JP2006244295A - Travel support device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a travel support device for a vehicle performing proper travel support control when there is a person crossing a crosswalk. <P>SOLUTION: In a travel support control ECU, an object detection means (step 104) detects an object in the advance direction of own vehicle Ma, a crosswalk detection means (step 102) detects the crosswalk, a person detection means (step 106) detects whether the object detected by the object detection means is a person or not, a travel support control means (step 124) carries out travel support control based on the detection result by the object detection means (step 104) when the person detection means detects the person within a predetermined area on the sidewalk side of the crosswalk detected by the crosswalk detection means (step 108). <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicular driving support device that supports driving of a vehicle so as to ensure the safety of a pedestrian, a bicycle, or the like waiting to cross a pedestrian crossing in the traveling direction of the host vehicle.

  Conventionally, as a vehicle travel support device, an object detection unit that detects an object in the traveling direction of the host vehicle, and a travel support control unit that performs travel support control based on a detection result detected by the object detection unit, What you have is known.

  One type of such a vehicle travel support device is disclosed in Patent Document 1 “Vehicle Safety Device”. The vehicle safety device described in Patent Document 1 is based on a detection result of a scanning radar device 4 that detects the presence or absence of an obstacle ahead of the host vehicle, and a risk level determination means 15 that performs a safety ensuring operation for avoiding a danger and And a control unit 21 of the automatic braking device. The risk level determination means 15 includes the travel path estimated by the travel path estimation means 8 and the travel path detected by the travel path detection means 14 based on the risk level of the obstacle detected by the scanning radar device 4. And information such as distance and relative speed having a high degree of danger is output to the control unit 21 of the automatic braking device. In the vehicle safety device, as shown in the flowchart of FIG. 3, the scanning radar device 4 detects the vehicle 37 in the travel path (S3). Next, it is determined by the risk determination means 15 whether or not the vehicle 37 is in the traveling path 36 (S4). When the vehicle 37 is in the traveling path 36, it is determined whether or not the vehicle 37 has entered the warning area B (S5). If YES, a warning is issued to the driver and a caution lamp is turned on to be careful. (S6). After issuing an alarm in S6, it is determined whether or not the vehicle 37 has entered the braking area A (S7). When it is determined that the vehicle has entered the braking area A, automatic braking is performed (S8). Thereby, driving support control is performed according to whether or not an obstacle (object) is located on the traveling path where the own vehicle is predicted to travel in the future.

In addition, the vehicle safety device described in Patent Document 1 predicts that the host vehicle will travel in the future based on the traveling path estimation unit 14 that detects the traveling path on which the host vehicle travels and the traveling state such as the steering angle and vehicle speed of the host vehicle. When the obstacle that is almost stopped is detected by the scanning radar device 4 in the traveling path detected by the traveling path estimation means 8 and the traveling path estimation means, the obstacle If it is not located on the traveling path estimated by the estimating means 8, a restricting means 16 for restricting the safety ensuring operation is provided. Thereby, when it is determined that the driver can pass through a parked vehicle, a pedestrian, or the like that is on the upper side of the road, unnecessary safety ensuring operations can be avoided. It is like that. Further, when the regulating means 16 determines that the distance between the vehicle 37 and the traveling path 36 is equal to or less than a certain value, an alarm is issued.
JP 07-057182 A (page 3-5, FIG. 1-7)

  By the way, an object in the direction of travel of the vehicle, such as a stationary object on the upper side of the road or an object on the road, is a person such as a pedestrian on a sidewalk or a roadside belt or a person riding a bicycle. In some cases, when the person is waiting to cross a pedestrian crossing without a traffic light, there is a vehicle driving support device that warns the driver to stop, or stops regardless of the driver's operation. It is desired. In addition, when the person is going to cross a pedestrian crossing through which the vehicle turns right or left at an intersection with a traffic light, a vehicle driving support device similar to that described above is desired. However, in the vehicle safety device described in Patent Document 1, traveling support control is performed depending on whether or not an obstacle (object) is located on the traveling path where the vehicle is predicted to travel in the future. Therefore, in any of the cases described above, there is a problem that it is determined that the object is not located on the traveling path where the host vehicle is predicted to travel in the future, and the driving support control is not performed.

  The present invention has been made to solve the above-described problems, and an object of the present invention is to provide a vehicular driving support device that performs appropriate driving support control when there is a person who is going to cross a pedestrian crossing. To do.

  In order to solve the above problems, the structural feature of the invention according to claim 1 is that object detection means for detecting an object in the traveling direction of the host vehicle and driving support based on a detection result detected by the object detection means. In a vehicular driving support device, comprising a driving support control means for performing control, a pedestrian crossing detecting means for detecting a pedestrian crossing, and a person detecting means for detecting whether or not the object detected by the object detecting means is a person The travel support control means performs travel support control when the person detection means detects a person within a predetermined range on the sidewalk side of the crosswalk detected by the pedestrian crossing detection means.

  The structural feature of the invention according to claim 2 is that in claim 1, further comprising a traffic light detection means for detecting a traffic light, when the traffic light is not detected by the traffic light detection means, and is detected by a pedestrian crossing detection means. When the person detecting means detects a person within a predetermined range on the sidewalk side of the pedestrian crossing, the driving support control means performs the driving support control.

  According to a third aspect of the present invention, the structural feature of the invention according to claim 1 further comprises a traffic light detection means for detecting a traffic light, and a signal identification means for identifying the signal state of the traffic light detected by the traffic light detection means, When the person detection means detects a person within a predetermined range on the sidewalk side of the pedestrian crossing detected by the pedestrian crossing detection means, and the signal identification means identifies that the signal state of the traffic light is a state that can cross the pedestrian crossing When this is done, the driving support control means performs the driving support control.

  According to a fourth aspect of the present invention, there is provided a feature of the invention according to any one of the first to third aspects, further comprising person direction detecting means for detecting the direction of the person, and the person detected by the person direction detecting means. The driving support control means performs the driving support control according to the direction.

  The structural feature of the invention according to claim 5 is that, in claim 4, the person direction detecting means comprises person moving direction detecting means for detecting the moving direction of the person, and the person moving direction detecting means detects the person moving direction detecting means. The direction of the person is detected based on the moving direction.

  The structural feature of the invention according to claim 6 is that, in claim 4, the person direction detecting means comprises face direction detecting means for detecting the direction of the person's face, and the person's face detected by the face direction detecting means. The direction of the person is detected on the basis of the direction.

  A structural feature of the invention according to claim 7 is the braking force control device according to any one of claims 1 to 6, wherein the braking force control device capable of controlling the braking force to the host vehicle regardless of the operation of the driver. Further, the travel support control means includes a deceleration control means for controlling the braking force control device to decelerate the host vehicle.

  The structural feature of the invention according to claim 8 is that, in claim 7, the driving support control means includes alarm means for giving an alarm to the driver when the driving support control means decelerates the host vehicle. is there.

  The structural feature of the invention according to claim 9 is that in any one of claims 1 to 8, the driving support control means performs driving support control according to the speed of the vehicle and the distance to the pedestrian crossing. Is to do.

  The structural feature of the invention according to claim 10 is that the person detection means detects even if a predetermined time has passed after the own vehicle stopped in front of the pedestrian crossing in any one of claims 1 to 9. When the person who does not start crossing the pedestrian crossing, the driving support control means stops the driving support control.

  The constitutional feature of the invention according to claim 11 is that, in any one of claims 1 to 9, the object detection means comprises oncoming vehicle detection means for detecting an oncoming vehicle of the host vehicle, and is located in front of the pedestrian crossing. The person detected by the person detection means does not start crossing the pedestrian crossing even after a predetermined time has passed after the own vehicle stops at the time, and the oncoming vehicle passing the pedestrian crossing is not detected by the oncoming car detection means. Sometimes, the driving support control means stops the driving support control.

  In the invention according to claim 1 configured as described above, the object detecting means detects an object in the traveling direction of the own vehicle, the pedestrian crossing detecting means detects the pedestrian crossing, and the person detecting means is detected by the object detecting means. When the person detection means detects a person within a predetermined range on the sidewalk of the pedestrian crossing detected by the pedestrian crossing detection means, the driving support control means detects by the object detection means. The driving support control is performed based on the detected result. As a result, when a person such as a pedestrian on a sidewalk, a roadside belt, or a person riding a bicycle is waiting to cross a pedestrian crossing without a traffic light, or the vehicle turns right or left at an intersection with a traffic light. For example, when the person is about to cross a pedestrian crossing passing through, appropriate driving support control for ensuring the safety of the person about to cross the pedestrian crossing can be performed.

  In the invention according to claim 2 configured as described above, in the invention according to claim 1, a pedestrian crossing detected by the pedestrian crossing detection means when no traffic signal is detected by the traffic signal detection means for detecting the traffic signal. When the person detection means detects a person within a specified range on the sidewalk side of the road, the driving support control means performs driving support control, so that a pedestrian or a person riding a bicycle who is trying to cross a crosswalk without a traffic light It is possible to perform appropriate driving support control that ensures the safety of the person.

  In the invention according to claim 3 configured as described above, in the invention according to claim 1, when the person detecting means detects a person in a predetermined range on the sidewalk side of the pedestrian crossing detected by the pedestrian crossing detecting means. In addition, when the signal identifying means identifies that the signal state of the traffic light is a state that can cross the pedestrian crossing, the driving support control means performs the driving support control, so the vehicle turns right or left at the intersection where the traffic light is present. Thus, it is possible to perform appropriate driving support control that ensures the safety of a person such as a pedestrian or a person riding a bicycle who is going to cross a pedestrian crossing.

  In the invention according to claim 4 configured as described above, in the invention according to any one of claims 1 to 3, the person direction detecting means for detecting the direction of the person is provided, and the person direction detecting means. When the driving support control means performs the driving support control according to the direction of the person detected in the above, it is possible to easily detect whether or not the person intends to cross the pedestrian crossing and to perform appropriate driving support control.

  In the invention according to claim 5 configured as described above, in the invention according to claim 4, the person direction detection means includes a person movement direction detection means for detecting the movement direction of the person, and the person movement direction detection means. By detecting the direction of the person based on the movement direction of the person detected in step 1, the direction of the person can be reliably and easily detected by a simple form for detecting the movement direction of the person.

  In the invention according to claim 6 configured as described above, in the invention according to claim 4, the person direction detecting means includes a face direction detecting means for detecting the orientation of the face of the person. By detecting the orientation of the person based on the detected orientation of the face of the person, the orientation of the person can be reliably and easily detected with a simple format for detecting the orientation of the face of the person.

  In the invention according to claim 7 configured as described above, in the invention according to any one of claims 1 to 6, the braking force to the host vehicle can be controlled regardless of the operation of the driver. Since the host vehicle is decelerated (brake) by controlling the braking force control device, the host vehicle can be decelerated (brake) reliably at low cost using the existing braking force control device.

  In the invention according to claim 8 configured as described above, in the invention according to claim 7, the warning means alerts the driver when the host vehicle decelerates by the driving support control means. Can be prevented from feeling uncomfortable with the deceleration of the vehicle by the driving support control means.

  In the invention according to Claim 9 configured as described above, in the invention according to any one of Claims 1 to 8, the driving support control means is adapted to adjust the speed of the vehicle and the distance to the pedestrian crossing. Since the driving support control is performed accordingly, it is possible to perform appropriate driving support control according to the relationship between the own vehicle and the pedestrian crossing.

  In the invention concerning Claim 10 comprised as mentioned above, even if predetermined time passes, after the own vehicle stops in front of the pedestrian crossing in invention concerning Claim 1 thru | or Claim 9, When the person detected by the person detecting means does not start crossing the pedestrian crossing, the driving support control means can stop the driving support control so that the driving support control can be stopped for a person who does not intend to cross. Therefore, unnecessary driving support control can be prevented and appropriate driving support control can be performed.

  In the invention concerning Claim 11 comprised as mentioned above, even if predetermined time passes, after the own vehicle stops in front of the pedestrian crossing in invention concerning Claim 1 thru | or Claim 9, When the person detected by the person detecting means does not start crossing the pedestrian crossing, and when the oncoming vehicle passing the pedestrian crossing is not detected by the oncoming car detecting means, the driving support control means stops the driving support control. As a result, it is possible to continue driving support control for those who are waiting for the oncoming vehicle before the pedestrian crossing, and stop driving support control for those who are not willing to cross. Therefore, it is possible to perform appropriate driving support control by preventing the driving support control from being performed properly.

  Hereinafter, an embodiment of a vehicle to which a vehicular travel support apparatus according to the present invention is applied will be described with reference to the drawings. FIG. 1 is a schematic diagram showing the configuration of the vehicle, and FIG. 2 is a schematic diagram showing the configuration of the braking force control device of the vehicle travel support device. The vehicle M is a front-wheel drive vehicle and is of a type in which the driving force of the engine 11 that is a drive source mounted on the front part of the vehicle body is transmitted to the front wheels instead of the rear wheels. The vehicle M is not a front wheel drive vehicle, but may be a vehicle of another drive system, such as a rear wheel drive vehicle or a four wheel drive vehicle.

  The vehicle M includes a vehicle travel support device, and the vehicle travel support device includes an engine 11, a transmission 12, a differential 13, and left and right drive shafts 14a and 14b. The driving force of the engine 11 is shifted by the transmission 12 and transmitted to the left and right front wheels Wfl and Wfr as driving wheels through the differential 13 and the left and right driving shafts 14a and 14b. The engine 11 includes an intake pipe 11a through which air flows into the combustion chamber of the engine 11, and the amount of air passing through the intake pipe 11a is adjusted in the intake pipe 11a by adjusting the opening / closing amount of the intake pipe 11a. A throttle valve 15a is provided.

  The throttle valve 15a is not a wire type in which the accelerator pedal 16 and the throttle valve 15a are connected by a wire, but an electronic control type. That is, the throttle valve 15a is opened and closed by driving the motor 15b according to a command from the engine control ECU 17, the opening / closing amount of the throttle valve 15a is detected by the throttle opening sensor 15c, and the detection signal is transmitted to the engine control ECU 17. Feedback control is performed so as to obtain a command value from the engine control ECU 17. The engine control ECU 17 basically receives the depression amount of the accelerator pedal 16 detected by the accelerator opening sensor 16a, and transmits a command value corresponding to the opening / closing amount of the throttle valve 15a according to the depression amount to the motor 15b. . Further, the engine control ECU 17 receives the detected state of the engine 11 and transmits a command value corresponding to the opening / closing amount of the throttle valve 15a determined in consideration of the state to the motor 15b. The fuel to the engine 11 is automatically supplied in accordance with the opening / closing amount of the throttle valve 15a, that is, the intake air amount. According to this, when the depression amount of the accelerator pedal 16 increases, the opening degree of the throttle valve 15a increases, the output of the engine 11 increases, thereby increasing the driving force, the vehicle M is accelerated, and the depression amount is increased. When it decreases, the opening degree of the throttle valve 15a decreases, the output of the engine 11 decreases, and thereby the driving force decreases and the acceleration of the vehicle M decreases.

  The transmission 12 is an automatic transmission that shifts the driving force of the engine 11 and outputs it to driving wheels, and has a plurality of forward speeds (for example, 4th speed) and one reverse speed. The transmission 12 is controlled by the automatic transmission control ECU 18 and a built-in hydraulic control device (not shown) so as to perform a shift based on the vehicle load and the vehicle speed in a range of the shift stage corresponding to the range selected by the driver. It has become. In particular, the transmission 12 receives a command from the automatic transmission control ECU 18 and reduces the gear position according to the command value (for example, shifting from the third speed to the second speed). Accordingly, the vehicle M can be decelerated by applying the braking force by the engine brake to the vehicle M along with the downshift.

  As described above, the driving force control device includes the engine 11, the throttle valve 15 a, the motor 15 b, and the throttle opening sensor 15 c, the intake air amount control device 15 that controls the rotation speed (output) of the engine 11, and the transmission 12. It consists of and. As is apparent from the above description, this driving force control device can control the driving force to the vehicle (own vehicle) M regardless of the driver's operation. Note that the driving force control device may be configured by either the engine 11 and the intake air amount control device 15 or the engine 11 and the transmission 12. In the vehicle M of the present embodiment, the transmission 12 is an automatic transmission. However, the present invention may be applied to a vehicle with a manual transmission. In this case, the driving force control device includes the engine 11 and the intake air. It consists only of the quantity control device 15.

  In addition, the vehicle travel support device includes a hydraulic brake device A that directly applies a hydraulic braking force to the wheels Wfl, Wfr, Wrl, and Wrr to brake the vehicle. As shown in FIG. 2, the hydraulic brake device A generates a basic hydraulic pressure corresponding to a brake operation state caused by depression of the brake pedal 21 in the master cylinder 23, and the generated basic hydraulic pressure is transmitted to the master cylinder 23. The wheels Wfl are directly applied to the wheel cylinders WCfl, WCfr, WCrl, WCrr of the wheels Wfl, Wfr, Wrl, Wrr connected by the oil paths Lf, Lr through the hydraulic control valves 31, 41, respectively. , Wfr, Wrl, Wrr generate a basic hydraulic braking force corresponding to the basic hydraulic pressure, and drive and hydraulic pressure control of the pumps 37, 47 independently of the basic hydraulic pressure generated corresponding to the brake operation state The control hydraulic pressure formed by the control of the valves 31 and 41 is changed to the wheel cylinder WCfl of each wheel Wfl, Wfr, Wrl, Wrr, Cfr, WCrl, each wheel Wfl by applying the WCrr, Wfr, Wrl, in which the control hydraulic pressure braking force is configured to be generated in Wrr.

  Each wheel cylinder WCfl, WCfr, WCrl, WCrr is provided in each caliper CLfl, CLfr, CLrl, CLrr, and accommodates a fluid-tightly sliding piston (not shown). When a base hydraulic pressure or a control hydraulic pressure is supplied to each wheel cylinder WCfl, WCfr, WCrl, WCrr, each piston presses a pair of brake pads to rotate integrally with each wheel Wfl, Wfr, Wrl, Wrr. The rotation is stopped by sandwiching DRfl, DRfr, DRrl, and DRrr from both sides. In the present embodiment, a disc type brake is employed, but a drum type brake may be employed. In this case, when basic hydraulic pressure or control hydraulic pressure is supplied to each wheel cylinder WCfl, WCfr, WCrl, WCrr, each piston presses a pair of brake shoes to rotate integrally with each wheel Wfl, Wfr, Wrl, Wrr. The brake drum is brought into contact with the inner peripheral surface of the brake drum to stop its rotation.

  As shown in FIGS. 1 and 2, the hydraulic brake device A applies a negative pressure of the engine 11 to the diaphragm to assist a brake operation force generated by a depressing operation of the brake pedal 21 to boost (increase) the pressure. A negative pressure booster 22 that is a booster that performs boosting, and a brake fluid (hydraulic pressure) that is a basic hydraulic pressure corresponding to a brake operating force (that is, an operating state of the brake pedal 21) boosted by the negative pressure booster 22 ( Oil) to supply each wheel cylinder WCfl, WCfr, WCrl, WCrr, a reservoir tank 24 for storing brake fluid and supplying the master cylinder 23 with the brake fluid, a master cylinder 23, Brake provided between wheel cylinders WCfl, WCfr, WCrl, WCrr to form a control hydraulic pressure Actuator and a (brake force control apparatus) 25. A basic hydraulic braking force generator is constituted by the brake pedal 21, the negative pressure booster 22, the master cylinder 23, and the reservoir tank 24.

  The negative pressure booster 22 is generally well known, and a negative pressure intake port communicates with the intake pipe 11a of the engine 11 and uses the negative pressure of the intake pipe 11a as a boost source.

  As shown in FIG. 2, the master cylinder 23 is a tandem master cylinder, and includes first and second hydraulic pressure chambers 23a and 23b. The first and second hydraulic chambers 23a and 23b communicate with the oil path Lf constituting one system and the oil path Lr constituting the other system via the first and second output ports 23c and 23d. . The master cylinder 23 pumps brake oil (liquid) having almost the same hydraulic pressure (hydraulic pressure) from the first and second output ports 23 c and 23 d according to the depression operation of the brake pedal 21. The oil path Lf communicates the first hydraulic pressure chamber 23a with the right front wheel Wfr and the wheel cylinders WCfr and WCrl of the left rear wheel Wrl. The oil path Lr is connected to the second hydraulic pressure chamber 23b and the left front wheel Wfl. The wheel cylinders WCfl and WCrr of the right rear wheel Wrr are communicated with each other.

  Next, the brake actuator 25 will be described in detail with reference to FIG. The brake actuator 25 is generally well known, and includes hydraulic pressure control valves 31, 41, pressure increase control valves 32, 33, 42, 43 and pressure reduction control valves 35, 36 constituting an ABS control valve. , 45, 46, pressure regulating reservoirs 34, 44, pumps 37, 47, motor 37b and the like are packaged in one case.

  First, the configuration of one system of the brake actuator 25 will be described. The oil path Lf is provided with a hydraulic pressure control valve 31 composed of a differential pressure control valve. The hydraulic pressure control valve 31 is controlled to be switched between a communication state and a differential pressure state by the brake control ECU 26. Although the hydraulic pressure control valve 31 is normally in a communication state (shown state), by setting the differential pressure state, the oil path Lf2 on the wheel cylinders WCrl and WCfr side has a predetermined difference from the oil path Lf1 on the master cylinder 23 side. The pressure can be kept high. This differential pressure is regulated by the brake control ECU 26 in accordance with the control current.

  The oil path Lf2 is branched into two, one of which is provided with a pressure increase control valve 32 that controls the increase of the brake fluid pressure to the wheel cylinder WCrl in the ABS control pressure increase mode, and the other is the ABS. A pressure increase control valve 33 is provided for controlling the increase of the brake fluid pressure to the wheel cylinder WCfr in the control pressure increase mode. These pressure increase control valves 32 and 33 are configured as two-position valves that can control the communication / blocking state by the brake control ECU 26. When these pressure-increasing control valves 32 and 33 are controlled to be in a communication state (shown state), the basic hydraulic pressure of the master cylinder 23 and / or the drive of the pump 37 and the control of the hydraulic pressure control valve 31 are formed. Control hydraulic pressure can be applied to each wheel cylinder WCrl, WCfr. The pressure increase control valves 32 and 33 can execute ABS control together with the pressure reduction control valves 35 and 36 and the pump 37. The control hydraulic pressure is also formed by driving the pump 37 and controlling the pressure increase control valves 32 and 33.

  Note that, during normal braking in which ABS control is not being executed, these pressure increase control valves 32 and 33 are always controlled to communicate. The pressure increase control valves 32 and 33 are provided with check valves 32a and 33a, respectively. When the brake pedal 21 is released during the ABS control, the pressure increase control valves 32 and 33 are connected to the wheel cylinders WCrl and WCfr. The brake fluid is returned to the master cylinder 23.

  An oil path Lf2 between the pressure increase control valves 32, 33 and the wheel cylinders WCrl, WCfr is communicated with a pump side port 34a of the pressure regulating reservoir 34 via an oil path Lf3. The oil path Lf3 is provided with pressure reduction control valves 35 and 36 that can control the communication / blocking state by the brake control ECU 26, respectively. These pressure reduction control valves 35 and 36 are always shut off (state shown in the figure) in the normal brake state (when the ABS is not operating), and are appropriately connected to release the brake fluid to the pressure regulating reservoir 34 through the oil path Lf3. The brake fluid pressure in the wheel cylinders WCrl and WCfr is controlled to prevent the wheels from becoming locked.

  Further, the pump 37 is disposed together with the check valve 37a in the oil path Lf4 connecting the oil path Lf2 between the hydraulic pressure control valve 31 and the pressure increase control valves 32, 33 and the pump side port 34a of the pressure regulating reservoir 34. Has been. An oil path Lf5 is provided so as to connect the master cylinder side port 34b of the pressure regulating reservoir 34 to the master cylinder 23 via the oil path Lf1.

  The pressure regulating reservoir 34 is generally known, and when the brake fluid (oil) stored in the reservoir chamber is less than a predetermined amount (predetermined pressure), the pressure regulating valve is opened and the pressure regulating valve is opened. The pump side port 34a and the master cylinder side port 34b provided on both sides of the oil passage L2 communicate with each other, and the oil path Lf5 and the oil path Lf4 (or Lf3) communicate with each other. On the other hand, when the brake fluid (oil) stored in the reservoir chamber is greater than or equal to a predetermined amount (predetermined pressure), the pressure regulating valve is closed, the pump side port 34a and the master cylinder side port 34b are shut off, and the oil path Lf5 The oil path Lf4 (or Lf3) is blocked. Therefore, when the brake pedal 21 is not depressed, no brake fluid pressure is supplied to the pressure regulating reservoir 34, the fluid pressure in the reservoir chamber is less than a predetermined amount, and the pressure regulating valve in the pressure regulating reservoir 34 is in an open state. Therefore, the first hydraulic pressure chamber 23a of the master cylinder 23 communicates with the suction port of the pump 37 via the oil path Lf5, the pressure regulating reservoir 34, and the oil path Lf4. Further, when the brake pedal 21 is depressed and the hydraulic pressure in the reservoir chamber of the pressure regulating reservoir 34 exceeds a predetermined amount, the pressure regulating valve in the pressure regulating reservoir 34 is closed, and the first hydraulic pressure chamber 23a of the master cylinder 23 is The suction port of the pump 37 is cut off.

  The pump 37 is driven by a motor 37b according to a command from the brake control ECU 26. In the ABS control pressure-reduction mode, the pump 37 sucks in the brake fluid stored in the wheel cylinders WCrl and WCfr or the brake fluid stored in the reservoir chamber of the pressure-regulating reservoir 34 and controls the fluid pressure control valve 31 that is in communication. To the master cylinder 23. The pump 37 switches to a differential pressure state when forming a control hydraulic pressure for stably controlling the posture of the vehicle such as ESC (Electronic Stability Control), traction control, and brake assist. In order to generate a differential pressure in the hydraulic pressure control valve 31, the brake fluid in the master cylinder 23 is sucked in through the oil paths Lf1 and Lf5 and the pressure regulating reservoir 34 to increase the oil paths Lf4 and Lf2 and the communication path. Control hydraulic pressure is applied by discharging to the wheel cylinders WCrl and WCfr via the pressure control valves 32 and 33. In order to alleviate the pulsation of the brake fluid discharged from the pump 37, a damper 38 is disposed on the upstream side of the pump 37 in the oil path Lf4.

  Further, the other system of the brake actuator 25 has the same configuration as that of the above-described one system, and the oil path Lr configuring the other system includes the oil paths Lr1 to Lr5 in the same manner as the oil path Lf. The oil path Lr includes a fluid pressure control valve 41 similar to the fluid pressure control valve 31 and a pressure regulating reservoir 44 similar to the pressure regulating reservoir 34. The branched oil paths Lr2, Lr2 communicating with the wheel cylinders WCfl, WCrr are provided with pressure increase control valves 42, 43 similar to the pressure increase control valves 32, 33, and the pressure reduction control valves 35, 36 are provided in the oil path Lr3. Similar pressure reduction control valves 45 and 46 are provided. The oil path Lr4 includes a pump 47, a check valve 47a, and a damper 48 similar to the pump 37, the check valve 37a, and the damper 38. The pressure increase control valves 42 and 43 are provided in parallel with check valves 42a and 43a similar to the check valves 32a and 33a, respectively.

  Thus, the control hydraulic pressure formed by driving the pumps 37 and 47 and controlling the hydraulic control valves 31 and 41 is applied to the wheel cylinders WCfl, WCfr, WCrl, and WCrr of each wheel Wfl, Wfr, Wrl, and Wrr. Thus, a control hydraulic braking force can be generated on each wheel Wfl, Wfr, Wrl, Wrr. That is, the brake actuator 25 can control the braking force applied to the vehicle (own vehicle) M regardless of the driver's operation.

  The oil path Lr1 is provided with a pressure sensor P for detecting a master cylinder pressure that is a brake fluid pressure in the master cylinder 23, and this detection signal is transmitted to the brake control ECU 26. Note that the pressure sensor P may be provided in the oil path Lf1.

  As shown in FIG. 1, the vehicle travel support apparatus includes a brake control ECU 26 that controls the brake actuator 25. The brake control ECU 26 controls each control valve 31, based on the detection signals from the wheel speed sensors Sfl, Sfr, Srl, Srr and the pressure sensor P for detecting the wheel speeds of the wheels Wfl, Wfr, Wrl, Wrr, respectively. The state of 32, 33, 35, 36, 41, 42, 43, 45, 46 is switched or controlled, and the motor 37b is driven to control the pumps 37, 47 to be applied to the wheel cylinders WCfl to WCrr. The control hydraulic pressure, that is, the control hydraulic braking force applied to each wheel Wfl, Wfr, Wrl, Wrr is controlled.

  Further, as shown in FIG. 1, the vehicle travel support device includes an automatic steering control device 60 that can control the steering of the host vehicle regardless of the operation of the driver. The automatic steering control device 60 is generally well known and is disclosed in, for example, Japanese Patent Application Laid-Open No. 2003-261053. The automatic steering control device 60 includes a steering wheel 61, an upper steering shaft 62, a lower steering shaft 63, a turning angle varying device 64, and an electric power steering device 65. The steering wheel 61 is connected to a pinion shaft 65a of the electric power steering device 65 through an upper steering shaft 62, a turning angle varying device 64, a lower steering shaft 63, and a joint 66 so as to be relatively rotatable.

  The electric power steering device 65 is a rack-and-pinion type steering device, and the rotation of the pinion shaft 65a in response to the rotation of the upper steering shaft 62 and the lower steering shaft 63 in response to the operation of the steering wheel 61 is determined by the rack bar 65b. The left and right front wheels Wfl, Wfr are steered via tie rods 67L, 67R. The electric power steering device 65 is a rack coaxial type electric power steering device, for example, a ball screw type conversion mechanism that converts the rotational torque of the motor 65c into the reciprocating force of the rack bar 65b. 65d, and functions as auxiliary turning force generating means for reducing the driver's steering burden by generating auxiliary turning force that drives the rack bar 65b relative to the housing. The auxiliary turning force generating means may be of any configuration known in the art, and may be provided on the left and right front wheels side of the turning angle varying device 64.

  The turning angle varying device 64 has a general configuration including a motor that rotationally drives the lower steering shaft 63 relative to the upper steering shaft 62, and lower steering with respect to the upper steering shaft 62 during normal steering by the driver. When the motor is energized with a holding current that prevents relative rotation of the shaft 63, the relative rotation angle of the lower steering shaft 63 with respect to the upper steering shaft 62 is maintained at 0. The lower steering shaft 63 is relatively positively rotated, whereby the left and right front wheels Wfl and Wfr are automatically steered without depending on the driver's steering operation. In this manner, the turning angle varying device 64 rotationally drives the lower steering shaft 63 relative to the upper steering shaft 62, thereby assisting the left and right front wheels Wfl, Wfr, which are steering wheels, relative to the steering wheel 61. It functions as auxiliary turning means for turning driving.

  In the automatic steering control device 60 configured in this way, during normal steering by the driver, the turning angle varying device 64 integrally rotates the upper steering shaft 62 and the lower steering shaft 63, and the electric power steering device 65 is a steering assist. Generate torque. During automatic steering, the turning angle varying device 64 automatically steers the steering wheel in cooperation with the electric power steering device 65, and the electric power steering device 65 is automatically operated by the turning angle varying device 64 acting on the steering wheel 61. The reaction force of steering is also cancelled.

  The automatic steering control device 60 is provided on the upper steering shaft 62, detects a rotation angle of the upper steering shaft as a steering angle, a torque sensor 60b detects the steering torque, and a lower steering shaft 63. And a steering angle sensor 60c that detects the rotation angle of the lower steering shaft as the actual steering angle of the left and right front wheels. Outputs of these sensors 60a to 60c are supplied to the steering control ECU 68. The steering control ECU 68 also receives a signal indicating the vehicle speed V calculated based on the wheel speed detected by each wheel speed sensor Sfl, Sfr, Srl, Srr and the vehicle yaw rate γ detected by the yaw rate sensor 69. Input from the ECU 50. The steering control ECU 68 calculates a target turning angle of the left and right front wheels for avoiding an obstacle in front of the vehicle, and calculates a target rotation angle of the lower steering shaft 63 and a target rotation angle of the steering wheel 61 based on the target turning angle. The automatic steering control device 60 is controlled so that the rotation angle of the lower steering shaft 63 becomes the target rotation angle.

  The vehicle travel support apparatus includes a travel support control ECU 50 that can communicate with the engine control ECU 17, the automatic transmission control ECU 18, the brake control ECU 26, and the steering control ECU 68 described above. The driving support control ECU 50 performs driving support control based on the detection result detected by the object detecting means when a person is detected in a predetermined range on the sidewalk side of the pedestrian crossing.

Further, the vehicle travel support apparatus includes a distance measuring device 51, an image processing device 52, an alarm device 53, and a yaw rate sensor 69 connected to the travel support control ECU 50.
The distance measuring device 51 is constituted by, for example, a scanning type laser beam radar, and is disposed at a front end portion (for example, in a front grill) of the vehicle M and transmits and receives a laser beam toward the front, and a transmission / reception unit 51a. Not equipped with a microcomputer. The distance measuring device 51 receives a reflected wave from an object (for example, a preceding vehicle, an oncoming vehicle, an obstacle, or a person) ahead by irradiating a laser beam forward from the transmission / reception unit 51a. The distance between the vehicle and the host vehicle is measured, and the measurement result is transmitted to the driving support control ECU 50. The distance measuring device 51 may be configured by a millimeter wave radar or a microwave radar instead of the laser light radar.

  The image processing device 52 includes a pair of left and right CCD cameras 52a that are disposed at the indoor front end of the vehicle M (for example, the rear surface of the room mirror) and that respectively capture the front, and a microcomputer (not shown). The image processing device 52 images the front of the vehicle with both CCD cameras 52a, and transmits a front state as a result of the imaging to the driving support control ECU 50. As shown in Japanese Patent Laid-Open No. 2003-6620, the image processing device 52 is obstructed by a stereo camera that searches for a pedestrian image or the like by using the difference in angle of view between the pair of left and right CCD cameras 52a. It recognizes objects, especially people such as pedestrians. There are other methods for recognizing a pedestrian, for example, as shown in Japanese Patent Laid-Open No. 2003-302470, a method for recognizing a pedestrian using a laser radar and an infrared camera, or Japanese Patent Laid-Open No. 2004-2004. As disclosed in Japanese Patent No. 161191, there is one that uses a temperature detection sensor and a millimeter wave radar to discriminate between humans and animals.

The alarm device 53 performs an alarm to the driver by turning on a light bulb, an LED, or the like, or displaying an alarm message on a liquid crystal panel, a CRT, or the like. Further, the alarm device 53 may be configured to issue an alarm by sounding a buzzer or notifying an alarm announcement from a speaker. The alarm device 53 is configured to issue an alarm in response to a command from the driving support control ECU 50.
The yaw rate sensor 69 is disposed substantially at the center of the vehicle M, detects the yaw rate of the vehicle, and transmits the detection result to the travel support control ECU 50.

  The driving support control ECU 50 includes a microcomputer (not shown), and the microcomputer includes an input / output interface, a CPU, a RAM, and a ROM (all not shown) connected via a bus. Yes. The CPU executes a program corresponding to the flowcharts of FIGS. 4 to 7, detects an object in the traveling direction of the vehicle, detects a pedestrian crossing, and detects whether the previously detected object is a person. Then, when a person is detected within a predetermined range on the side of the pedestrian crossing detected earlier, the driving support control is performed based on the detection result of the object detected earlier. The RAM temporarily stores variables necessary for executing the program, and the ROM stores the program.

  In addition, as shown in FIG. 3, the driving support control ECU 50 displays a map (control determination map) or an arithmetic expression indicating a correlation between the distance to the pedestrian crossing, the own vehicle speed, and the necessity of deceleration control of the own vehicle. I remember it. This map shows a set of a distance to the pedestrian crossing and a speed of the own vehicle with a curve f1 and f2 as a boundary line, a set of a lower area A1 of the curve f1, an intermediate area A2 between the curves f1 and f2, and an upper area A3 of the curve f2. The areas A1, A2, and A3 are associated with a set of the distance to the pedestrian crossing and the vehicle speed as a non-control area, a control area, and a non-control area, respectively. The curves f1 and f2 are such that the distance to the pedestrian crossing increases as the vehicle speed increases, and the curves f2 and f1 are in a substantially parallel relationship, and f2> f1.

  In the non-control area A1, if an object (person) is detected on the sidewalk side when the vehicle is very close to the pedestrian crossing, sudden braking is required to stop before the pedestrian crossing, Or, even if sudden braking is performed, the vehicle cannot stop before the pedestrian crossing, so the deceleration control is not performed. In addition, the non-control area A3 is configured not to perform deceleration control when the vehicle is relatively far away from the pedestrian crossing because the object (person) has a sufficient margin to cross the pedestrian crossing. Furthermore, the control area A2 is set between these non-control areas A1 and A3, and when the vehicle is located between a position relatively far from the pedestrian crossing and a position very close. When an object (person) is detected on the sidewalk side, the host vehicle needs to be decelerated so as to stop before the pedestrian crossing, and therefore, deceleration control is performed.

  This control area A2 is an area where the vehicle can be stopped before the pedestrian crossing by performing deceleration control, and is set in consideration of the vehicle speed and the braking distance. In the control region A2, the deceleration of the own vehicle becomes higher as the distance to the pedestrian crossing is shorter and the own vehicle speed is higher. Also, the longer the distance to the pedestrian crossing and the lower the speed of the vehicle, the lower the deceleration of the vehicle. For example, the control region A2 is set such that a plurality of regions corresponding to a plurality of decelerations are arranged in parallel between the curves f1 and f2, so that the deceleration decreases from the curves f1 to f2. It has become.

  Next, the operation of the vehicular travel support apparatus configured as described above will be described with reference to the flowcharts of FIGS. For example, when the ignition switch (not shown) of the vehicle is in an on state, the driving support control ECU 50 executes a program corresponding to the above flowchart. The driving support control ECU 50 first detects a pedestrian crossing in the traveling direction of the host vehicle. Specifically, in step 102, the driving support control ECU 50 compares the front state information input from the image processing device 52 with a pre-stored pedestrian crossing pattern, and crosses the pedestrian crossing on the traveling path Ra of the own vehicle. Detect CR. Then, the driving support control ECU 50 calculates the distance L between the detected pedestrian crossing CR and the host vehicle Ma based on the forward state information input from the pair of left and right CCD cameras 52a and 52a.

  Next, the driving assistance control ECU 50 detects an object in the traveling direction of the own vehicle. As this object, as shown in FIG. 8, a pedestrian Ba waiting on a sidewalk or a roadside belt trying to cross a pedestrian crossing CR on a traveling path Ra of the own vehicle (the road or lane on which the own vehicle travels). An example will be described. Specifically, in step 104, the driving support control ECU 50 detects the pedestrian Ba waiting at the pedestrian crossing based on the front state information input from the image processing device 52.

  In step 106, the driving support control ECU 50 determines whether the previously detected object is a person. Specifically, the driving support control ECU 50 determines whether the previously detected object matches a pre-stored person pattern based on the front state from the image processing device 52. Judge whether there is. The person pattern includes type patterns such as children, adults, and elderly people, and these type patterns are composed of patterns of a plurality of different angles (for example, directions at predetermined angles (for example, 30 degrees)). . Therefore, when the object is a pedestrian Ba as in the present embodiment, “YES” is determined in step 106, and the program proceeds to step 108. On the other hand, if the object is not a person, “NO” is determined in step 106, the program is returned to step 102, and the processing of steps 102 to 106 is repeatedly executed until a person is detected.

  In step 108, the driving support control ECU 50 determines that the person (pedestrian) Ba detected in steps 104 and 106 is located within a predetermined range (for example, 1 meter) from the sidewalk side end of the pedestrian crossing CR detected in step 102. It is determined whether or not. If the pedestrian Ba is located within the predetermined range, it is determined that the pedestrian Ba is going to cross the pedestrian crossing CR regardless of whether or not the pedestrian Ba actually has an intention to cross the program. Proceed with driving support control. On the other hand, if the pedestrian Ba is not located within the predetermined range, it is determined that the pedestrian Ba does not intend to cross the pedestrian crossing CR regardless of whether or not the pedestrian Ba actually intends to cross, and the program is executed in step 102. The processing of steps 102 to 108 is repeatedly executed until a person Ba located within the predetermined range of the pedestrian crossing CR is detected.

  In steps 110 and 112, the driving support control ECU 50 determines whether or not there is a traffic signal attached to the pedestrian crossing CR where the pedestrian Ba is located within a predetermined range. Specifically, in step 110, a traffic light (vehicle traffic light SGa, pedestrian traffic light SGb) is detected and identified by comparing with a traffic light pattern stored in advance from the front state from the image processing device 52. Note that the traffic light patterns include classification patterns such as a traffic light for vehicles and a traffic light for pedestrians, and these classification patterns are composed of patterns of a plurality of different angles (for example, directions at predetermined angles (for example, 30 degrees)). Is. In step 112, it is determined whether or not the identified traffic light is attached to the pedestrian crossing CR where the pedestrian Ba is located within a predetermined range. Note that by comparing the distance between the identified traffic light and the pedestrian crossing CR, it is possible to determine that the traffic light is an attached traffic light if both of the distances are substantially the same.

  Therefore, as shown in FIG. 8, when the pedestrian Ba is going to cross a pedestrian crossing CR without a traffic light, since there is no traffic light, it is determined as “NO” in step 112, and the program proceeds to step 116. . Also, as shown in FIGS. 9 and 10, when a pedestrian Bb1, Bb2 or Bc1, Bc2 is about to cross a pedestrian crossing CR with a traffic light, it is judged as “YES” in step 112 because there is a traffic light. Then, the program proceeds to step 114.

  In this case, in step 114, the driving support control ECU 50 determines whether or not the signal state of the traffic light detected in step 112 is a state in which the pedestrian traffic light is a green signal. to decide. The driving support control ECU 50 determines whether or not the pedestrian traffic light is a green signal from the front state from the image processing device 52. If the pedestrian traffic light is not green, the pedestrians Bb1, Bb2 or Bc1, Bc2 do not cross the pedestrian crossing CR, so there is no need to perform driving support control. Return the program to step 102. On the other hand, if the pedestrian traffic light is green, pedestrians Bb1, Bb2 or Bc1, Bc2 cross the pedestrian crossing CR and need to perform driving support control. Determination is made and the program proceeds to step 116 and thereafter.

  In step 116, the driving support control ECU 50 advances the program to the person direction detection routine shown in FIG. 5, detects the movement direction of the person in the person direction detection routine, and detects the direction of the person based on the detected direction. . Specifically, the driving support control ECU 50 detects (calculates) the movement direction of the person based on the data for the past several changes in the relative position of the pedestrian Ba each time the person direction detection routine is started ( Step 202) If the detected moving direction of the person is a direction away from the pedestrian crossing CR, it is determined as “YES” in step 204, and the moving direction of the person is a direction other than the pedestrian crossing CR. Is detected (step 206). If the detected moving direction of the person is not the direction away from the pedestrian crossing CR, that is, the direction of the pedestrian crossing CR, it is determined as “NO” in step 204, and the moving direction of the person is the pedestrian crossing CR direction. (Step 208). Then, after executing the processing of steps 206 and 208, the driving support control ECU 50 advances the program to step 210, ends this routine, and proceeds to step 118 and subsequent steps shown in FIG.

  The person direction detection routine, which is the person direction detecting means (step 116), includes a face direction detecting means (step 304) for detecting the face direction of the person, and the face direction of the person detected by the face direction detecting means. The direction of the person may be detected based on the above. Specifically, the driving support control ECU 50 advances the program to the person direction detection routine shown in FIG. 6 in step 116 shown in FIG. 4, and executes the processing in step 302 and subsequent steps. In step 302, the driving support control ECU 50 determines the face portion of the person by determining whether or not the face pattern previously stored in the previously detected person matches, and the specified portion and several types of angles. The face direction is determined by collating with the face direction pattern facing. If the direction of the face is the opposite direction to the pedestrian crossing CR, “YES” is determined in step 304, and it is detected that the face direction is a direction other than the pedestrian crossing CR (step 306). If the detected face orientation is the pedestrian crossing CR direction (within a predetermined angle (for example, ± 90 degrees) with respect to the pedestrian crossing CR), “NO” is determined in step 304 and the face orientation is determined. Detects that the direction is a pedestrian crossing CR direction (step 308). Then, after executing the processing of steps 306 and 308, the driving support control ECU 50 advances the program to step 310 to end this routine, and proceeds to step 118 and subsequent steps shown in FIG.

  In step 118, the driving support control ECU 50 determines whether to perform driving support control according to the direction of the pedestrian Ba that is the object detected in step 116. That is, if the direction of the pedestrian Ba is a direction other than the pedestrian crossing CR, the driving support control ECU 50 determines that the pedestrian Ba does not intend to cross the pedestrian crossing CR. In this case, the pedestrian Ba Since it is not necessary to ensure the safety because the pedestrian crossing is not crossed, it is determined that the driving support control of the own vehicle is not performed. Then, the program is returned to step 102, and the processing after step 102 described above is executed. On the other hand, if the direction of the pedestrian Ba is the direction of the pedestrian crossing CR, the driving support control ECU 50 determines that the pedestrian Ba has a willingness to cross the pedestrian crossing CR. Since it is highly necessary to ensure safety in order to cross the sidewalk, it is determined that the driving support control of the own vehicle is performed. Then, the program proceeds to step 119, and the processing after step 119 is executed.

  In steps 119 to 124, the travel support control ECU 50 determines whether or not to perform the travel support control based on the vehicle speed and the distance to the pedestrian crossing, and performs the travel support control if necessary. Specifically, the driving support control ECU 50 calculates the host vehicle speed V based on the wheel speeds detected by the wheel speed sensors Sfl, Sfr, Srl, Srr (step 119), and a control determination map shown in FIG. Is read out (step 120), and it is determined from the control determination map whether or not to perform deceleration control, which is driving support control, according to the vehicle speed V and the distance L to the pedestrian crossing (step 122). In step 122, if the set of the distance L to the pedestrian crossing and the vehicle speed V is the non-control region A1 or A3, it is determined that the driving support control is not performed. Then, the program is returned to step 102, and the processing after step 102 described above is executed. Further, if the set of the distance L to the pedestrian crossing and the vehicle speed V is the control area A2, it is determined that the driving support control is performed. Then, the program is advanced to step 124, and the driving support control process is executed.

In step 124, the travel support control ECU 50 executes deceleration control, which is travel support control of the host vehicle Ma, according to the travel support control subroutine shown in FIG. In step 402, the driving support control ECU 50 warns the driver that the alarm device 53 executes the deceleration control and also executes the deceleration control. That is, the driving support control ECU 50 derives the deceleration from the map shown in FIG. 3 according to the own vehicle speed V and the distance L to the pedestrian crossing used in step 122, and sets the derived deceleration as the control deceleration. To do. Then, the control hydraulic pressure command value is calculated so as to achieve this control deceleration, and the calculated control hydraulic pressure command value is output to the brake control ECU 26. The brake control ECU 26 controls the braking force control device 25 so that the control hydraulic pressure command value is obtained. Therefore, the driving support control as the deceleration control is executed by the braking force by the braking force control device 25. The deceleration control may be executed not only when the braking force by the braking force control device 25 is applied alone, but also by applying the braking force by the driving force control device alone. In this case, the throttle opening command value and the shift command value are calculated so as to achieve the control deceleration, and these command values are output to the engine control ECU 17 and the automatic transmission control ECU 18. The engine control ECU 17 and the automatic transmission control ECU 18 control the driving force control device so that the throttle opening command value and the shift command value are obtained. Further, the deceleration control may be executed by applying the braking force by the braking force control device 25 and the driving force control device together.
The driving support control ECU 50 determines “NO” in step 404 until the host vehicle stops, executes the driving support control in step 402, and determines “YES” in step 404 when the host vehicle stops. The program proceeds to step 406 and subsequent steps.

  When the pedestrian Ba starts to cross the pedestrian crossing CR where the host vehicle Ma is stopped and the crossing is completed, the driving support control ECU 50 determines “NO” and “YES” in steps 406 and 408, respectively. The timer T is reset to 0 (step 410), and the pedestrian Ba, which is an object detected by stopping the alarm and deceleration control previously started in step 402, is excluded from the next object detection. (Step 412) Then, the program is advanced to Step 414, the execution of the driving support control subroutine is terminated, and the program proceeds to Step 102 shown in FIG. In step 406, the driving support control ECU 50 determines whether the pedestrian Ba detected earlier has started crossing the pedestrian crossing CR based on the front state from the image processing device 52. In this case, the determination may be made by detecting whether or not the pedestrian Ba has entered the crosswalk CR. In step 408, the driving support control ECU 50 determines whether or not the pedestrian Ba who has started the crossing of the pedestrian crossing CR has completed the crossing of the pedestrian crossing CR based on the state in front of the image processing device 52. judge. In this case, it may be determined by detecting whether or not the pedestrian Ba has entered the sidewalk from the crosswalk CR. When the pedestrian Ba is crossing, the process of step 408 is repeatedly executed.

  In addition, after the own vehicle Ma stops before the pedestrian crossing CR, the driving support control ECU 50 does not start the pedestrian crossing the pedestrian crossing CR where the own vehicle Ma is stopped even after a predetermined time KT has elapsed. If there is no oncoming vehicle passing through the pedestrian crossing CR, it is determined as “YES” in steps 406, 416, and 418, respectively, and the timer T is reset to 0 (step 410). In step 402, the pedestrian Ba, which is the object detected by stopping the alarm and deceleration control previously started at 402, is excluded from the next object detection (step 412), and the program proceeds to step 414 to execute the driving support control subroutine. Is terminated, and the process proceeds to step 102 shown in FIG. In step 416, the driving support control ECU 50 determines whether or not the oncoming vehicle of the host vehicle Ma passes the pedestrian crossing CR where the host vehicle Ma is stopped, based on the front state from the image processing device 52. Determine. If there is an oncoming vehicle, “NO” is determined in step 416, and the program is returned to step 406. In step 418, the driving support control ECU 50 determines whether or not the timer T is greater than the predetermined time KT. If the timer T is equal to or shorter than the predetermined time KT, the program proceeds to step 420 and proceeds to step 420. After counting up the timer T, the flow returns to step 406.

  As is apparent from the above description, according to the present embodiment, the object detection means (step 104) detects an object in the traveling direction of the host vehicle Ma, and the pedestrian crossing detection means (step 102) detects a pedestrian crossing. Then, the person detecting means (step 106) detects whether or not the object detected by the object detecting means is a person, and the person detecting means places the person in a predetermined range on the sidewalk side of the pedestrian crossing detected by the pedestrian crossing detecting means. When detected (step 108), the driving support control means (step 124) performs driving support control based on the detection result detected by the object detecting means. As a result, when a person such as a pedestrian on a sidewalk or a roadside belt or a person riding a bicycle is waiting to cross a pedestrian crossing without a traffic light, appropriate driving support control is performed to ensure the safety of the person. be able to.

  In addition, when the traffic signal is not detected by the traffic signal detection means for detecting the traffic signal ("NO" in step 112), the person detection means is within a predetermined range on the sidewalk side of the pedestrian crossing detected by the pedestrian crossing detection means. Is detected ("YES" in step 108), the driving support control means (step 124) performs driving support control, so that the user is riding a pedestrian or bicycle trying to cross the crosswalk CR without a traffic light. Appropriate driving support control for ensuring the safety of a person such as a person can be performed.

  Further, a person direction detecting means (step 116) for detecting the orientation of the person is provided, and the person is detected by the traveling support control means according to the direction of the person detected by the person direction detecting means, so that the person can cross the crosswalk. It is possible to easily detect whether or not there is a will to cross the vehicle and to perform appropriate driving support control.

  The person direction detecting means (step 116) includes a person moving direction detecting means (step 202) for detecting the moving direction of the person, and the direction of the person based on the moving direction of the person detected by the person moving direction detecting means. By detecting this, it is possible to reliably and easily detect the direction of the person by a simple format for detecting the moving direction of the person.

  Further, the person direction detecting means (step 116) includes a face direction detecting means (step 302) for detecting the face direction of the person, and the direction of the person based on the face direction of the person detected by the face direction detecting means. By detecting this, the direction of the person can be reliably and easily detected by a simple format for detecting the direction of the face of the person.

  Moreover, since the host vehicle is decelerated (braking) by controlling the braking force control device 25 that can control the braking force to the host vehicle regardless of the operation of the driver, the existing braking force control device is used, The host vehicle can be decelerated (brake) at low cost and with certainty.

  The warning means (step 402) gives a warning to the driver when the vehicle is decelerated by the driving support control means (step 124), so that the driver feels uncomfortable with the deceleration of the own vehicle by the driving support control means. You can prevent memorizing.

  Further, since the driving support control means (step 124) performs driving support control according to the speed of the own vehicle and the distance to the pedestrian crossing (steps 120 and 122), the relationship between the own vehicle Ma and the pedestrian crossing CR is determined. Accordingly, appropriate driving support control can be performed.

  In addition, when the vehicle Ma stops before the pedestrian crossing CR, the person detected by the person detecting means (step 106) does not start crossing the pedestrian crossing CR even if a predetermined time KT has elapsed, When the oncoming vehicle passing the pedestrian crossing CR is not detected by the vehicle detection means (step 416), the driving support control means stops the driving support control (step 412), so that the oncoming vehicle passes before the pedestrian crossing CR. It is possible to continue driving support control for a waiting person and to cancel driving support control for a person who does not intend to cross, so it is appropriate to prevent unnecessary driving support control. Driving support control can be performed.

  In the above-described embodiment, the process of step 416 may not be provided in the flowchart shown in FIG. In this case, the driving support control ECU 50 does not start the crossing of the pedestrian crossing CR by the person detected by the person detecting means (step 106) even if the predetermined time KT has elapsed after the host vehicle Ma stops before the pedestrian crossing CR. Sometimes (steps 406, 418 to 420), the driving support control means cancels the driving support control (step 412), so that the driving support control can be canceled for a person who has no intention of crossing. It is possible to prevent the necessary driving support control from being performed and perform the appropriate driving support control.

  In the above-described embodiment, as shown in FIG. 8, the vehicle waits at the sidewalk or the roadside belt to cross the pedestrian crossing CR on the traveling road Ra (the road or lane on which the own vehicle is traveling). Although intended for pedestrian Ba, as shown in FIG. 9, the vehicle Ma is going to cross the crosswalk CR through which the vehicle Ma makes a left turn at an intersection with traffic lights (vehicle and pedestrian traffic lights SGa, SGb). Pedestrians Bb1 and Bb2 may be targeted. The pedestrian Bb1 is a pedestrian positioned in front of the host vehicle Ma when the host vehicle Ma makes a left turn, and the pedestrian Bb2 is a pedestrian positioned in the rear left of the host vehicle Ma when the host vehicle Ma makes a left turn. Moreover, as shown in FIG. 10, it is intended for pedestrians Bc1 and Bc2 who are going to cross the pedestrian crossing CR through which the host vehicle Ma turns right at an intersection where there are traffic lights (vehicles and pedestrian traffic lights SGa, SGb). It is good. The pedestrian Bc1 is a pedestrian located in the left front of the own vehicle Ma when the own vehicle Ma makes a right turn, and the pedestrian Bc2 is a pedestrian located in the right rear of the own vehicle Ma when the own vehicle Ma makes a right turn.

  Even in such a case, when the person detecting means (step 106) detects a person within a predetermined range on the side of the pedestrian crossing CR detected by the pedestrian crossing detecting means (step 102), the signal identifying means ( When it is determined in step 114) that the signal state of the traffic light SGb is a state that can cross the pedestrian crossing, the driving support control means performs the driving support control, so the vehicle turns right or left at the intersection with the traffic light. It is possible to perform appropriate driving support control that ensures the safety of a person such as a pedestrian or a person riding a bicycle who is going to cross the passing pedestrian crossing CR.

  Moreover, in embodiment mentioned above, pedestrian Ba who walked along the sidewalk or roadside belt along the driving | running route of the own vehicle (the road and lane which the own vehicle drive | works) was mentioned as an example, and was demonstrated. However, it may be a person riding a bicycle.

In the embodiment described above, the brake piping system is configured by the X piping system, but may be configured by the front and rear division system.
In the embodiment described above, the negative pressure booster is used as the booster. However, the hydraulic pressure generated by the pump is accumulated in the accumulator, and this hydraulic pressure is applied to the piston to be applied to the brake pedal 21. You may boost the pedal effort.
Further, the present invention can be applied to a so-called brake-by-wire brake device.

1 is a schematic diagram showing an embodiment of a vehicle to which a vehicular travel support apparatus according to the present invention is applied. It is a schematic diagram which shows the structure of the braking force control apparatus shown in FIG. It is a map referred in the case of control determination. 2 is a flowchart of a control program executed by a travel support control ECU shown in FIG. It is a flowchart of the person direction detection performed by driving support control ECU shown in FIG. It is a flowchart of the person direction detection performed by driving support control ECU shown in FIG. FIG. 2 is a flowchart of travel support control executed by a travel support control ECU shown in FIG. 1. FIG. It is explanatory drawing which shows the state at the time of the own vehicle approaching the pedestrian crossing where there is no traffic signal on the traveling path of the own vehicle and a pedestrian is waiting to cross. It is explanatory drawing which shows the state at the time of the own vehicle turning left on the pedestrian crossing which the pedestrian is waiting to cross at the intersection of a traffic light. It is explanatory drawing which shows the state at the time of the own vehicle turning right at the pedestrian crossing where the pedestrian is waiting to cross at the intersection of a traffic light.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 11 ... Engine, 12 ... Transmission, 13 ... Differential, 15 ... Intake air amount control device, 15a ... Throttle valve, 15b ... Motor, 15c ... Throttle opening sensor, 16 ... Accelerator pedal, 16a ... Accelerator opening sensor, 17 ... Engine control ECU, 18 ... Automatic transmission control ECU, 21 ... Brake pedal, 22 ... Negative pressure type booster, 23 ... Master cylinder, 23a, 23b ... First and second hydraulic chambers, 23c, 23d ... First and first 2 output ports, 24 ... reservoir tank, 25 ... brake actuator, 26 ... brake control ECU, 31, 41 ... hydraulic pressure control valve, 32, 33, 42, 43 ... pressure increase control valve, 35, 36, 45, 46 ... Depressurization control valve, 34, 44 ... pressure regulating reservoir, 37, 47 ... pump, 50 ... travel support control ECU, 51 ... distance measuring device, DESCRIPTION OF SYMBOLS 2 ... Image processing device, 53 ... Alarm device, 60 ... Automatic steering control device, 68 ... Steering control ECU, 69 ... Yaw rate sensor, A ... Hydraulic brake device, M ... Vehicle, Wfl, Wfr, Wrl, Wrr ... Wheel, Lf, Lr ... oil path, P ... pressure sensor, Sfl, Sfr, Srl, Srr ... wheel speed sensor, WCfl, WCfr, WCrl, WCrr ... wheel cylinder.

Claims (11)

Object detection means for detecting an object in the traveling direction of the own vehicle;
In a vehicle travel support device comprising: travel support control means for performing travel support control based on a detection result detected by the object detection means;
A pedestrian crossing detection means for detecting a pedestrian crossing;
Human detection means for detecting whether the object detected by the object detection means is a person,
The vehicle driving support, wherein the driving support control unit performs the driving support control when the person detecting unit detects a person in a predetermined range on the sidewalk side of the pedestrian crossing detected by the pedestrian crossing detecting unit. apparatus. In Claim 1, further comprising a traffic light detection means for detecting a traffic light,
When the traffic light is not detected by the traffic light detection means, and when the person detection means detects a person in the predetermined range on the side of the pedestrian crossing detected by the pedestrian crossing detection means, the driving support control means Performs the above-mentioned driving support control. In Claim 1, a traffic light detecting means for detecting a traffic light,
Signal identifying means for identifying the signal state of the traffic light detected by the traffic light detecting means,
When the person detecting means detects a person in the predetermined range on the sidewalk side of the pedestrian crossing detected by the pedestrian crossing detecting means, and the signal identification means allows the signal state of the traffic light to cross the pedestrian crossing When the vehicle is identified as being, the driving support control means performs the driving support control.   4. The vehicle according to claim 1, further comprising a person direction detecting unit that detects the direction of the person, wherein the driving support control unit performs the driving according to the direction of the person detected by the person direction detecting unit. A travel support device for a vehicle characterized by performing support control.   5. The person direction detecting means according to claim 4, further comprising a person moving direction detecting means for detecting the moving direction of the person, and detecting the direction of the person based on the moving direction of the person detected by the person moving direction detecting means. A vehicular travel support apparatus characterized in that:   5. The person direction detection unit according to claim 4, wherein the person direction detection unit includes a face direction detection unit that detects a face direction of the person, and detects the direction of the person based on the face direction of the person detected by the face direction detection unit. A vehicular travel support apparatus characterized in that:   7. The vehicle according to claim 1, further comprising a braking force control device capable of controlling a braking force applied to the host vehicle regardless of a driver's operation, wherein the driving support control means includes the braking force control device. A vehicle travel support apparatus comprising a deceleration control means for controlling the control apparatus to decelerate the host vehicle.   8. The vehicle travel support apparatus according to claim 7, wherein the travel support control unit includes a warning unit that issues a warning to a driver when the vehicle is decelerated by the travel support control unit.   9. The vehicle travel support according to claim 1, wherein the travel support control means performs the travel support control according to a speed of the own vehicle and a distance to the pedestrian crossing. apparatus.   10. The person detected by the person detection means does not start crossing the pedestrian crossing even after a predetermined time has elapsed after the own vehicle stops before the pedestrian crossing. In some cases, the travel support control device for a vehicle stops the travel support control. 10. The device according to claim 1, wherein the object detection unit includes an oncoming vehicle detection unit that detects an oncoming vehicle of the own vehicle, and a predetermined time has elapsed after the own vehicle stopped before the pedestrian crossing. Even when the person detected by the person detection means does not start crossing the pedestrian crossing and when the oncoming vehicle passing the pedestrian crossing is not detected by the oncoming vehicle detection means, the driving support control means Stops the driving support control.

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