, when the process proceeds from step S108 to step S109, the mode switching unit 30 checks whether the transition condition in the above-described transition condition determination is met.

  Then, if the transition condition is satisfied, the mode switching unit 30 proceeds to step S113.

  On the other hand, when the transition condition is not satisfied, the mode switching unit 30 proceeds to step S110.

  When the process proceeds from step S105, step S106, or step S109 to step S113, the mode switching unit 30 leaves the routine after changing the driving mode from the first driving support mode to the manual driving mode.

  Further, when the process proceeds from step S109 to step S110, the mode switching unit 30 determines whether a transition condition from the first driving support mode to the second driving support mode is satisfied.

  This determination is executed, for example, according to the flowchart of the transition condition determination subroutine shown in FIG. 7. When the subroutine starts, the mode switching unit 30 first determines the signal from the steering wheel touch sensor 32 in step S401. Investigate whether the driver is not holding the steering wheel or not.

  When it is determined that the steering wheel touch sensor 32 is off and the driver is in the released state, the process proceeds to step S402, and the steering wheel touch sensor 32 is on, and the driver maintains steering. If it is determined that the vehicle is in the steered state, the process proceeds to step S404.

  When the process proceeds from step S401 to step S402, the mode switching unit 30 determines whether the amount of depression of the brake is "0" based on the signal from the brake sensor 34, that is, the driver does not perform the brake operation by the driver. Check if it is not.

  When the mode switching unit 30 determines that the brake operation amount is "0" and the driver does not perform the brake operation, the process proceeds to step S403, and the brake operation amount is larger than "0". If it is determined that the driver's brake operation is being performed, the process proceeds to step S404.

  When the process proceeds from step S402 to step S403, the mode switching unit 30 updates the counter T1 that counts the elapsed time after the steering is released and the brake operation is not performed, and then the step is performed. Go to S405.

  On the other hand, when the process proceeds from step S401 or step S402 to step S404, the mode switching unit 30 resets the counter T1 to "0", and then proceeds to step S405.

  When the process proceeds from step S403 or step S404 to step S405, the mode switching unit 30 checks whether the counter T1 is greater than or equal to a preset threshold T1th (for example, a count value corresponding to about 5 seconds).

  When the mode switching unit 30 determines that the counter T1 is equal to or greater than the threshold T1th, the process proceeds to step S406. When the mode switching unit 30 determines that the counter T1 is smaller than the threshold T1th, the mode switching unit 30 proceeds to step S407.

  When the process proceeds from step S405 to step S406, the mode switching unit 30 determines that the transition condition from the first driving support mode to the second driving support mode is satisfied, and then exits the subroutine.

  On the other hand, when the process proceeds from step S405 to step S407, the mode switching unit 30 determines that the transition condition from the second driving support mode to the second driving support mode is not satisfied, and then exits the subroutine.

  In the main routine shown in FIG. 3, when the process proceeds from step S110 to step S111, the mode switching unit 30 checks whether the transition condition in the above-described transition determination is met.

  When the transition condition to the second driving support mode is not satisfied, the mode switching unit 30 leaves the routine as it is.

  On the other hand, when the transition condition to the second driving support mode is satisfied, the mode switching unit 30 proceeds to step S112 and transitions the driving mode from the first driving support mode to the second driving support mode. After that, I exit the routine.

  Further, when the process proceeds from step S107 to step S114 (see FIG. 4), the mode switching unit 30 determines whether a transition condition from the second driving support mode to the manual operation mode is satisfied.

  This determination is performed, for example, according to the flowchart of the transition condition determination subroutine shown in FIG. 8. When the subroutine starts, the mode switching unit 30 first performs the brake based on the signal from the brake sensor 34 in step S501. It is checked whether the amount of stepping-in is larger than a threshold Pb3 which is a preset third threshold. Here, as shown in FIG. 11 and FIG. 13 (a), the threshold Pb3 is set to a value lower than the above-described threshold Pb1.

  When the mode switching unit 30 determines that the amount of depression of the brake is greater than the threshold Pb3 based on the signal from the brake sensor 34, the process proceeds to step S502, and the amount of depression of the brake is determined to be less than or equal to the threshold Pb3. The process proceeds to step S503.

  After proceeding from step S501 to step S502, the mode switching unit 30 updates the counter Tb3 for counting the elapsed time after determining that the brake depression amount is larger than the threshold Pb3, and then proceeds to step S504.

  On the other hand, when the process proceeds from step S501 to step S503, the mode switching unit 30 resets the counter Tb3 to "0", and then proceeds to step S504.

  When the process proceeds from step S502 or step S503 to step S504, the mode switching unit 30 checks whether the value of the counter Tb3 is equal to or more than a preset threshold Tb3th. Here, in the second driving support mode, the driver basically takes his or her foot off the brake pedal. Accordingly, in the second driving support mode, when the driver moves the foot, for example, the driver may accidentally contact the brake pedal, and this contact may be erroneously determined as the driver's conscious braking operation. On the other hand, the depression of the brake pedal due to such an erroneous operation usually has an extremely short operation time as compared to the depression of the brake pedal consciously performed by the driver. Therefore, the threshold value Tb3th is set based on an experiment, a simulation, or the like in order to distinguish between an erroneous operation and a conscious operation on the brake pedal.

  Then, if the value of counter Tb3 is equal to or greater than threshold value Tb3th, mode switching unit 30 proceeds to step S505, and if the value of counter Tb3 is less than threshold value Tb3th, it proceeds to step S506.

  When the process proceeds from step S504 to step S505, the mode switching unit 30 checks whether the operation speed at the time of depression of the brake by the driver is larger than a threshold Pbv as a preset speed threshold.

  Here, in the second driving support mode, basically, the brake control for avoiding contact with a preceding vehicle or an obstacle is automatically performed in the travel_ECU 22, but this brake control is felt by the driver. If it does not match, it is assumed that an additional brake stepping operation by the driver is performed. In this case, although the amount of depression itself is not so large, the depression operation is performed at a relatively high operation speed. Therefore, if the operation speed when the driver steps on the brake by the driver is larger than the threshold Pbv, the mode switching unit 30 determines that the driver is conscious of the brake operation, and proceeds to step S512.

  On the other hand, if the operation speed when the driver steps on the brake is less than or equal to the threshold Pbv, the mode switching unit 30 proceeds to step S506.

  When the process proceeds from step S504 or step S505 to step S506, the mode switching unit 30 determines whether the steering torque is larger than a preset third threshold value Ps3 based on a signal from the steering torque sensor 33. Find out Here, as shown in FIGS. 12 and 14A, the threshold Ps3 is set to a value lower than the above-described threshold Ps1.

  When the mode switching unit 30 determines that the steering torque is larger than the threshold Ps3 based on the signal from the steering torque sensor 33, the process proceeds to step S507 and determines that the steering torque is smaller than the threshold Ps3. The process proceeds to step S508.

  After proceeding from step S506 to step S507, the mode switching unit 30 updates the counter Ts3 for counting the elapsed time after determining that the steering torque is larger than the threshold value Ps3, and then proceeds to step S509.

  On the other hand, when the process proceeds from step S507 to step S508, the mode switching unit 30 resets the counter Ts3 to "0", and then proceeds to step S509.

  When the process proceeds from step S507 or step S508 to step S509, the mode switching unit 30 checks whether the value of the counter Ts3 is equal to or more than a preset threshold Ts3th. Here, in the second driving support mode, the driver basically takes his hand off the steering. Therefore, in the second driving support mode, when the driver moves the hand, for example, the steering wheel may be erroneously touched, and this contact may be erroneously determined as the driver's conscious steering operation. On the other hand, such an erroneous operation with respect to the steering usually has an extremely short operation time as compared to the steering operation intentionally performed by the driver. Therefore, the threshold value Ts3th is set based on an experiment, a simulation or the like in order to separate the erroneous operation to the steering and the conscious steering.

  Then, if the value of the counter Ts3 is equal to or greater than the threshold Ts3th, the mode switching unit 30 proceeds to step S510, and if the value of the counter Ts3 is smaller than the threshold Ts3th, the mode switching unit 30 proceeds to step S511.

  When the process proceeds from step S509 to step S510, the mode switching unit 30 checks whether or not the operation speed at the time of steering by the driver is larger than a threshold Psv serving as a preset speed threshold.

  Here, in the second driving support mode, basically, the steering control for avoiding contact between the preceding vehicle and the obstacle or the like is automatically performed in the travel_ECU 22, but this steering control is the feeling of the driver. If not, it is assumed that additional steering by the driver will take place. In this case, the steering torque is not so large, but the steering is performed at a relatively high operation speed. Therefore, when the operation speed at the time of steering by the driver is larger than the threshold value Psv, the mode switching unit 30 determines the override by the driver, and proceeds to step S512.

  On the other hand, when the operation speed at the time of steering by the driver is equal to or less than the threshold Psv, the mode switching unit 30 proceeds to step S511.

  When the process proceeds from step S505 or step S510 to step S512, the mode switching unit 30 determines that the transition condition from the second driving support mode to the manual operation mode is satisfied, and then exits the subroutine.

  On the other hand, when the process proceeds from step S509 or step S510 to step S511, the mode switching unit 30 determines that the transition condition from the second driving support mode to the manual operation mode is not satisfied, and then exits the subroutine.

  In the main routine shown in FIG. 4, when the process proceeds from step S114 to step S115, the mode switching unit 30 checks whether the transition condition in the above-mentioned transition condition determination is met.

  When the transition condition to the manual operation mode is satisfied, the mode switching unit 30 proceeds to step S119, transitions the operation mode from the second driving support mode to the manual operation mode, and then exits the routine.

  On the other hand, when the transition condition to the manual driving mode is not satisfied in step S115, the mode switching unit 30 proceeds to step S116, and the transition condition from the second driving support mode to the first driving support mode. It is judged whether or not.

  This determination is executed, for example, according to the flowchart of the transition condition determination subroutine shown in FIG. 9, and when the subroutine starts, the mode switching unit 30 first performs the second step in which the amount of depression of the brake is preset in step S601. It is checked whether it is larger than a threshold Pb2 as a threshold of. Here, as shown in FIGS. 11 and 13A, the threshold Pb2 is set to a value lower than the above-described threshold Pb1 and higher than the threshold Pb3.

  When the mode switching unit 30 determines that the amount of depression of the brake is greater than the threshold Pb2 based on the signal from the brake sensor 34, the process proceeds to step S602, and the amount of depression of the brake is determined to be less than or equal to the threshold Pb2. To step S603.

  After proceeding from step S601 to step S602, the mode switching unit 30 updates the counter Tb2 that counts the elapsed time after determining that the brake depression amount is larger than the threshold Pb2, and then proceeds to step S604.

  On the other hand, when the process proceeds from step S601 to step S603, the mode switching unit 30 resets the counter Tb2 to "0", and then proceeds to step S604.

  When the process proceeds from step S602 or step S603 to step S604, the mode switching unit 30 checks whether the value of the counter Tb2 is equal to or more than a preset threshold Tb2th. Here, the threshold Tb2th is set based on experiments, simulations, etc. for the same reason as the above-described threshold Tb3th. For example, the threshold Tb2th is set to the same value as the threshold Tb3th.

  Then, if the value of counter Tb2 is equal to or greater than threshold value Tb2th, mode switching unit 30 proceeds to step S610, and if the value of counter Tb2 is less than threshold value Tb2th, it proceeds to step S605.

  When the process proceeds from step S604 to step S605, the mode switching unit 30 checks, based on a signal from the steering torque sensor 33, whether the steering torque is larger than a preset second threshold value Ps2. Here, as shown in FIG. 12 and FIG. 14A, the threshold Ps2 is set to a value lower than the above-described threshold Ps1 and higher than the threshold Ps3.

  Then, if the mode switching unit 30 determines that the steering torque is larger than the threshold Ps2 based on the signal from the steering torque sensor 33, the process proceeds to step S606 and the steering torque is determined to be smaller than the threshold Ps2. The process proceeds to step S 607.

  After proceeding from step S605 to step S606, the mode switching unit 30 updates the counter Ts2 for counting the elapsed time after determining that the steering torque is larger than the threshold value Ps2, and then proceeds to step S608.

  On the other hand, when the process proceeds from step S605 to step S607, the mode switching unit 30 resets the counter Ts2 to "0", and then proceeds to step S608.

  When the process proceeds from step S606 or step S607 to step S608, the mode switching unit 30 checks whether the value of the counter Ts2 is greater than or equal to a preset threshold Ts2th. Here, the threshold Ts2th is set based on experiments, simulations, etc. for the same reason as the above-described threshold Ts3th. For example, the threshold Ts2th is set to the same value as the threshold Ts3th.

  Then, if the value of the counter Ts2 is equal to or greater than the threshold Ts2th, the mode switching unit 30 proceeds to step S610, and if the value of the counter Ts2 is less than the threshold Ts2th, the mode switching unit 30 proceeds to step S609.

  When the process proceeds from step S608 to step S609, the mode switching unit 30 determines that the transition condition from the second driving support mode to the first driving support mode is not satisfied, and then exits the subroutine.

  On the other hand, when the process proceeds from step S604 or step S608 to step S610, the mode switching unit 30 determines that the transition condition from the second driving support mode to the first driving support mode is satisfied, and then the subroutine Get out of.

  In the main routine shown in FIG. 4, when the process proceeds from step S116 to step S117, the mode switching unit 30 checks whether the transition condition in the above-described transition determination is met.

  Then, when the transition condition to the first driving support mode is satisfied, the mode switching unit 30 proceeds to step S118 and transitions the driving mode from the second driving support mode to the first driving support mode. After that, I exit the routine.

  On the other hand, when the transition condition to the first driving support mode is not satisfied in step S117, the mode switching unit 30 leaves the routine as it is.

  By the above processing, for example, as shown in FIG. 10, the driving mode in the travel_ECU 22 is appropriately switched to any of the manual driving mode, the first driving support mode, and the second driving support mode.

  For example, as shown in FIG. 11, in the case where the second driving support mode is selected, when the driver steps on the brake at an operation speed equal to or lower than the threshold Pbv, the operation mode is With the increase, the second driving support mode is sequentially transitioned to the first driving support mode and the manual driving mode.

  That is, the driving mode transits from the second driving support mode to the first driving support mode when the brake depression amount becomes larger than the threshold Pb2, and further, when the brake depression amount becomes larger than the threshold Pb1. A transition is made from the first driving support mode to the manual driving mode.

  In this case, the transition from the second driving support mode to the first driving support mode prevents the transition due to an erroneous operation, so the setting time (threshold Tb2th) elapses after the brake depression amount becomes larger than the threshold Pb2. This is not performed if the brake depression amount again becomes equal to or less than the threshold Pb2 within the set time (see the alternate long and short dash line in FIG. 11).

  Also, for example, as shown in FIG. 12, when the second driving support mode is selected, and the driver steers at an operation speed equal to or lower than the threshold Psv, the driving mode increases steering torque. At the same time, the second driving support mode is sequentially transitioned to the first driving support mode and the seed operation mode.

  That is, the driving mode transits from the second driving support mode to the first driving support mode when the steering torque becomes larger than the threshold value Ps2, and further, when the steering torque becomes larger than the threshold value Ps1, the first Transition from the driving support mode to the manual operation mode.

  In this case, the transition from the second driving support mode to the first driving support mode prevents the transition due to an erroneous operation, so the setting time (threshold value Ts2th) has elapsed after the steering torque becomes larger than the threshold value Ps2. If the steering torque again becomes equal to or less than the threshold value Ps2 within the set time (see the alternate long and short dashed line in FIG. 12), this operation is not performed.

  Further, for example, as shown in FIGS. 13A and 13B, when the second driving support mode is selected, the driver performs the brake stepping operation by the driver at an operation speed equal to or higher than the threshold Pbv. The drive mode transitions from the second drive support mode to the manual drive mode without passing through the first drive support mode as the amount of depression of the brake increases.

  That is, the driving mode transitions from the second driving support mode to the manual driving mode when the brake depression amount becomes larger than the threshold Pb3 set to a value smaller than the threshold Pb2.

  In this case, the transition from the second driving support mode to the manual operation mode is performed after the set time (threshold Tb3th) has elapsed since the brake depression amount becomes larger than the threshold Pb3 in order to prevent transition due to an erroneous operation. It is not performed if the amount of depression of the brake again falls below the threshold Pb3 within the set time.

  Also, for example, as shown in FIGS. 14A and 14B, when the second driving support mode is selected, when the driver steers at an operation speed equal to or higher than the threshold Psv, the driving is performed. The mode transitions from the second driving support mode to the manual driving mode without passing through the first driving support mode as the steering torque increases.

  That is, the driving mode transitions from the second driving support mode to the manual driving mode when the steering torque becomes larger than the threshold Ps3 set to a value smaller than the threshold Ps2.

  In this case, the transition from the second driving support mode to the manual operation mode is performed after the set time (threshold value Ts3th) has elapsed since the brake depression amount becomes larger than the threshold value Ps3 to prevent a transition due to an erroneous operation. It is not performed if the amount of depression of the brake again falls below the threshold value Ps3 within the set time.

  According to such an embodiment, switching to the manual operation mode is performed when a brake depression amount equal to or greater than a preset threshold Pb1 is detected when the first driving support mode is selected, and the threshold is selected when the second driving support mode is selected. Switch to the first driving support mode when a brake depression amount equal to or greater than the threshold Pb2 set to a value smaller than Pb1 is detected, and the threshold Pb3 set to a value smaller than the threshold Pb2 when the second driving support mode is selected The driver's intention is appropriately determined by switching to the manual operation mode by detecting the amount of brake depression and switching to the manual operation mode when the speed of the brake depression operation is equal to or greater than a preset threshold Pbv, and two driving support modes and a manual operation mode. Can be switched.

  That is, when the second driving support mode is selected, the brake depression amount is larger than the threshold Pb3 when a brake operation at an operation speed equal to or higher than the threshold Pbv that can be assumed to be an emergency evacuation operation is detected. By switching to the manual operation mode on condition that it becomes a condition, switching from the second driving support mode to the manual operation mode is basically performed without assuming driving intervention by the driver, while on the other hand, When the second driving support mode is selected, when a brake operation at an operation speed less than the threshold Pbv is detected, the first driving support mode is set on condition that the brake depression amount is larger than the threshold Pb2. By transitioning, the transition from the second driving support mode to the manual driving mode or the first driving support mode can be properly separated. That.

  Also, when the first driving support mode is selected, the threshold Pb1 for determining the transition to the manual operation mode based on the amount of brake depression is set to a value (largest value) larger than the threshold Pb2 and the threshold Pb3. By doing this, it is possible to perform the transition from the first driving support mode to the manual driving mode at which the driver's driving intervention can be assumed at an appropriate timing.

  Similarly, when a steering torque equal to or greater than a preset threshold Ps1 is detected when the first driving support mode is selected, switching to the manual driving mode is performed, and a value smaller than the threshold Ps1 is selected when the second driving support mode is selected. Switch to the first driving support mode when detecting a steering torque equal to or higher than the threshold Ps2 and detect a steering torque equal to or higher than the threshold Pb3 set to a value smaller than the threshold Pb2 when selecting the second driving support mode and By switching to the manual operation mode when the steering speed is equal to or higher than the preset threshold Pbv, it is possible to appropriately determine the driver's intention and switch between the two driving support modes and the manual operation mode.

  That is, when the second driving support mode is selected, the steering torque becomes larger than the threshold Ps3 when the steering at the operation speed equal to or higher than the threshold Psv that can be assumed to be an emergency evacuation driving operation is detected. On the other hand, by switching to the manual operation mode on the condition that the second driving support mode not basically assuming the intervention of the driver by the driver is promptly switched to the manual operation mode, When steering at an operation speed less than the threshold Psv is detected at the time of selecting the driving assistance mode, transitioning to the first driving assistance mode is performed on the condition that the steering torque becomes larger than the threshold Ps2. The transition from the second driving support mode to the manual driving mode or the first driving support mode can be properly separated.

  Further, when the first driving support mode is selected, the threshold Ps1 for determining the transition to the manual driving mode based on the steering torque is set to a value (largest value) larger than the threshold Ps2 and the threshold Ps3. Thereby, it is possible to perform the transition from the first driving support mode to the manual driving mode at which the driver's driving intervention can be assumed at an appropriate timing.

  In addition, when the second driving support mode is selected, the transition to another driving mode (the manual driving mode or the first driving support mode) is a preset threshold (the second threshold or the third threshold). By adding the detection of the driving operation amount above the threshold value as one of the conditions as detection of the driving operation amount above the setting time, it is conscious that generation of the driving operation amount is due to the driver's hand or foot touching unintentionally Whether it is due to operation or not can be separated, and unintentional switching from the second driving support mode to another driving support mode that does not require the driver's steering can be prevented.

  The present invention is not limited to the embodiments described above, and various modifications and changes are possible, which are also within the technical scope of the present invention.

  For example, in the above-described embodiment, an example in which the threshold Pb3 is set to a value smaller than the threshold Pb2 and the threshold Ps3 is set to a value smaller than the threshold Ps2 has been described, but the present invention is not limited to this. Alternatively, for example, the threshold Pb3 and the threshold Pb2 may be set to the same value, and the threshold Ps3 and the threshold Ps2 may be set to the same value.

  Moreover, in the above-mentioned embodiment, although the brake depression amount and the steering torque were demonstrated to the example as a driving operation amount by a driver, this invention is not limited to this, and substitutes other driving operation amount. Or it is also possible to adopt additionally. For example, it is also possible to adopt an accelerator depression amount by a driver as a driving operation amount.

  Here, in the above-described embodiment, when the second driving support mode is selected, the transition to another driving mode (the manual driving mode or the first driving support mode) has a preset threshold (the first setting). Although an example in which the detection of the driving operation amount equal to or higher than the second threshold value or the third threshold value is one of the conditions has been described, the present invention is not limited to this. It is also possible to shift to another operation mode without waiting for the elapse of the set time after detection of the driving operation amount equal to or higher than the set threshold (the second threshold or the third threshold).

1 ... driving support device 10 ... in-vehicle communication line 11 ... locator unit 12 ... locator computing unit 12a vehicle position estimating unit 12b ... map information acquiring unit 13 ... longitudinal acceleration sensor 14 ... wheel speed sensor 15 ... gyro sensor 16 ... GNSS receiver 18 ... high precision road map database 21 ... camera unit 21a ... main camera 21b ... sub camera 21c ... image processing unit 21d ... traveling environment recognition unit 22 ... traveling control unit (traveling control means)
23 ... engine control unit 24 ... power steering control unit 25 ... brake control unit 30 ... mode switching unit (mode switching means)
31 ... automatic driving switch 32 ... steering wheel touch sensor 33 ... steering torque sensor 34 ... brake sensor

Claims (3)

The first driving support mode in which the driving support control is performed on the premise of the manual driving mode and holding of the steering by the driver, and the second driving support in which the driving support control is performed without requiring the steering of the steering by the driver Driving control means for performing driving control of the vehicle by selectively executing the driving mode as a driving mode;
And mode switching means for switching the operation mode to be executed by the traveling control means on the basis of a predetermined amount of driving operation of a driver.
The mode switching means switches to the manual operation mode when detecting the driving operation amount equal to or greater than a preset first threshold when selecting the first driving support mode, and selects the second driving support mode When the driving operation amount equal to or greater than a second threshold set to a value smaller than the first threshold in time is detected, the mode is switched to the first driving support mode, and the second driving support mode is selected. When the driving operation amount for detecting the driving operation amount equal to or more than a third threshold value set to a value equal to or less than the second threshold value and generating the driving operation amount is equal to or higher than a preset speed threshold value A driving assistance device for a vehicle, which is switched to a manual driving mode.   The said driving | operation operation amount is a brake depression amount by a driver, The driving assistance device of the vehicle of Claim 1 characterized by the above-mentioned.   The said driving | operation operation amount is a steering torque by a driver, The driving assistance device of the vehicle of Claim 1 or Claim 2 characterized by the above-mentioned.

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