JP6402673B2 - Driving assistance device - Google Patents

Description

  The present invention relates to a driving support device.

  Conventionally, a driving support device described in Patent Document 1 below is known. This driving support device recognizes a traveling path ahead of the host vehicle and performs traveling control of the host vehicle so that the host vehicle travels in the traveling path. Furthermore, this driving support device detects the width of a predetermined portion of the road including the traveling road, and when the width is smaller than the predetermined value, there is no sidewalk and there is a high possibility that a pedestrian or the like exists in the traveling road. Therefore, it is described that the traveling control is stopped.

JP 2009-012602 A

  However, in the driving support device of Patent Document 1, even when a pedestrian or the like is present near the road, if the vehicle is traveling on a road having a wide road width, the presence of the pedestrian is not considered. Continue running control. For this reason, even if the driver steers to approach the end of the road in order to ensure a sufficient distance between the host vehicle and the pedestrian, the host vehicle may be returned to the pedestrian side by travel control. SUMMARY OF THE INVENTION An object of the present invention is to provide a driving support device that can sufficiently ensure a space between a host vehicle and a pedestrian by allowing deviation of a traveling lane under predetermined conditions.

  The driving support device according to the present invention detects two boundary lines separating the driving lane in the driving support device that controls the steering of the host vehicle so as to avoid the departure when the host vehicle tries to depart from the driving lane. A boundary line detection unit for detecting the oncoming vehicle positioned around the host vehicle, an oncoming vehicle detection unit for detecting an oncoming vehicle positioned around the host vehicle, and a position around the host vehicle. A pedestrian detection unit that detects a pedestrian to perform, and a travel control unit that controls steering of the host vehicle, wherein the travel control unit is a first boundary line that is a boundary between the traveling lane and the opposite lane among the boundary lines The departure detection unit detects that the host vehicle is about to depart from the vehicle, and is a predetermined search in front of the host vehicle that is in the vicinity of the second boundary line that is the other boundary line of the boundary lines. Pedestrians located in the range are detected by the pedestrian detection unit In addition, if an oncoming vehicle whose collision margin time with the own vehicle is less than a predetermined value on the oncoming lane is not detected by the oncoming vehicle detecting unit, the steering of the own vehicle is not detected even if the own vehicle deviates from the first boundary line. Without executing the control, the steering of the host vehicle is controlled so as to avoid the departure when the host vehicle tries to depart from the virtual reference line set outside the first boundary line.

  According to the present invention, it is possible to secure a sufficient interval between the host vehicle and the pedestrian by allowing the deviation of the traveling lane under predetermined conditions.

It is a block diagram of the driving assistance device concerning an embodiment. (A)-(c) is a top view which shows the state of the road where the own vehicle drive | works. It is a flowchart which shows the process of a driving assistance device. It is a flowchart which shows the process of the driving assistance device which concerns on a modification.

  Hereinafter, embodiments of a driving support apparatus according to the present invention will be described in detail with reference to the drawings. As shown in FIG. 1, the driving support device 1 is a device mounted on the host vehicle 3. LDA [Lane Departure which controls steering of the host vehicle 3 so as to avoid deviation from the traveling lane as driving support. [Alert] control. The driving support device 1 recognizes two boundary lines (white lines) that divide the traveling lane in which the host vehicle 3 travels, and avoids the departure when the host vehicle 3 tries to deviate from the boundary line in the lane width direction. Steering control is performed for this purpose. The driving support device 1 includes a millimeter wave radar 11, a camera 13, a driving support ECU 15, a brake control unit 17, a steering control unit 19, and an HMI 18.

  The millimeter wave radar 11 is provided at, for example, the front end of the host vehicle 3 and the rear end of the host vehicle 3 and detects obstacles around the host vehicle using the millimeter wave. The millimeter wave radar 11 may be further provided on the side surface of the host vehicle 3 to detect an obstacle on the side of the host vehicle 3. For example, the millimeter wave radar 11 detects an obstacle by transmitting a millimeter wave before and after the host vehicle 3 and receiving a millimeter wave reflected by an obstacle such as another vehicle. The millimeter wave radar 11 transmits the detected obstacle information to the driving support ECU 15. Instead of the millimeter wave radar 11, LIDAR [Laser Imaging Detection and Ranging] or the like may be used.

  The camera 13 is an imaging device that captures an image of the surroundings of the host vehicle 3, and is, for example, a stereo camera. The camera 13 has two imaging units arranged to reproduce binocular parallax. The two imaging units are provided on the back side of the windshield of the host vehicle 3, for example. The camera 13 transmits imaging information around the host vehicle 3 to the driving support ECU 15. The imaging information of the camera 13 includes information in the depth direction. A monocular camera may be used instead of the stereo camera.

  The driving support ECU 15 is an ECU [Electronic Control Unit] for controlling driving support of the host vehicle 3. The driving support ECU 15 is an electronic control unit having a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], and the like. In the driving support ECU 15, various programs are executed by loading a program stored in the ROM into the RAM and executing it by the CPU. The driving support ECU 15 may be composed of a plurality of electronic control units.

  A functional configuration of the driving support ECU 15 will be described. The driving assistance ECU 15 includes a boundary line detection unit 21, a departure detection unit 23, an oncoming vehicle detection unit 27, a pedestrian detection unit 29, and a travel control unit 31. Note that some of the functions of the driving support ECU 15 described below may be executed by a computer or a portable information terminal of a facility such as an information management center that can communicate with the vehicle 3.

  The boundary line detection unit 21 detects white lines (boundary lines) located on the left and right of the host vehicle 3 based on the captured image of the camera 13. The departure detection unit 23 detects the position in the vehicle width direction of the host vehicle 3 with respect to the white line based on the captured image of the camera 13. Hereinafter, the position in the vehicle width direction may be referred to as “lateral position”. The departure detection unit 23 performs image processing of a captured image of the camera 13 to indicate that the own vehicle 3 is about to deviate from the white line detected by the boundary line detection unit 21 based on a change in the lateral position of the own vehicle 3 with respect to the white line. Detect based on. Further, the departure detection unit 23 calculates the relative speed in the vehicle width direction of the host vehicle 3 with respect to the white line based on the captured image of the camera 13, and calculates the predicted time until the host vehicle 3 departs from the white line.

  The oncoming vehicle detection unit 27 detects an oncoming vehicle traveling in the oncoming lane based on the obstacle information from the millimeter wave radar 11. For example, when the oncoming vehicle detection unit 27 detects an obstacle that moves so as to pass the host vehicle 3 in a direction opposite to the traveling direction of the host vehicle 3 based on the obstacle information from the millimeter wave radar 11. The obstacle is detected as an oncoming vehicle. The oncoming vehicle detection unit 27 acquires the relative speed and distance of the oncoming vehicle with respect to the host vehicle 3 based on the obstacle information. The oncoming vehicle detection unit 27 calculates TTC [Time To Collision] of the oncoming vehicle with respect to the own vehicle 3 from the relative speed and distance of the oncoming vehicle with respect to the own vehicle 3.

  The pedestrian detection unit 29 detects the pedestrian by performing image processing on the captured image of the camera 13 and recognizes the position of the pedestrian with respect to the vehicle 3. The pedestrian detection unit 29 detects a pedestrian included in the captured image by well-known image processing (for example, pattern recognition) based on the captured image of the camera 13. The pedestrian detection unit 29 recognizes the position of the pedestrian with respect to the vehicle 3 using, for example, information in the depth direction included in the captured image and the coordinate position of the pedestrian in the captured image.

  When the departure detection unit 23 detects that the host vehicle 3 is about to deviate from the white line of the travel lane, the travel control unit 31 performs LDA control for controlling the steering of the host vehicle 3 so as to avoid this departure. Do. The travel control unit 31 controls the steering of the vehicle 3 by executing a calculation related to LDA control and transmitting a control signal to the steering control unit 19. In addition, the traveling control unit 31 performs a calculation related to PCS [Pre-Collision System] control, which will be described later, and transmits a control signal to the brake control unit 17 to control the deceleration operation of the vehicle 3. In addition, the traveling control unit 31 provides information to the driver by transmitting a control signal to the HMI 18.

  The traveling control unit 31 is a case where a pedestrian located in a predetermined search range in front of the host vehicle 3 on the opposite side of the oncoming lane is detected by the pedestrian detecting unit 29 and on the oncoming lane. If the oncoming vehicle whose collision margin time with the own vehicle 3 is less than or equal to the predetermined value is not detected by the oncoming vehicle detection unit 27, the vehicle 3 is about to deviate from the white line of the traveling lane to the oncoming lane side. Even if it is detected by the detector 23, LDA control is not performed. In this case, the traveling control unit 31 sets a virtual reference line at a position outside (on the opposite lane) the white line on the opposite vehicle side (first boundary line) among the white lines that partition the traveling lane. The travel control unit 31 does not perform LDA control even when the host vehicle 3 deviates from the white line (first boundary line) of the travel lane, and the host vehicle 3 tries to deviate from the virtual reference line (the host vehicle 3 is virtual). LDA control is performed so as to avoid this deviation when the vehicle is about to leave the driving lane beyond the reference line. Details of the predetermined search range will be described later.

  The brake control unit 17 is an electronic control unit that controls the brake system of the vehicle 3. As the brake system, for example, a hydraulic brake system can be used. The brake control unit 17 controls the braking force applied to the wheels of the vehicle 3 by adjusting the hydraulic pressure applied to the hydraulic brake system. The brake control unit 17 controls the braking force applied to the wheels according to a control signal from the driving support ECU 15. When the vehicle 3 includes a regenerative brake system, the brake control unit 17 may control both the hydraulic brake system and the regenerative brake system. Further, the brake control unit 17 may execute an engine brake by controlling an accelerator-off operation.

  The steering control unit 19 is an electronic unit that controls an electric power steering system [EPS: Electric Power Steering] of the vehicle 3. The steering control unit 19 controls the steering torque of the vehicle 3 by driving an assist motor that controls the steering torque of the vehicle 3 in the electric power steering system. The steering control unit 19 controls the steering torque in accordance with a control signal from the driving support ECU 15.

  The HMI 18 is an interface for outputting and inputting information between the driver and the driving support apparatus 1. The HMI 18 includes, for example, a display panel for displaying image information to a driver or the like, a speaker for audio output, and an operation button or a touch panel for a driver to perform an input operation. The HMI 18 outputs information input by the driver to the driving support ECU 15. Further, the HMI 18 displays an image on a display and outputs a sound from a speaker in response to a control signal from the driving support ECU 15.

  Next, processing of the driving support device 1 during execution of LDA control will be described with reference to FIGS. FIG. 2 is a plan view showing a road on which the host vehicle 3 travels. R1 is a travel lane in which the host vehicle 3 travels. R2 is the opposite lane of the travel lane R1. L1 is a white line serving as a boundary between the traveling lane R1 and the opposite lane R2. L2 is a white line on the opposite lane R2 opposite to the white line L1. L3 is the white line of the travel lane R1 opposite to the white line L1. P is a pedestrian. La is a virtual reference line that is a starting condition for LDA control.

  The processing described below is repeatedly executed during execution of LDA control. When the host vehicle 3 tries to depart from the white line L1 (first boundary line) or the white line L3 (second boundary line) by LDA control, the host vehicle 3 is automatically steered in a direction to avoid the departure. The lateral position is returned to the central position of the traveling lane R1 (the central position of the white lines L1, L3).

  At this time, it is assumed that PCS [Pre-Collision System] control of the vehicle 3 is being executed in parallel with the LDA control. The PCS control is, for example, issuing a warning when it is determined that there is a possibility of a collision between the host vehicle 3 and an obstacle, prompting a brake operation, and automatically braking when it is determined that a collision cannot be avoided. It is controlled to reduce collision damage by operating. For example, when an obstacle (for example, a pedestrian) is detected in front of the own vehicle 3 by the millimeter wave radar 11 and the TTC between the obstacle and the own vehicle 3 becomes a predetermined value or less, the traveling control unit 31 causes the brake control unit 17 to A brake signal is automatically executed by transmitting a control signal.

  In step S1, the departure detection unit 23 detects the lateral position of the host vehicle 3 with respect to the white lines L1 and L3 based on the captured image of the camera 13, and the lateral position of the host vehicle 3 is more white than the center position of the traveling lane R1. It is determined whether or not it is close to (step S1). In the process of step S1, when it is determined that the lateral position of the host vehicle 3 is closer to the white line L1 than the center position of the travel lane R1, the process of step S2 is executed, otherwise the process is performed. Ends. The state in which the lateral position of the host vehicle 3 is closer to the white line L1 than the center position of the travel lane R1 is, for example, that the driver of the host vehicle 3 viewing the pedestrian P located near the white line L3 is on the white line L1 side. This occurs when the steering is intentionally steered toward the vehicle.

  In step S2, the departure detection unit 23 determines whether or not the host vehicle 3 is about to depart from the white line L1. Specifically, the departure detection unit 23 calculates the relative speed in the vehicle width direction of the host vehicle 3 with respect to the white line L1 based on the captured image of the camera 13, and calculates the predicted time until the host vehicle 3 departs from the white line L1. calculate. Then, it is determined whether or not the predicted time is within a predetermined T1 second (step S2). If the predicted time is within T1 seconds, the process of step S3 is executed, otherwise the process ends. Here, as shown in FIG. 2A, if the lateral position of the host vehicle 3 is moved to the white line L3 side by LDA control immediately after the host vehicle 3 deviates from the white line L1, the vehicle 3 In the forward position (illustrated as the position of the host vehicle 3 ′), the host vehicle 3 returns to the center position of the travel lane R1. For example, in the situation shown in FIG. 2A, the driver moves to the position of the own vehicle 3 ′ approaching the pedestrian P by LDA control even though the driver tries to secure the distance between the pedestrian P and the own vehicle 3. It will be made. The value of T1 is determined in advance, and is stored, for example, in a storage area of the driving support ECU 15. The position of the host vehicle 3 'can be calculated based on control conditions for LDA control (for example, the speed of steering executed after departing from the white line L1).

  In step S <b> 3, the pedestrian detection unit 29 searches for a pedestrian P in the vicinity of the position of the host vehicle 3 ′ in front of the host vehicle 3 as a search range. For example, the search range may be defined by determining the value of Y in advance, such as within the range of front and rear Ym from the position of the host vehicle 3 '(within the range of distance Ym in the traveling direction). And it is judged whether the pedestrian P exists in the vicinity of the white line L3 in the said search range. The vicinity of the white line L3 may be defined by defining the value of Z in advance, for example, within the range of the left and right Zm from the white line L3 (within the distance Zm in the lane width direction). The values of Y and Z are determined in advance and are stored in the storage area of the driving support ECU 15, for example. When it is determined that the pedestrian P exists in the vicinity of the white line L3 in the search range, the process of step S4 is executed, and the process of step S9 is executed otherwise.

  In step S4, it is determined whether or not an oncoming vehicle traveling in the oncoming lane R2 is detected by the oncoming vehicle detection unit 27. As shown in FIGS. 2B and 2C, when the oncoming vehicle X traveling on the oncoming lane R2 is detected, the process of step S6 is executed, and otherwise, the process of step S5 is executed. Executed.

  In step S5, even if the own vehicle 3 deviates from the white line L1, the steering of the own vehicle 3 by the LDA control is not executed. Then, as illustrated in FIG. 2A, the traveling control unit 31 sets the white line L2 of the opposite lane R2 as the virtual reference line La. In this case, when the host vehicle 3 tries to depart from the white line L2 (virtual reference line), the host vehicle 3 is steered so as to avoid this departure. That is, LDA control is performed so that when the host vehicle 3 tries to depart from the white line L2, the departure is avoided.

  In step S6, the TTC between the oncoming vehicle X and the host vehicle 3 is calculated based on the relative speed of the oncoming vehicle X with respect to the host vehicle 3, and it is determined whether or not the TTC is greater than a predetermined T2 seconds. Is done. TTC means a time obtained by dividing the relative distance between the host vehicle 3 and the other vehicle in the traveling direction of the host vehicle 3 by the relative speed between the host vehicle 3 and the other vehicle in the traveling direction. If it is determined in step S6 that the TTC is greater than T2 seconds, the process of step S7 is executed. Otherwise, the process of step S8 is executed. The value of T2 is determined in advance and is stored, for example, in a storage area of the driving support ECU 15.

  In step S7, even if the own vehicle 3 deviates from the white line L1, the steering of the own vehicle 3 by the LDA control is not executed. And as FIG.2 (b) shows, the traveling control part 31 sets the virtual reference line La which connects the center position Rc of oncoming lane R2. In this case, when the host vehicle 3 tries to depart from the center position Rc (virtual reference line) of the oncoming lane R2, the host vehicle 3 is steered so as to avoid this departure. That is, LDA control is performed so that when the host vehicle 3 tries to deviate from the center position Rc, the deviation is avoided.

  In step S <b> 8, alerting is executed via the HMI 18 in order to notify the driver of the existence of the above-described pedestrian P of the host vehicle 3. The alerting is performed by, for example, displaying an image on a display and outputting sound from a speaker. In step S8, the driver may be notified of the presence of the oncoming vehicle.

  Thereafter, the process of step S9 is executed. In step S9, as shown in FIG. 2C, the traveling control unit 31 matches the white line L1 with the virtual reference line La as usual. That is, in step S9, the virtual reference line La is not moved as in steps S5 and S7. When the host vehicle 3 tries to depart from the white line L1, steering of the host vehicle 3 is performed so as to avoid the departure. It is executed (step S9).

  In addition, when said step S8 and said step S9 are performed, the own vehicle 3 approaches the above-mentioned pedestrian P because the horizontal position of the own vehicle 3 is returned to the white line L3 side by LDA control. There is a possibility. If the host vehicle 3 approaches the pedestrian P, the brake operation may be automatically executed by the PCS control that is executed in parallel with the LDA control. Thereby, the collision with the own vehicle 3 and the pedestrian P is avoided.

  After any of step S5, step S7, and step S9 is executed, the process ends.

  Then, the effect by the driving assistance device 1 is demonstrated. Here, for comparison, consider the case of normal LDA control in which the virtual reference line La always coincides with the white line L1. During the execution of such normal LDA control, when the driver manually steers to the white line L1 side in order to leave the pedestrian P as described above in the vehicle width direction, the host vehicle 3 travels by the LDA control. There is a case where it is going to be pulled back to the center position of the lane R1. If the pedestrian P jumps into the traveling lane R1 when the own vehicle 3 returns to the center position of the traveling lane R1, the own vehicle 3 and the pedestrian P approach each other.

  In the above case, the host vehicle 3 is decelerated by the PCS control, and the collision between the host vehicle 3 and the pedestrian P is avoided. However, the approach to the pedestrian P occurs due to the steering by the LDA control, and as a result, the phenomenon that the deceleration of the own vehicle 3 by the PCS control being performed separately occurs in a chain occurs. May have distrust in LDA control and PCS control.

  On the other hand, according to the driving assistance device 1, when the pedestrian P as described above exists, there is no condition that there is no oncoming vehicle (an oncoming vehicle whose TTC is T2 seconds or less) that is dangerous for the host vehicle 3. As described above, the own vehicle 3 is allowed to protrude to the oncoming lane R2. Therefore, for example, when the driver of the own vehicle 3 finds the pedestrian P, a sufficient distance between the own vehicle 3 and the pedestrian P can be taken in the vehicle width direction, and the pedestrian P jumps out. be able to. Therefore, sufficient safety for pedestrians and the like can be ensured. In addition, it is possible to avoid a phenomenon in which deceleration due to PCS control is activated in a chain due to the above LDA control.

  The present invention can be implemented in various forms including various modifications and improvements based on the knowledge of those skilled in the art including the above-described embodiments. Moreover, it is also possible to comprise the modification of the following Example using the technical matter described in embodiment mentioned above. You may use combining the structure of each embodiment suitably.

(Modification)
As shown in FIG. 4, in the control according to the modification, the process of step S28 is executed instead of the process of step S8 described above. In step S28, the travel control unit 31 transmits a control signal to the brake control unit 17, whereby the engine brake by accelerator-off or 0.15G brake control corresponding to the engine brake is executed. Decelerated. After execution of step S28, the process of step S3 is executed. According to this, due to the deceleration of the host vehicle 3, there is a high possibility that the oncoming vehicle X will pass behind the host vehicle 3 before the host vehicle 3 deviates from the white line L1. Therefore, after passing the oncoming vehicle X, the process of step S5 or step S7 is executed, and there is a high possibility that a sufficient distance between the host vehicle 3 and the pedestrian P can be taken in the vehicle width direction. In FIG. 4, the same or equivalent processes as those in FIG.

  DESCRIPTION OF SYMBOLS 1 ... Driving assistance device, 3 ... Own vehicle, 21 ... Boundary line detection part, 23 ... Deviation detection part, 27 ... Oncoming vehicle detection part, 29 ... Pedestrian detection part, R1 ... Traveling lane, R2 ... Oncoming lane, L1 ... White line (first boundary line), L2 ... white line (second boundary line), L3 ... white line (boundary line), La ... virtual reference line, P ... pedestrian, X ... oncoming vehicle.

Claims (1)

In the driving support device for controlling the steering of the host vehicle so as to avoid the departure when the host vehicle tries to depart from the driving lane,
A boundary line detection unit for detecting two boundary lines separating the traveling lane;
A departure detecting unit for detecting that the host vehicle is about to depart from the boundary line;
An oncoming vehicle detection unit for detecting an oncoming vehicle located around the host vehicle;
A pedestrian detector for detecting pedestrians located around the host vehicle;
A travel control unit for controlling steering of the host vehicle,
The travel controller is
When the departure detecting unit detects that the host vehicle is about to deviate from a first boundary line that is a boundary between the traveling lane and the opposite lane among the boundary lines,
A pedestrian located in a predetermined search range in front of the host vehicle that is in the vicinity of the second boundary line that is the other boundary line of the boundary lines is detected by the pedestrian detection unit, and When the oncoming vehicle is not detected by the oncoming vehicle detection unit on the oncoming lane, the collision margin time with the host vehicle is a predetermined value or less,
Even if the own vehicle deviates from the first boundary line, the control of the steering of the own vehicle is not executed, and the own vehicle tries to deviate from the virtual reference line set outside the first boundary line. A driving assistance device that controls steering of the host vehicle so as to avoid this deviation from time to time.

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