JP2007118804A - Driving support device - Google Patents

Driving support device Download PDF

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Publication number
JP2007118804A
JP2007118804A JP2005314520A JP2005314520A JP2007118804A JP 2007118804 A JP2007118804 A JP 2007118804A JP 2005314520 A JP2005314520 A JP 2005314520A JP 2005314520 A JP2005314520 A JP 2005314520A JP 2007118804 A JP2007118804 A JP 2007118804A
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Japan
Prior art keywords
vehicle
driving
speed
operation
support
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JP2005314520A
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Japanese (ja)
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JP4950475B2 (en
Inventor
Kazuhiro Kamiya
Yukio Mori
Kosuke Sato
Kazuya Watanabe
功祐 佐藤
雪生 森
一矢 渡邊
和宏 神谷
Original Assignee
Advics:Kk
Aisin Seiki Co Ltd
アイシン精機株式会社
株式会社アドヴィックス
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Priority to JP2005314520A priority Critical patent/JP4950475B2/en
Publication of JP2007118804A publication Critical patent/JP2007118804A/en
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    • BPERFORMING OPERATIONS; TRANSPORTING
    • B62LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62DMOTOR VEHICLES; TRAILERS
    • B62D15/00Steering not otherwise provided for
    • B62D15/02Steering position indicators ; Steering position determination; Steering aids
    • B62D15/027Parking aids, e.g. instruction means
    • B62D15/0285Parking performed automatically
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00Conjoint control of vehicle sub-units of different type or different function
    • B60W10/18Conjoint control of vehicle sub-units of different type or different function including control of braking systems
    • B60W10/184Conjoint control of vehicle sub-units of different type or different function including control of braking systems with wheel brakes
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/18Propelling the vehicle
    • B60W30/18009Propelling the vehicle related to particular drive situations
    • B60W30/18109Braking
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60TVEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T2201/00Particular use of vehicle brake systems; Special systems using also the brakes; Special software modules within the brake system controller
    • B60T2201/10Automatic or semi-automatic parking aid systems
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2720/00Output or target parameters relating to overall vehicle dynamics
    • B60W2720/10Longitudinal speed
    • B60W2720/103Speed profile
    • BPERFORMING OPERATIONS; TRANSPORTING
    • B60VEHICLES IN GENERAL
    • B60WCONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
    • B60W30/06Automatic manoeuvring for parking

Abstract

Provided is a driving support device that realizes smooth and excellent operability and high driving safety support.
In a driving support device that executes driving operation support for moving a vehicle 20 to a target position P while automatically controlling the speed, and releases driving operation support based on a preset condition, the moving speed of the vehicle 20 is set. A speed control means 13 for automatically controlling and a stop means 15 for automatically stopping the vehicle 20 when the vehicle 20 reaches the target position P are provided. The speed control means 13 makes the moving speed of the vehicle 20 coincide with the target speed. In addition to having a speed control mode 13a and a stop control mode 13b for gradually decelerating the moving speed of the vehicle 20 to stop at the target position P, a plurality of target speeds are set in stages, and A target speed changing means 13c for changing the target speed is provided.
[Selection] Figure 1

Description

  The present invention relates to a driving support apparatus that performs driving operation support for moving a vehicle to a target position while automatically controlling the speed, and more particularly to a driving support apparatus suitable for parking the vehicle at a target position.

  In a driving assistance device that performs driving operation assistance that automatically moves a vehicle to a target position, the vehicle is moved to the target position by using the creep force of the vehicle equipped with the automatic transmission and by automatically steering the vehicle. Is moved to. At this time, a technique for continuing driving operation support only in the case of an occupant's brake operation is known (for example, Patent Document 1).

  On the other hand, when there are obstacles such as steps on the route to the target position or when the route is uphill, it is difficult to move the vehicle to the target position with only the creep force. Instead, an accelerator operation is also required. When the accelerator operation is permitted, there is a high possibility that the vehicle moves at a relatively high speed. Therefore, it is necessary to set an appropriate driving operation support cancellation condition. Therefore, there is a technique for permitting an accelerator operation during driving operation support and determining the necessity of canceling the driving operation support based on the relationship between the vehicle speed and the accelerator opening (the amount of depression of the accelerator). In this case, when there is an accelerator operation exceeding an accelerator opening that is a threshold value, the driving operation support is canceled, and the vehicle is automatically stopped as required (for example, Patent Document 2).

  Also, when driving support is canceled, it is necessary to make the occupant recognize that it has been released, but as such a technique, a means for determining whether or not the occupant is aware of the cancellation of the driving operation support, When it is determined that it is not recognized, there is a technique for notifying the passenger of the release by sound, light, etc., and performing control to keep the brake applied with a weak deceleration (for example, Patent Document 3).

JP-A-10-114272 JP 2004-284530 A JP 2003-34205 A

  When moving the vehicle to the target position with driving operation support, there are cases where there are obstacles such as steps on the route to the target position, and there are cases where you want to change the moving speed of the vehicle appropriately according to the situation around the vehicle. Yes, it is not enough to allow only brake operation.

  Further, in the driving support device that allows the accelerator operation described above, the driver controls the speed by the accelerator operation and the brake operation, and when the accelerator opening degree exceeds the threshold, that is, when the accelerator is depressed, the driving operation support is performed. Is released, there is a problem that it is released against the occupant's will during the accelerator operation.

  Furthermore, when the accelerator operation is permitted in the driving support device that releases the driving operation support based on the preset release condition, depending on the type of the release condition that is set, the driving operation is performed in a situation where the accelerator is stepped on by mistake. There is a possibility that the support will be canceled. In such a case, since the vehicle starts suddenly and collides with the surrounding people, other vehicles, etc., it is necessary to take measures against the collision.

  The present invention has been made paying attention to such problems, and an object of the present invention is to provide a driving support device that realizes driving operation support that is smooth and excellent in operability and has high safety.

  In order to achieve the above object, the first characteristic configuration of the driving support device according to the present invention performs driving operation support for moving the vehicle to the target position while automatically controlling the speed, and presets the driving operation support in advance. In the driving support device that is released based on a condition, the speed control unit includes a speed control unit that automatically controls the moving speed of the vehicle, and a stop unit that automatically stops the vehicle when the vehicle reaches the target position. The means has a speed control mode for matching the moving speed of the vehicle to a target speed, and a stop control mode for gradually decelerating the moving speed of the vehicle to stop at the target position, and the target speed is stepwise. A plurality of target speed change means for changing the target speed based on the operation of the vehicle occupant is provided.

With this configuration, in the driving operation support for moving the vehicle to the target position while automatically controlling the speed, the moving speed of the vehicle is changed to one of the set target speeds according to the circumstances around the vehicle. As a result, it is possible to realize driving operation support that is smooth and excellent in operability and that is highly safe.
In other words, when a certain speed is required to overcome a step on the moving route, or when there are no people or other vehicles around the moving vehicle, this is done by increasing the target speed. It is possible to overcome the step or to move quickly, and to realize smooth driving operation support. In addition, when there are many people or other vehicles around the moving vehicle, the target speed is lowered to slow down the movement of the vehicle, thereby providing safer driving operation support.
Further, since the target speed is set in stages, there is no need for a conventional accelerator operation when changing the moving speed, and the operability is excellent.

The second characteristic configuration of the driving support apparatus according to the present invention is that the operation of the vehicle occupant is an accelerator operation, and the target speed changing means increases the target speed based on the accelerator operation.
A third characteristic configuration of the driving support device according to the present invention is that the operation of the vehicle occupant is a brake operation, and the target speed changing means lowers the target speed based on the brake operation.

  As in this configuration, the operation for increasing the target speed is an accelerator operation, and the operation for decreasing the target speed is a brake operation, so that the occupant can easily and easily feel the same as a conventional speed change. The target speed can be changed.

  According to a fourth characteristic configuration of the driving support apparatus according to the present invention, the condition for releasing the driving operation support is a predetermined operation by an occupant of the vehicle, and the predetermined operation is executed when the stop control mode ends. It is in the point provided with the alerting means which prompts.

In the case of a driving support device that requires cancellation of driving operation support when the stop control mode ends, it is necessary to cancel driving operation support based on a preset cancellation condition. As in this configuration, the driving operation support can be reliably canceled by providing notifying means that prompts the occupant to execute the release operation when the stop control mode ends.
And by canceling | releasing driving | operation assistance reliably by a passenger | crew in this way, the operation | movement of a sudden vehicle, such as driving | operation assistance operation | movement being cancelled | released or continued against a passenger | crew's will, can be prevented.

  A fifth characteristic configuration of the driving support apparatus according to the present invention is that the notification means is a vibration control means for vibrating the vehicle.

  There are various means as the notification means. When the vehicle is vibrated as in this configuration, it is difficult to hear sound due to ambient noise or when the display monitor installed in the vehicle is difficult to see. Even if the recognition by the visual or visual notification means is difficult, the occupant can more reliably recognize the necessity of the release operation.

  A sixth characteristic configuration of the driving support device according to the present invention is that a condition for releasing the driving operation support is a predetermined accelerator operation.

The driving support device according to the present invention sets driving operation support cancellation conditions in advance, and cancels driving operation support when the cancellation conditions are satisfied. Therefore, for example, when it is desired to change the target position during driving operation support, the driving operation support can be canceled and the target position can be set again by satisfying the set release condition.
Various conditions can be set as conditions for canceling driving operation support. As a preferable example, a predetermined accelerator operation by a passenger can be set as a condition for canceling driving operation support. For example, driving operation support can be easily canceled by presetting an operation of stepping on an accelerator pedal twice in a short time during speed control as a cancellation condition.

  According to a seventh characteristic configuration of the driving support device according to the present invention, in the state where the accelerator is continuously depressed during execution of the driving operation support, the driving operation support is performed even when a condition for releasing the driving operation support is satisfied. Is in the point that is not released

  As described above, since the driving support device according to the present invention allows the accelerator operation, there is a possibility that a situation occurs in which the accelerator is mistaken for stepping on the accelerator. And when driving operation support is being executed, if the release condition for driving support is satisfied while accidentally depressing the accelerator, the vehicle will suddenly start and people around the vehicle, other vehicles, etc. Can collide with. Therefore, as in this configuration, when the accelerator is kept depressed, it is possible to avoid such a risk by configuring so that the driving operation support is not canceled even if the release condition is satisfied, and the safety can be further improved. A high driving support device can be provided.

Embodiments of a driving support apparatus according to the present invention will be described below with reference to the drawings.
〔System configuration〕
FIG. 1 is a block diagram schematically showing the configuration of the driving support apparatus according to the present invention. 2 and 3 are perspective views showing an example of a vehicle 20 equipped with the driving support apparatus according to the present invention. A driving support ECU (Electronic Control Unit) 1 shown in FIGS. 1 and 2 is constituted by a microcomputer, a DSP (Digital Signal Processor), and the like, and forms the core of the driving support device of the present invention. The driving assistance ECU 1 obtains various information about the vehicle and the surroundings of the vehicle from the camera 3, the speed sensor 4, the shift lever switch 5, the steering angle sensor 6, the accelerator pedal sensor 7, the brake pedal sensor 8, and the like. Assist driving operation. The monitor device (display means) 2a, the speaker 2b, and the like are notification devices for providing support information from the driving support ECU 1 to the occupant. The monitor device 2a is provided with a button or its screen is a touch panel. That is, the monitor device 2a is not only a display unit but also an input unit that receives an instruction input from the passenger.

  The driving assistance ECU 1 also provides assistance information to other control devices of the vehicle 20, such as an accelerator control ECU 31 and a braking control ECU 32. The accelerator control ECU 31 advances the vehicle 20 based on the support information. The braking control ECU 32 controls the braking device of the vehicle 20 based on this support information to brake the vehicle 20. More specifically, the speed control is performed so that the moving speed of the vehicle 20 becomes a preset target speed (hereinafter referred to as “target speed”) based on the calculation result of the speed control means 13 (speed control unit 13a). Then, the movement speed of the vehicle 20 is gradually decelerated based on the calculation result of the speed control means 13 (stop control unit 13b), and the vehicle 20 is stopped based on the calculation result of the stop means 15, for example. To control. That is, the driving assistance ECU 1 automatically or semi-automatically drives the vehicle 20 via the accelerator control ECU 31, the braking control ECU 32, and the like.

  As shown in FIG. 1, the driving assistance ECU 1 is largely provided with an HMI (Human Machine Interface) unit 1B and a calculation unit 1A. The HMI unit 1 </ b> B includes an input instruction unit 17, a GUI (Graphic User Interface) control unit 18, and an acoustic control unit 19. The input instructing unit 17 receives the position (hereinafter referred to as “target position”) of the arrival target of the vehicle 20 set by the occupant on the image displayed on the monitor device 2a via the GUI control unit 18. In response to the calculation result of the calculation unit 1A, the GUI control unit 18 displays an image of a scene around the vehicle 20 and an image obtained by superimposing driving support information using characters and lines on the image on the monitor device 2a. Control. Moreover, control for displaying the content of the touch panel on the screen of the monitor device 2a is performed.

The calculation unit 1A includes a target setting unit 10, an image processing unit 11, a steering control unit 12, a speed control unit 13, a vibration control unit 14, a stop unit 15, and a release unit 16.
The target setting means 10 sets, as a target position, a place where the vehicle 20 instructed by the occupant via the touch panel of the monitor device 2a and the input instruction unit 17 is to be stopped.
The image processing unit 11 performs various image processing based on the detection result based on the image input from the camera 3. For example, when a plurality of cameras 3 are provided, the images are combined into one. Further, an expected movement trajectory of the vehicle 20, an extension line of the vehicle width in the front-rear direction of the vehicle 20, and the like are calculated.
The steering control means 12 operates the drive motor and gear (not shown) of the steering 9a based on the detection result from the steering angle sensor 6, and the vehicle 20 moves along the calculated expected movement trajectory of the vehicle 20. Control to move.
The speed control means 13 further includes a speed control unit 13a, a stop control unit 13b, and a target speed changing unit 13c. The control by the speed control unit 13a, the control by the stop control unit 13b, and the target speed changing unit 13c correspond to the speed control mode, the stop control mode, and the target speed changing unit in the claims. The speed control unit 13a performs control to make the moving speed of the vehicle 20 coincide with a designated target speed among a plurality of target speeds set stepwise. The control result is sent to another control device provided in the vehicle 20, the accelerator control ECU 31 and the brake control ECU 32. Based on the control result from the driving support ECU 1, the accelerator control ECU 31 controls the driving device, and the braking control ECU 32 controls the braking device. Thereby, the moving speed of the vehicle 20 is matched with the designated target speed. The target speed changing unit 13c changes the designated target speed to another target speed based on the detection results from the accelerator pedal sensor 7 and the brake pedal sensor 8, as will be described later. Then, the stop control unit 13b performs control to gradually reduce the moving speed of the vehicle 20 in order to stop the vehicle 20 at the target position.
The vibration control unit 14 intermittently performs braking control to vibrate the vehicle 20 when the vehicle 20 approaches the target position. For example, a brake instruction / brake release instruction is repeatedly transmitted to the brake control ECU 32 at short time intervals, and the brake control ECU 32 controls the brake device based on the instruction. As a result, the vehicle 20 repeatedly moves and stops at short time intervals, thereby causing the vehicle 20 to vibrate.
The stopping means 15 determines whether or not the vehicle 20 has reached the target position. If it is determined that the vehicle 20 has reached the target position, the stopping means 15 automatically stops the vehicle 20. For example, a stop instruction is transmitted to the brake control ECU 32, and the brake control ECU 32 controls the brake device based on this instruction.
The canceling unit 16 determines whether or not a preset condition for canceling driving operation support is satisfied. If the canceling condition is determined to be satisfied, the canceling unit 16 interrupts or terminates the related calculation performed by the calculation unit 1A. Release support.
In addition, each part and each means of driving assistance ECU1 show the distinction as a function, and each does not need to be provided independently. For example, each function may be realized by a software program executed by the driving support ECU 1.

  As shown in FIGS. 1 to 3, the camera 3 includes two cameras, a rear camera 3 </ b> R and a front camera 3 </ b> F. The arrangement of the camera 3 is not limited to this, and only one of the front and the rear may be provided, or the camera 3 may be provided on the left and right of the front and the rear. An image photographed by the camera 3 is displayed on the monitor device 2a as a scene around the vehicle. Further, based on the image taken by the camera 3, the image processing means 11 of the calculation unit 1A calculates the distance between the vehicle 20 and the target position (hereinafter referred to as “set distance”). As another method, a distance sensor such as a sonar or a laser radar may be provided to measure a distance from an object around the vehicle. Of course, the calculation unit 1A may calculate the distance by combining the image taken by the camera 3 and the measurement result of the distance sensor.

  The speed sensor 4 is a rotation detection sensor provided in each wheel, for example. The speed of the vehicle 20 is measured by detecting the rotation speed of each wheel. Alternatively, the speed sensor 4 (rotation detection sensor) may detect only the rotational speed, and the driving support ECU 1 may calculate the moving speed of the vehicle 20 from the rotational speed. In addition, the driving assistance ECU 1 obtains the movement distance from the rotation speed of the rotation detection sensor, and obtains the remaining distance (= set distance-movement distance) between the vehicle 20 and the target position.

A steering angle sensor 6 is provided in the vicinity of the steering 9a. From the detection result of the steering angle sensor 6, the driving support ECU 1 grasps the steering state of the vehicle 20. Further, with the shift lever switch 5, the driving assistance ECU 1 grasps whether the vehicle 20 is in the forward driving state or the reverse driving state. Then, the driving assistance ECU 1 calculates the traveling direction and the movement locus of the vehicle 20.
When the speed sensor 4 is configured using a rotation detection sensor, it may be detected whether the vehicle is in the forward operation state or the reverse operation state based on the rotation direction of the rotation detection sensor. Further, if the rotation detection sensor is provided on the four wheels, the driving assistance ECU 1 may calculate the steering angle depending on the difference in the rotation speed of each wheel.

  Further, an accelerator pedal sensor 7 and a brake pedal sensor 8 are provided in the vicinity of the accelerator pedal 21 and the brake pedal 22, respectively. The accelerator pedal sensor 7 and the brake pedal sensor 8 detect whether or not the accelerator pedal 21 and the brake pedal 22 are depressed, respectively, and the amount of depression.

[Example of application to parking assistance]
Next, an application example in the case of assisting parking driving to a parking lot using the driving support device according to the present invention will be described. As shown in FIG. 4, the vehicle 20 is going to enter the parking frame E2 of the parking lot having the parking frames E1 to E3 by moving straight forward and backward. FIG. 4 is an explanatory diagram viewed from above the vehicle 20, where the symbol W indicates a frame line drawn on the parking lot, and the symbol K indicates a wall surface.

  Here, when there is no length margin in the front-rear direction of the parking frame, it is necessary to move the vehicle 20 back as far as possible in order to prevent the vehicle 20 from protruding from the parking frame. For this reason, the occupant preferably moves the vehicle 20 backward so that a virtual plane perpendicular to the ground and in contact with the rear end portion of the rear bumper portion of the vehicle 20 is in the vicinity of the symbol P1. In addition, the code | symbol P1 (P) is equivalent to a target position so that it may mention later.

  FIG. 5 is an explanatory diagram showing a screen V displayed on the monitor device 2a provided in the passenger compartment when the vehicle 20 is in the position shown in FIG. FIG. 5 shows only the scene photographed by the camera 3R for easy understanding. A wall surface K is projected above the screen V. Then, almost the entire view of the parking frame E2 is shown, and a part of the rear bumper part of the vehicle 20 is shown below the screen V. 6-12 is explanatory drawing which shows the sound which the screen which the monitor apparatus 2a which changes according to progress of driving assistance displays, and the speaker 2b emit. Hereinafter, the driving operation support procedure will be described with reference to FIGS.

"MODE_REAR_MON"
A screen V1 shown in FIG. 6 is a display for notifying the occupant that driving operation support is possible. The state (status) of the program of the driving assistance ECU 1 is “MODE_REAR_MON”, which is a state where parking assistance is possible. Here, when the occupant touches the display of “parking support start” displayed on the touch panel of the monitor device 2a, a message “starts support” is issued from the speaker 2b, and driving operation support starts. Is done. That is, when the occupant touches the touch panel, the start switch (mode_sw) in the driving support mode is turned on, and the program status of the driving support ECU 1 changes.

"MODE_WAIT2"
When the driving operation support is started, as shown in FIG. 7, a display of “parking support cancellation” appears on the screen V2 of the monitor device 2a. That is, it indicates that the driving operation support is being performed at the present time, and indicates that the driving operation support can be canceled by touching this display when the passenger wants to cancel the driving operation support. That is, a touch operation to “parking support cancellation” is set in advance as a cancellation condition for driving operation support. Here, a message “Please set the target position” is issued from the speaker 2b, and the occupant touches the position corresponding to the symbol P1 shown in FIG. 4 on the touch panel. Thereby, the target position to be reached by the vehicle 20, that is, the target position to be reached by the rear end portion of the rear bumper of the vehicle 20, is set, and at the same time, the distance (set distance) between the vehicle 20 and the target position P1 is set. (Set_up). When the setting is completed, a message such as “Setting completed” may be issued. The status of the program of the driving assistance ECU 1 is “MODE_WAIT2”, which is a state waiting for assistance control. In this status, the driving assistance ECU 1 sets the target position P1 and the set distance, and waits for the vehicle 20 to start moving after the brake is released by the occupant.

"MODE_LOW_SPD"
FIG. 8 is an explanatory diagram showing a screen V3 displayed on the monitor device 2a when the target position P1 is set and the driving operation is supported. When the program of the driving support ECU 1 confirms that the target position P1 is set (set_up) in the status of “MODE_WAIT2” and the brake is released based on the detection result of the brake pedal sensor 7, etc., “MODE_LOW_SPD” Transition to status. In this status, the driving assistance ECU 1 (speed control unit 13a) moves the vehicle 20 backward while controlling the moving speed of the vehicle 20 to coincide with the target speed. Also, various guide lines are calculated and displayed on the monitor device 2a in combination with the image taken by the camera 3.

  FIG. 15 shows the target speed when the vehicle 20 is automatically moved backward in the present embodiment. The status of “MODE_LOW_SPD” corresponds to a range of the distance L1 or more between the target position P and the vehicle 20. In the driving support device of the present embodiment, as the target speed, “Level0” that is a normal target speed, “Level +” that is a higher target speed, and “Level−” that is a lower target speed are stepwise. Is set to In the status of “MODE_LOW_SPD”, control is performed to match the moving speed to any one of the target speeds specified among the target speeds “Level−”, “Level0”, and “Level +”. In the present embodiment, three stages of target speeds are set. Of course, more than one stage of target speeds may be set. From the viewpoint of safety, an upper limit is set for the speed of the vehicle 20 (see FIG. 15), and control is performed so that the upper limit is not exceeded when the moving speed is matched with the specified target speed. Done.

Normally, at the start of driving operation support, the target speed is specified as “Level 0”. The target speed changing unit 13c changes the designated target speed based on the detection result from the accelerator pedal sensor 7 or the brake pedal sensor 8. Specifically, every time the accelerator pedal 21 is depressed once in a short time, the target speed is changed from “Level−” → “Level 0” → “Level +”, and every time the brake pedal 22 is depressed once in a short time. The target speed is configured to change from “Level +” → “Level0” → “Level−”. Thereby, when there are many people and other vehicles around the vehicle 20, the parking assistance with higher safety can be performed by changing to "Level-". In addition, the target speed can be changed by a simple operation such as an accelerator pedal operation. Of course, operations other than the accelerator operation or the brake operation described above may be employed as the operation for changing the target speed.
Further, when there are steps on the moving route of the vehicle and the vehicle stops at the step, the occupant can get over the step by stepping on the accelerator pedal. At this time, since the speed control of the vehicle works and the target speed is not exceeded, the accelerator operation at the time of overcoming the step becomes easy. In this case, when the vehicle is in automatic driving, the level difference can be overcome by changing the target speed to “Level +”.

  The target speed may be determined as appropriate, but as an example, "Level-", "Level0", and "Level +" can be set to about 1 km, 2 km, and 3 km, respectively. The distance L1 can be set to 1.5 m, for example.

  It should be noted that various guide lines (reference symbols Y, G, R) and images shown in FIG. 8 and described below can be confirmed, and the occupant can step on the brake pedal 22 to stop the vehicle 20. For example, the vehicle 20 is stopped when the occupant determines that the parking operation at the desired position is not performed by checking the guide line, and the vehicle is parked by touching the “parking support cancellation” display on the screen V. The support can be canceled once and the target position can be set again. Further, when a person, an animal, an object, or the like enters the course of the vehicle 20, the vehicle can be stopped based on the judgment of the occupant. Thus, the brake operation is prioritized for driving operation support. Even when the vehicle 20 is stopped by stepping on the brake pedal 22 and the driving operation support is interrupted, the touch of the “parking support cancellation” display on the screen V is not performed and the brake pedal 22 is released. The driving operation support is continued.

  As shown in FIG. 8, on the screen V3, the set target position P1, the vehicle width extension line G of the vehicle 20, the expected movement trajectory line Y of the vehicle 20, and the attention line R are displayed together with the captured image. In addition, a designated target speed (“Level +” in FIG. 8) and a caution C indicating that the vehicle 20 is being automatically driven are also displayed. At the same time, the speaker 2b emits a warning sound indicating that the speed control of the vehicle 20 is being performed. In the screen V3, the attention line R, the vehicle width extension line G, and the expected movement locus Y guide lines are red in consideration of visibility, the attention line R is red, the vehicle width extension line G is green, and the expected movement locus Y is yellow. It is shown.

  Here, the attention line R is a guide line indicating a position of about 50 cm behind the vehicle 20. For example, when this caution line R and the target position P1 overlap, it means that the vehicle has moved backward to about 50 cm before the target position P1. The vehicle width extension line G is an extension line of the vehicle width of the vehicle 20. In the present embodiment, as shown in FIG. 8, a vehicle width extension line G is drawn substantially at the center of the parking frame E2. Therefore, if the vehicle 20 moves backward with the posture at this time point, it indicates that the vehicle 20 fits in the parking frame E2. The expected movement locus Y indicates the movement locus of the vehicle 20 calculated in the driving support ECU 1 based on the movement speed and the steering angle, and depends on how the left and right ends of the rear part of the vehicle 20 change. It is drawn.

In the example shown in FIG. 8, the vehicle width extension line G and the expected movement locus Y are drawn so as to substantially overlap. In the example shown in FIG. 4, the vehicle 20 can park in the parking frame E <b> 2 by moving backward substantially straight. Therefore, the steering angle is zero degrees, and the predicted movement locus is also a straight reverse direction. Therefore, the predicted movement locus Y is drawn so as to substantially overlap the vehicle width extension line G.
On the other hand, when the vehicle 20 enters the parking frame E2 obliquely as shown in FIG. 13, the vehicle 20 moves as indicated by an arrow A2. In this case, the driving assistance ECU 1 controls the steering 9a and the like so that it can move as indicated by an arrow A2. Therefore, as shown in FIG. 14, the expected movement locus Y does not overlap the vehicle width extension line G, but is directed toward the target position P1.

"MODE_DWN_SPD"
When the vehicle 20 approaches the target position P from the distance L1, the state changes from “MODE_LOW_SPD” to a status of “MODE_DWN_SPD”. FIG. 9 is an explanatory diagram of the screen V4 in the status of “MODE_DWN_SPD”. In this status, the driving assistance ECU 1 (stop control unit 13b) gradually decelerates the moving speed of the vehicle 20 as it approaches the target position P. At the target position P, that is, the distance between the vehicle 20 and the target position P is zero. The moving speed is controlled so that the speed becomes zero. That is, the stop control unit 13b controls the accelerator control ECU 31 and the brake control ECU 32 so that the moving speed of the vehicle 20 is zero at the target position P. Thereby, the vehicle 20 can be smoothly stopped. In this status, a message “Stop soon” is displayed on the image V4 as shown in FIG. 9 so that the occupant can recognize that the vehicle 20 will soon reach the target position P.

"MODE_SHAKING"
In this embodiment, it is necessary to cancel the driving operation support when the control (stop control mode) by the stop control unit 13b of the vehicle 20 is finished. Specifically, the driving operation support is performed by the depression of the brake pedal 22 by the occupant. The release condition is set in advance. Further, as will be described later, when the vehicle P is stopped at the target position P by the stopping means 15, the driver is required to depress the brake pedal 22 for confirmation. Is done. As described above, the driving support device according to the present embodiment finally requires a depression operation (release operation) of the brake pedal 22 by the occupant.
Then, the release operation is performed by the occupant as described above, and the driving operation support is surely released, so that the driving support operation is canceled or continued against the intention of the occupant to prevent a sudden vehicle operation. be able to.

Therefore, in the present embodiment, as a notification means for prompting the occupant to perform the operation when the vehicle 20 almost reaches the target position P in order to cause the occupant to reliably perform the operation for canceling the driving operation support. The vehicle 20 is vibrated to notify the passenger. That is, after the vehicle 20 approaches a distance L2 that is close to the target position P, for example, within a distance of 0.5 m, the control (stop control mode) by the stop control unit 13b is terminated, and the driving support ECU 1 (vibration control) The means 14) performs braking control for intermittently braking. That is, the vehicle 20 is vibrated by repeating reverse movement and stopping at short time intervals. At this time, the program status transits from “MODE_DWN_SPD” to “MODE_SHAKING”. That is, the status of “MODE_DWN_SPD” corresponds to a range of distance L2 or more and distance L1 or less, and the status of “MODE_SHAKING” corresponds to a range of distance L2 or less.
At this time, the screen V5 displays “It is just before the stop position. Please end support.”, And the speaker 2b has a different caution sound than when the vehicle 20 performs speed control / stop control. To issue. Alternatively, such a message may be sent. The occupant recognizes that the vehicle 20 is almost at the target position P due to vibrations of the vehicle 20 and that it is necessary to cancel the driving operation support, and performs the driving operation support by depressing the brake pedal 22. The vehicle 20 is stopped while releasing. In this case, the status of the program transits from “MODE_DWN_SPD” to “MODE_END”.

"MODE_STOPPING"
In response to the notification caused by the vibration of the vehicle 20 described above, the occupant does not perform the operation of canceling the driving operation support, and the vehicle 20 repeatedly moves backward and stops toward the target position P. When the stop means 14 determines that the vehicle has reached, the vehicle 20 is stopped via the braking control ECU 32. The status of the program of the driving assistance ECU 1 transitions from “MODE_DWN_SPD” to “MODE_STOPPING”. At this time, since the vehicle 20 has reached the target position P, the wall surface K is displayed on almost the entire screen V6 of the monitor device 2a as shown in FIG. Further, in order to prompt the release operation by the occupant, a message “Stopped. Please end support.” Is displayed on the screen V6, and a similar message is sent from the speaker 2b. By this notification, the occupant recognizes the necessity of the operation for canceling the driving operation support, and cancels the driving operation support by depressing the brake pedal 22 which is a preset release condition. Note that, as a release operation when the vehicle is stopped, an operation of setting the shift lever 9b to neutral (shift = N) or parking (shift = P) may be set in advance.

  In the present embodiment, the speed control means 13, the vibration control means 14, and the stop means 15 have been described as separate means in order to clarify the division of roles (functions). However. As described above, since the speed control means 13 also controls the braking control ECU 32, for example, the speed control means 13 may include the functions of the vibration control means 14 and the stop means 15, for example.

"MODE_END"
As described above, when an operation for canceling driving operation support is prompted by vibration of the vehicle 20, voice guidance, or the like, the brake pedal 22 is depressed for confirmation by an occupant. Is released. As a result, the program status of the driving support ECU 1 transits to “MODE_END”. Since the vehicle 20 almost reaches the target position P and stops, as shown in FIG. 12, the screen V7 of the monitor device 2a displays the wall surface K almost on the entire surface, as in FIG. When a predetermined time (for example, 1 second) elapses after the transition to “MODE_END”, the driving support ECU 1 sends a message “support is finished” from the speaker 2b and cancels the driving operation support.
In addition, in the status of “MODE_WAIT2”, the target position P is not set (set_up = not completed), and the status of “MODE_END” is confirmed even when it is confirmed by the detection result of the brake pedal sensor 8 that the brake is released. Transition to. Further, it may be detected from the detection result (speed) of the speed sensor 4 that the vehicle 20 has started to move.

  In addition, since the accelerator operation is allowed during the driving operation support, if the driving operation support is canceled by accidentally touching the “stop driving support” display during the accelerator operation, the vehicle 20 starts suddenly and the surrounding people Can collide with other vehicles. Therefore, in the present embodiment, in order to avoid such a risk, in the state where the accelerator pedal 21 is continuously depressed, even when the release condition preset by touching the “stop driving assistance” display is satisfied, the driving is performed. It is configured not to cancel the operation support. That is, while the accelerator pedal sensor 7 detects the depression of the accelerator pedal 21 and the detection signal is sent to the driving assistance ECU 1, the releasing means 16 cancels the driving operation support even when it is determined that the releasing condition is satisfied. It has a configuration that does not.

[Another embodiment 1]
In the above-described embodiment, preset driving operation support cancellation conditions are set by touching the “parking support stop” display displayed on the screen V during the speed control / stop control, during the vibration control of the vehicle 20 and during the stop. Although the depression operation of the brake pedal 22 at the time is described, of course, other release conditions may be set. For example, as described above, in addition to the operation of putting the shift lever 9b into parking (shift = P) or neutral (shift = N) at the time of stopping, a predetermined accelerator operation (accelerator pedal 21 in a short time) during speed control, etc. For example, an operation of stepping twice may be set as the release condition. Alternatively, the steering angle sensor 6 may detect that the occupant has operated the steering 9a by a predetermined amount or more, and the driving operation support may be canceled based on the detection result. Even when these conditions are set, the driving operation support is not canceled even if the release condition is satisfied in a state where the accelerator pedal is continuously depressed.

[Another embodiment 2]
In the embodiment described above, the vibration control by the vibration control means 14 is started before the vehicle reaches the target position P. However, when the vehicle reaches the target position P, the vibration control is started to vibrate the vehicle, thereby driving operation. You may comprise so that a passenger | crew may be encouraged to perform the brake operation which is a cancellation | release condition of assistance. In this case, the status of “MODE_DWN_SPD” corresponds to a range of distance 0 or more and distance L1 or less in FIG. In this case, since vibration control is performed after the vehicle stops at the target position P, a distance (such as a parking area) that the vehicle can move from the target position P is required.

[Another embodiment 3]
In the above-described embodiment, the vibration of the vehicle is realized by repeating the reverse and stop of the vehicle. However, the present invention is not limited to this. For example, when the parking area is small and there is a possibility that the rear part of the vehicle may collide with a wall surface or the like due to reverse, the vehicle can be vibrated by alternately repeating reverse and stop, and forward and stop.

[Example of program status transition of the driving support ECU 1]
Hereinafter, the status transition of the program of the driving support ECU 1 in the driving operation support described above will be described based on the state transition diagrams of FIGS. FIG. 16 is a state transition diagram at the time of parking by reverse driving, as described above with reference to FIGS. 4 to 14.
During normal operation, the status of the program of the driving support ECU 1 is MODE_NON (# 0). In this status, when the shift lever switch 5 detects reverse (shift = R), transition is made to MODE_REAR_MON (# 12). In this status, for example, a scene behind the vehicle 20 is displayed on the monitor device 2a as shown in FIG. If the shift lever switch 5 detects something other than reverse, the status returns to MODE_NON.

  In the MODE_REAR_MON status, when the parking support start instruction is received as described with reference to FIG. 6 (mode_sw = on), the status transits to the MODE_WAIT2 status (# 22). For the sake of safety, the transition condition may be that the brake pedal 22 is depressed (brake = on), the speed of the vehicle 20 is zero (speed = 0), or the like. As described based on FIG. 7, the driving assistance ECU 1 sets the target position P in this status and waits until the vehicle 20 starts to move. Here, when “stop parking assistance” is instructed by the occupant, the status returns to the MODE_REAR_MON status again.

  In the status of MODE_WAIT2, after the target position P is set (set_up = completed), when the brake pedal 22 is released and the vehicle 20 starts to move, the status changes to MODE_LOW_SPD (# 3). As described based on FIG. 8, the driving assistance ECU 1 (speed control unit 13a) automatically travels while matching the moving speed of the vehicle 20 with the designated target speed. As described above, in this status, the target speed changing unit 13c changes the target speed based on the operation of the accelerator pedal 21 or the brake pedal 22.

  When the vehicle 20 approaches the target position P rather than the predetermined position, the vehicle 20 is gradually decelerated by the driving assistance ECU 1 (stop control unit 13b). At this time, the status transits to MODE_DWN_SPD (# 4). When the vehicle 20 is vibrated by the driving assistance ECU 1 (vibration control means 14) when approaching the target position P further than another predetermined position close to the target position P, the status changes to MODE_SHAKING (# 5). In MODE_SHAKING, when the brake pedal 22 is operated by the occupant (brake = on), the status transits to MODE_END (# 7). Then, when the vehicle 20 reaches the target position P without such an operation, the braking control ECU 32 is controlled by the driving support ECU 1 (stop means 14), and the vehicle 20 is stopped. Due to this stop, the status transits to MODE_STOPPING (# 6).

In MODE_STOPPING, when the brake pedal 22 is operated for confirmation by the passenger (brake = on) or the shift lever 9b is operated to neutral (shift = N) or parking (shift = P), the status becomes MODE_END ( Transition to # 7). The driving support ECU 1 includes a timer (not shown), and measures the time (pass_t) after the status transits to MODE_END. For example, when about 1 second has elapsed after the status transits to MODE_END (pass_t> 1 sec), the driving assistance ECU 1 cancels the driving operation assistance and transits to the status MODE_NON (# 0) in the normal running state.
In addition, in the status of MODE_WAIT2, even when the target position P is not set (set_up = not completed) and the vehicle 20 starts to move (brake = off), the status transitions to the status of MODE_END (#).

  FIG. 17 is a state transition diagram at the time of parking by forward driving. The basic state transition is the same as in reverse operation. In the case of reverse operation, the vehicle generally stops once from the state of forward operation and then reverses by switching the shift lever 9b to reverse. However, in the case of forward movement, such an operation of the shift lever 9b does not necessarily occur. For this reason, the speed of the vehicle 20 is added to the transition condition from MODE_NON (# 0). For example, when the shift lever switch 5 indicates forward movement (shift = D) and the speed of the vehicle 10 is 6 km / h or less, the status transits to MODE_FRONT_MON (# 11). In this status, a screen V similar to that shown in FIG. 6 is displayed on the monitor device 2a except that the scene displayed on the monitor device 2a is in front of the vehicle 20. In this status, when the speed of the vehicle 20 becomes, for example, 10 km / h or more, the mode 20 returns to MODE_NON again.

  In the MODE_FRONT_NON status, when driving support is instructed by the occupant in the same manner as during reverse driving, the status transits to MODE_WAIT1 (# 21). Then, in this status, transition to the next status, MODE_LOW_SPD (# 3), is performed under the same conditions as during reverse operation. The same applies to the transition to the statuses MODE_DWN_SPD (# 4), MODE_SHAKING (# 5), MODE_STOPPING (# 6), MODE_END (# 7), and MODE_NON (# 0). The same applies to the transition from MODE_WAIT1 (# 21) to MODE_END.

  FIG. 18 is a state transition diagram when the forward operation and the reverse operation described with reference to FIGS. 16 and 17 are integrated. In order to facilitate understanding, the case of forward operation and the case of reverse operation have been described separately with reference to FIGS. 16 and 17. However, normally, the program of the driving assistance ECU 1 is executed based on the state transition diagram shown in FIG. That is, in actual control, the forward operation and the reverse operation are controlled to be able to transition to each other. For example, even if the mode is changed to MODE_FRONT_MON (# 11), when the shift lever 9b is operated in reverse, the mode is changed to MODE_REAR_MON (# 12). Here, if the shift lever 9b is operated other than reverse again, the mode returns to MODE_NON (# 0). If the shift lever 9b is operated forward, the mode changes to MODE_FRONT_MON (# 11). Further, even after the transition to MODE_WAIT1 (# 21) or MODE_WAIT2 (# 22), the forward and backward movements can be changed depending on the operation of the shift lever 9b. Note that the shift lever switch 5 may detect forward movement (shift = D) regardless of whether the shift lever 9b is a so-called low, top, overtop, or the like.

  In addition, although not particularly illustrated in FIGS. 16 to 18, when the condition for canceling the driving operation support is satisfied in each status, control is performed so as to return to MODE_NON through MODE_END.

The block diagram which shows typically the structure of the driving assistance device which concerns on this invention The perspective view (back view) which shows an example of the vehicle carrying the driving support device concerning the present invention The perspective view (front view) which shows an example of the vehicle carrying the driving assistance device which concerns on this invention Explanatory drawing which shows the example of application in the case of assisting parking driving by the driving assistance device according to the present invention. Explanatory drawing which shows the screen displayed on a monitor apparatus when a vehicle exists in the position shown in FIG. Explanatory drawing (1) which shows the sound which a display screen and a speaker emit which change according to progress of driving assistance Explanatory drawing (2) which shows the sound which a display screen and a speaker emit which change according to progress of driving assistance Explanatory drawing (3) which shows the sound which a display screen which changes according to progress of driving assistance, and a speaker emit Explanatory drawing (4) which shows the sound which a display screen and a speaker emit which change according to progress of driving assistance Explanatory drawing (5) which shows the sound which a display screen and a speaker emit which change according to progress of driving assistance Explanatory drawing (6) which shows the sound which a display screen and a speaker emit which change according to progress of driving assistance Explanatory drawing (7) which shows the sound which a display screen and a speaker emit according to progress of driving assistance Explanatory drawing which shows the other example of application in the case of assisting parking driving with the driving assistance apparatus which concerns on this invention. Explanatory drawing which shows an example of the display screen displayed on a display means in the case of FIG. Graph showing an example of the relationship between the distance between the vehicle and the target position and the target speed State transition diagram showing an example of driving support during reverse driving State transition diagram showing an example of driving assistance during forward driving State transition diagram showing an example of driving assistance during forward and reverse driving

Explanation of symbols

1 Driving assistance ECU
13 speed control means 13a speed control section 13b stop control section 13c target speed change section 14 vibration control means 15 stop means 16 release means 20 vehicle 31 accelerator control ECU
32 Braking control ECU
P, P1 Target position

Claims (7)

  1. In the driving support device that executes driving operation support for moving the vehicle to the target position while automatically controlling the speed and cancels the driving operation support based on a preset condition,
    Speed control means for automatically controlling the moving speed of the vehicle;
    Stop means for automatically stopping the vehicle when the vehicle reaches the target position;
    The speed control means includes a speed control mode for matching a moving speed of the vehicle with a target speed;
    A stop control mode for gradually decelerating the moving speed of the vehicle to stop at the target position;
    A driving assistance apparatus comprising a plurality of target speeds set stepwise and a target speed changing means for changing the target speed based on an operation of an occupant of the vehicle.
  2.   The driving support device according to claim 1, wherein an operation of an occupant of the vehicle is an accelerator operation, and the target speed changing unit increases the target speed based on the accelerator operation.
  3.   3. The driving support device according to claim 1, wherein the operation of the vehicle occupant is a brake operation, and the target speed changing unit decreases the target speed based on the brake operation.
  4. The condition for canceling the driving operation support is a predetermined operation by an occupant of the vehicle,
    The driving support device according to any one of claims 1 to 3, further comprising a notification unit that prompts an occupant of the vehicle to execute the predetermined operation when the stop control mode ends.
  5.   The driving support device according to claim 4, wherein the notification unit is a vibration control unit that vibrates the vehicle.
  6.   The driving support device according to any one of claims 1 to 5, wherein the condition for canceling the driving operation support is a predetermined accelerator operation.
  7.   7. The driving operation support is not released even when a condition for releasing the driving operation support is satisfied in a state where the accelerator is continuously depressed during the execution of the driving operation support. 7. The driving assistance apparatus as described.
JP2005314520A 2005-10-28 2005-10-28 Driving assistance device Active JP4950475B2 (en)

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JP4950475B2 (en) 2012-06-13

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