JP2008230467A - Travel support device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a travel support device performing optimum control with respect to all kinds of acceleration/deceleration factors detected by a detection means. <P>SOLUTION: Every time a travel support ECU12-C detects an acceleration/deceleration factor candidate, the travel support ECU12-C predicts a position on the time space of the acceleration/deceleration factor; evaluates a degree of interference with a prediction position on the time space of one' own vehicle; registers the interference prediction position, when the interference is present or when the interference degree is large, sets point target behavior, when arriving at a target point as a substantially according value in anticipation of a margin in factor prediction behavior in the interference prediction position; obtains an unsteady control start point, based on the point target behavior and a driving policy; and registers it. When own vehicle passes the unsteady control start point regarding a certain registration factor, a target value of acceleration/deceleration control is minutely obtained, based on the point target behavior regarding the registration factor and a mobile body speed. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a device that is mounted on a moving body such as a vehicle traveling on a road or a locomotive traveling on a track, and supports speed control in navigation, automatic stop at a predetermined position, and the like.

  As a conventional device for supporting automatic driving or driving of a vehicle or the like, a road edge is further searched based on a foreground image obtained by a camera provided in the own vehicle, and a driving route is further determined by finding a road curvature, and the driving route is set along the route. Some of them automatically run (see, for example, Patent Document 1).

  In addition, there is an apparatus that performs control such as detecting an obstacle using a radar, automatically steering, or performing acceleration / deceleration control and stopping at a safe distance (see, for example, Patent Document 2).

  In addition, there is one that receives information on a curved road by narrow area communication means with equipment installed on the roadside near the start of the curved road, and limits the approach speed to the curved portion according to the curvature (for example, (See Patent Document 3).

  In addition, there is a vehicle that receives behavior information of other vehicles through inter-vehicle communication, determines the risk of encounter collision at an intersection, and warns (for example, see Patent Document 4).

  Also, travel data such as vehicle behavior and driving operation, travel data about travel environment, travel data such as relative distance and relative speed with the front vehicle using a radar or stereo camera provided in the host vehicle, road gradient, etc. There is a method in which environmental data is detected and a regression analysis value of the statistical value is used to keep the distance between the vehicles constant, maintain the lane, and follow the vehicle ahead. (For example, refer to Patent Document 5).

  In addition, there is a type of receiving behavior information of other vehicles by vehicle-to-vehicle communication or vehicle-to-vehicle communication via roadside equipment, so-called vehicle-to-vehicle communication, and displaying the arrangement of the vehicle and others on the screen ( For example, see Patent Document 6).

Japanese Patent No. 2844243 Japanese Patent No. 2799375 JP 2002-187509 A JP 2004-62381 A Japanese Patent No. 3622744 JP 2005-301581 A

  However, in most of the above prior arts (for example, Patent Document 1 to Patent Document 4 and Patent Document 6), a specific and usually one factor to be accelerated / decelerated for the own vehicle on which the device is mounted, for example, Controlled for specific situations such as relative distance to the vehicle ahead, relative speed, distance to obstacles, or radius of curvature of curved roads, when other acceleration / deceleration factors are detected The circumstances were not considered. That is, each conventional technique described in Patent Documents 1 to 4 and 6 has a problem that “optimal control in consideration of a plurality of acceleration / deceleration factors cannot be performed”.

  The prior art described in Patent Document 5 uses various environmental data (acceleration / deceleration factors), but performs control with reference to statistical values, such as collision avoidance. It cannot be performed, and there is still a problem that “optimal control considering a plurality of acceleration / deceleration factors cannot be performed”.

  The present invention has been made to solve the above-described problems, and it is possible to obtain a traveling support device that performs optimal control on all types of acceleration / deceleration factors detected by the detection means. Objective.

  The driving support device according to the subject of the present invention includes a vehicle position prediction means for predicting a position transition of the vehicle in time and space based on the behavior of the vehicle, and an acceleration / deceleration factor related to the vicinity of the vehicle or a predicted position. A factor behavior detecting means for detecting a candidate, and each time the factor behavior detecting means detects the acceleration / deceleration factor candidate, a predicted position of the acceleration / deceleration factor in space-time is determined based on the detected behavior of the acceleration / deceleration factor. Factor position predicting means to be obtained, and each time the acceleration / deceleration factor candidate is detected, the predicted position in the time and space of the vehicle obtained by the own vehicle position predicting means, and the acceleration / deceleration factor obtained by the factor position predicting means Interference that registers the interference predicted position between the vehicle and the acceleration / deceleration factor when the degree of interference with the predicted position in space-time is evaluated and there is interference or the interference degree is greater than a set value Estimated position setting means and target location The point target behavior at the time of performing is set to a value that substantially agrees with the predicted behavior of the acceleration / deceleration factor at the predicted interference position, and the unsteady control start point is set based on the point target behavior and the driving policy. The unsteady control start point setting means for registering or updating each unsteady control start point obtained for each acceleration / deceleration factor, and when the own vehicle has not passed any unsteady control start point, the speed of the own vehicle And a steady control for obtaining a target value of acceleration / deceleration control based on a difference between the vehicle and a predetermined target speed based on a driving road attribute or a driving policy setting value. Control target value calculation means for obtaining a target value for acceleration / deceleration control one by one based on the target vehicle speed and the point target behavior for the acceleration / deceleration factor when the unsteady control start point has elapsed. And

  Hereinafter, various embodiments of the subject of the present invention will be described in detail along with the effects and advantages thereof with reference to the accompanying drawings.

  According to the subject of the present invention, there is obtained a driving support device capable of automatically determining acceleration / deceleration target values for a plurality of types or a plurality of types of acceleration / deceleration factors that are generated one after another or generated in combination. I can do it.

(Embodiment 1)
FIG. 1 is a block diagram showing an entire vehicle system including a driving support apparatus according to the present embodiment. The driving support process is mainly executed in the driving support ECU in FIG.

  In FIG. 1, the stereo camera shown in the first row and the first column (hereinafter, simply designated as 1-A) captures the scenery in front of the vehicle from two points, preferably an infrared stereo camera that is intense at night. It may be monocular. Further, the image processing ECU 1 -B processes the image to recognize obstacles, road edges, etc. one by one, detects the type, position, speed, etc. of each recognized object, and attaches an identifier to each recognized object. It is a device that performs. If the same type, the apparatus 1-B identifies each individual and detects the type, position, speed, etc. for each individual. The radar 2-A is, for example, a millimeter wave radar, which irradiates forward while operating radio waves, receives a reflected wave, and detects a phase difference or a frequency difference for each direction. Then, the relative distance / speed detection ECU 2-B detects the type of an obstacle that is a radio wave reflector, such as a preceding vehicle, a pedestrian, and a motorcycle. And the relative position, relative speed, etc. are calculated for each individual. In this system, the stereo camera 1-A and the radar 2-A are used in cooperation. For example, if the candidates match in both, the detection accuracy is increased by determining “detection”. Yes. The map storage device 3-A is map storage means for storing road data used by the navigation device 3-B and the like. And navigation apparatus (ECU) 3-B calculates | requires which position on the road in the map memorize | stored in the map memory | storage device 3-A the vehicle position detected by behavior detection ECU mentioned later. Further, the navigation device 3-B allows the driver to set a destination by destination setting means (not shown). Moreover, the navigation device 3-B includes route search means for searching for a route from the current position to the destination.

  The display 4-A such as an LCD displays a screen or the like for the navigation device 3-B, for example, a current position, a vehicle orientation symbol, or a route symbol with a map in the background. Further, 4-B is a display control ECU that performs controls such as drawing for display, switching of the display screen, and superimposing. Further, the inter-vehicle communication device 5-A receives the behavior information and the like from the surrounding vehicles, and transmits the behavior information of the own vehicle to the surrounding vehicles. Further, the vehicle service control ECU 5-B performs processing necessary for enjoying the vehicle communication service based on the other vehicle behavior information received by the inter-vehicle communication device 5-A. Further, the road-to-vehicle communication device 6-A receives predetermined information from the roadside device, and transmits behavior information and travel history information of the host vehicle. Further, the road and vehicle service control ECU 6-B executes various applications based on the received information from the road-to-vehicle communication device 6-A, and performs processing necessary for receiving the road and vehicle communication service.

  Also, the behavior detection ECU 8-B is based on the data from the speed sensor 7-A, the triaxial acceleration sensor 8-A, the angular speed sensor 9-A, and the GPS receiver 10-A. The longitudinal (vertical) acceleration, the lateral (lateral) acceleration, the vertical acceleration, and the yaw angular velocity are detected. Then, based on the detection result, the behavior detection ECU 8-B determines the predicted position from 1 second, 2 seconds,... And M (for example, 5) seconds ahead for the driving support ECU 12-C. A part of the process is calculated. The driving support ECU 12-C is a part where main processing of the driving support device according to the present invention is executed. A slightly specific configuration example of the driving support ECU 12-C is shown in FIG. The description of FIG. 2 will be described later.

  1-D is an engine ECU that controls the fuel injection amount, injection timing, and the like to the engine 1-E. 2-D is a transmission ECU that performs shift stage switching control of the transmission 2-E. 3-D is a motor ECU for controlling the engine complementing motor 3-E for obtaining high torque instantly with higher efficiency than the engine at the time of sudden acceleration from the low vehicle speed state. The motor 3-E may be used for control to obtain a high load deceleration torque by operating as a generator during sudden deceleration. Further, 4-D is an acceleration / deceleration operation system ECU for detecting and controlling the state of the brake accelerator 4-E, and also detects the presence / absence of operation of the brake and accelerator or the operation amount. In some cases, the acceleration / deceleration operation system ECU 4-D also performs operation control and actuation. Further, the steering ECU 5-D detects a state such as the steering angle of the steering device 5-E, sets the steering torque, and performs control to change the steering angle depending on the case. The suspension ECU 6-D controls the cushioning property of the suspension device 6-E for each wheel, the left / right balance of the wheel height, and the like. Further, the lamp ECU 7-D controls the orientation of the lamp 7-E such that the direction is the left-right direction at the curve and the up-down direction at the gradient change point. The lamp ECU 7-D may also control the direction of the infrared camera or radar radio wave transmission / reception antenna. The belt ECU 8-E controls the tightness of the belt 8-D and is used as one of alarm presenting means. Further, the seat ECU 9-D uses the position or inclination of the seat 9-E or the position / inclination angle of the headrest as one of some alarm presenting means. In the case of presentation that should be accelerated, the seat ECU 9-D tilts the headrest forward, for example, and restores the headrest state together with the acceleration. At the time of presentation to be decelerated, the seat ECU 9-D, for example, tilts the headrest backward, and after decelerating, returns the headrest to its original state. The instrument panel ECU 10-D detects the state of various display switches and controls the display state displayed on the instrument panel 10-E. A change-over switch or the like indicating whether to drive automatically or drive in the driving support mode may be installed in the instrument panel ECU 10-D.

  Here, FIG. 2 is a block diagram showing a more specific configuration example of the driving support ECU 12-C. In FIG. 2, 2-1 is a CPU, 2-2 is a ROM in which a processing program is stored, 2-3 is a RAM for storing a calculation result, etc., and 2-4 is a real-time clock for obtaining time. 2-5 is an input / output I / F for connecting an alarm lamp (not shown) and an operation switch (not shown), 2-6 is an I / F of an in-vehicle LAN for communicating with other ECUs, and 2-7 is an ECU. Connection bus. In the present specification, a program for explaining the operation / operation using a flowchart below is basically stored in the ROM 2-2, and is activated and executed in conjunction with the activation of the vehicle by an ignition key, for example. Note that the ROM 2-2 is a rewritable EEPROM, such as a FLASH memory, for storing data relating to some information.

  FIGS. 3 to 5 are flowcharts showing an example of a driving support process executed in each ECU (mainly driving support ECU 12-C) having the configuration as shown in FIG.

  In step 3-1, the driving support ECU 12-C executes an initialization process. In addition, the driving assistance ECU 12-C can detect any acceleration / deceleration factor candidate detection means (for example, the camera 1-A, the radar 2-A, the inter-vehicle communication device 5-A, etc.) on the vehicle. And the acceleration / deceleration factor candidate detection means is in an operating state. The normal acceleration / deceleration factor candidate detection means is registered to be used in subsequent operations.

  In step 3-2, the driving assistance ECU 12-C checks whether or not a predetermined time Δt (for example, 100 milliseconds) has elapsed. If the predetermined time Δt has elapsed, the driving support ECU 12-C acquires the current time from the RTC 2-4 in FIG. 2 in the next step 3-3. Regarding the current time, when accurate GPS time is obtained by GPS reception, the GPS time is compared with the RTC value. If there is a difference, the driving support ECU 12-C holds the time difference. If the state estimated that the GPS time is not accurate continues, the driving assistance ECU 12-C estimates the current time based on the held value and the RTC value, and the time resulting from the clock frequency drift. Minimize error accumulation.

  In step 3-4, the driving assistance ECU 12-C obtains vehicle behavior information such as the vehicle position, vehicle speed, and vehicle acceleration obtained by the behavior detection ECU 8-B in FIG. In the case of a simple configuration, for example, observation results with the GPS receiver 10-A are used as vehicle behavior information. In that case, the vehicle acceleration may be calculated by a speed change for each observation period. Further, the speed may be calculated by a change in position per observation period. When the user's vehicle includes the navigation device 3-B, the driving assistance ECU 12-C further acquires road shape data corresponding to the route to the searched destination or the road connected to the road to which the current position belongs.

  In step 3-5, the driving support ECU 12-C predicts a position transition from the current position of the host vehicle to a predetermined distance ahead based on the behavior information of the host vehicle (calculation of a short-distance predicted trajectory in space-time). ). If the navigation apparatus 3-B is provided, for example, a bent line approximate route or lane-shaped bending point position data series is obtained, and the route or the bending point position data series is set as a predicted position.

  In step 3-6, the driving support ECU 12-C performs narrow-area communication / broadcasting of the behavior information of the own vehicle or the like via the inter-vehicle communication device 5-A as necessary, or the inter-vehicle communication device 5- Transmit in response to a narrow-area communication request from the roadside via A. Predicted position series data may be included.

  In step 3-7, the driving support ECU 12-C checks whether the acceleration / deceleration factor candidate is detected. If the acceleration / deceleration factor candidate is detected, the driving support ECU 12-C determines the acceleration / deceleration factor candidate based on the behavior of the acceleration / deceleration factor candidate. In addition, the trajectory (positional transition of acceleration / deceleration factors in time and space) is predicted. Specifically, when an acceleration / deceleration factor candidate based on the route attribute is detected, for example, when additional data in the route data from the current position to the road segment 500 m or more ahead is newly read from the navigation device, Attribute change points such as road curvature, gradient, road type, width, and speed regulation up to a predetermined distance ahead / on the route are used as acceleration / deceleration factor candidates, and attribute change points that are equal to or greater than a predetermined threshold are obtained as interference prediction positions. When a dynamic acceleration / deceleration factor candidate is detected based on information provided by a radar / infrared camera, an inter-vehicle communication device or a road-vehicle communication device, and any other detection means, an acceleration / deceleration factor is detected. In addition to the distance to the danger recognition time and avoidance preliminary operation time, such as Lz (m) ahead or Mz (second) ahead in the candidate space-time area, the distance or time that can be smoothly decelerated and stopped from the vehicle speed Is the subject of the survey to the minimum extent. Since the predicted position can be used when the information of the deceleration factor candidate brought about by the inter-vehicle communication or the road-to-vehicle communication includes the predicted position of the factor, the prediction process here can be omitted.

  In step 3-8, the driving assistance ECU 12-C evaluates the degree of interference between the predicted position of the acceleration / deceleration factor candidate in the space and the predicted position of the vehicle in the space. If the interference degree is within a certain range, detection / service type, factor type, identifier, predicted interference position, point target speed, etc. are registered / updated as acceleration / deceleration factors. Alternatively, a predicted trajectory, an interference predicted position, and the like are displayed. The predicted interference position is typically the intersection position of a trajectory (position transition) in space-time. In a simple case, the trajectory is linearly approximated using the current position and current speed. That is, the predicted interference position is an intersection of two straight lines. In a slightly complicated case, the trajectory is a curve approximated by a broken line formed by connecting the predicted positions by calculating the predicted position for each predetermined time using the current position, the current speed, and the current acceleration. In this case, it is evaluated whether or not each element straight line at the predicted position of the self-intersection sequentially intersects each element straight line of the acceleration / deceleration factor. The intersection of the element straight lines is determined by determining whether the both ends of one straight line are located on both sides or one side of the straight line connecting both ends of the other straight line using the both end coordinates of the element straight line. When the acceleration / deceleration factor position is close to the host vehicle and can be accurately detected in a two-dimensional or three-dimensional space, that is, when a nearby moving object is continuously detected in real time by a radar, camera, or inter-vehicle communication device The degree of proximity on a three-dimensional space-time is evaluated. First, an intersection on space coordinates is evaluated, and if it intersects, a time lag is further evaluated on the time axis at the intersection position. . The degree of interference is determined based on the time lag. For example, when the time lag is less than 1 second, the interference degree is 1, when the time lag is less than 2 seconds, the interference degree is 0.9, and when the time lag is less than 3 seconds, the interference degree is 0.7. When the time shift is less than 4 seconds, the interference level is 0.5, when the time shift is less than 5 seconds, the interference level is 0.3, and when the time shift is 5 seconds or more, the interference level is 0.00. 1 etc. If the degree of interference is 0.5 or more, an intersection on space coordinates is registered as the acceleration / deceleration factor position (interference prediction position). The degree of interference may be defined in more detail, for example, by adding the conversion accuracy on the time axis of the detection means based on the standard deviation of the detection time error to the time lag.

  As a specific example for each detection / service type, when the detection / service type is a navigation map / route forward attribute, the attribute change of the route-associated road segment is more than a certain value (the start node position of the corresponding road segment) ) Is the predicted position of the acceleration / deceleration factor, and the interference with the predicted position of the vehicle is evaluated. In this case, since interference is always predicted, detection / service type (navigation map / route attribute) and the like are registered as interference. The factor type is a curvature if the road curvature changes, a gradient if the gradient changes, a regulation if the speed limit, a road width increase / decrease if the road width changes, and so on. The marginal distance is set to, for example, about the detection accuracy of the position detection means (for example, navigation ECU 2-B). The point target behavior (the point target speed is essential) when the host vehicle enters the road segment corresponding to the predicted interference position is obtained and registered based on the factor type, road data, driving policy, and the like. When the change road attribute is a curvature change, the point target speed is a speed at which the lateral acceleration caused by the centrifugal force is equal to the value determined by the driving policy. In the case of a gradient change, for example, the acceleration in the vertical direction is set to a speed that is equal to a value determined by the driving policy. However, when the gradient is equal to or higher than the height of the driver's eyes with respect to the distance from the gradient change point to the driver position, the speed is set to zero. If the speed limit changes, the smaller of the policy speed and the speed limit is set as the point target speed. If the road type / width changes, a predetermined table reference value is set as the point target speed.

  When the detection / service type is radar / (infrared) camera / forward obstacle / moving object detection, the interference between the predicted position of the vehicle and the predicted position of the acceleration / deceleration factor candidate (example: (in space-time) If the degree of interference is “large”, for example, if the degree of interference is 0.5 or more, the intersection position in space is set as the interference predicted position, and the detection type: radar / ( (Infrared) Camera, factor type: Registered together with front obstacle / moving body (eg, pedestrian, identifier, etc.). The point target speed is, for example, the value of the traveling direction component of the prediction factor speed at the predicted interference position. If it is negative, it is set to zero. An identifier is attached in case there are a plurality of detection factors. If registered, update the contents. The margin distance may be a table value of margin distance separately determined for the detection / service type or factor type, for example.

  When the detection / service type is provision of an inter-vehicle communication device / vehicle behavior, detection / service type: vehicle / behavior, factor type: ordinary passenger car, etc. Since the factor is the moving body, the other may be substantially the same as in the case of the radar / camera.

  When the detection / service type is road-to-vehicle communication device / signal status information provision, the degree of interference between the predicted trajectory and the signal status in the vehicle's space-time (for example, when the predicted trajectory is in the yellow / red state time zone) If the interference is “Yes”, the event of interference is detected. • Service type: Road vehicle / signal, Factor type: Signal control, Interference prediction position: Intersection entrance position, Register along with the predicted interference time (predicted change time to signal yellow state), point target speed (stop: 0 m / sec), etc. At that time, if it has already been registered, the registered content is updated.

  If the detection / service type is a road-to-vehicle communication device / junction, the degree of interference is evaluated based on provided information (road-vehicle confluence, ordinary vehicle, ID, position, speed, confluence point position, etc.).

  If the detection / service type is a road-to-vehicle communication device / congestion, the degree of interference is evaluated on the basis of provided information, for example, road / traffic congestion, end vehicle type, ID, end vehicle position, end vehicle speed, and the like.

  If the detection / service type is road-to-vehicle communication device / pedestrian / bicycle, interference based on provided information such as road / car / crosswalk, pedestrian / bicycle, ID, pedestrian / bicycle position, pedestrian / bicycle speed, etc. Degree is evaluated.

  In addition, in common in each case, when there are a plurality of detection factors, an exclusive identifier is attached when they exist simultaneously. If the detection / service type is provision of traffic jam end information, the detection time, the traffic jam end point, and the average traffic jam speed are used. If there is no average speed, the average speed = 0 is set.

  Alternatively, the predicted position transition (trajectory) may be approximated by a broken line, and the broken line may be displayed on the map of the navigation ECU. At that time, only when the presence / absence of interference is predicted, or when the predicted interference position is emphasized or limited to the own vehicle or other vehicles, the predicted position transition of the broken line approximation is displayed on the map of the navigation ECU. You may display. Alternatively, instead of the predicted position transition, the predicted interference position may be displayed on the map of the navigation ECU. Alternatively, the part with a large interference degree may be exaggerated and the part may be displayed on the map of the navigation ECU.

  In step 3-9, the driving assistance ECU 12-C calculates and registers an unsteady control start point (time / position) satisfying the driving policy for each registered acceleration / deceleration factor.

  If new behavior information is detected for a registered factor (see type, identifier, etc.), each step from step 3-7 to step 3-9 is executed again, and the unsteady control start point, etc. Update the calculation contents. Further, the series data of the calculation result may be filtered by a sequential filter to obtain an update value so as to reduce noise that has entered in the detection process or calculation process such as the start timing.

  The driving support ECU 12-C registers the start point and the end point of the presentation for caution / warning measured at the timing at the unsteady control start point or the interference prediction position in common in step 3-9. For example, when the presentation start point is passed, the driving support ECU 12-C may present a warning / warning to the driver of the host vehicle by any of buzzer / sound / display / seat belt tightening / seat vibration / headrest tilt. In addition, a control command is issued to a corresponding part (for example, a display, a belt ECU, or a seat ECU) (presentation function).

  Here, FIG. 6 is a diagram showing an example of registered contents such as factor types, identifiers, predicted interference positions, point target speeds, and the like regarding registered acceleration / deceleration factors in a table format.

  In step 3-10, the driving assistance ECU 12-C checks whether or not there is a registration that the vehicle has passed the starting point of the acceleration / deceleration control. That is, the presence / absence of registration in which the scheduled control start time has passed the current time in the contents of the scheduled control start point column of the registration table as shown in FIG. 6 is evaluated. If there is no such registration, the driving assistance ECU 12-C sets and registers the standard policy speed (cruising speed) value at the road section as the speed target value Vr in step 3-11. Then, the driving assistance ECU 12-C obtains the acceleration / deceleration control target value based on the difference between the vehicle behavior (at least speed V) and the registered behavior (at least speed Vr) target value. For example, the acceleration / deceleration control amount is C 制 御 (Vr−V). That is, if Vr> V, since the actual speed V is insufficient, a positive control amount for acceleration is required. In the opposite case, since the actual speed is larger than the target speed, a negative polarity control amount for decelerating is required to meet the plan. On the other hand, in step 3-12, the driving support ECU 12-C determines the remaining distance Lm from the factor to the front Pg by the margin distance, the vehicle speed V, and the point target speed Vg for the factor that has passed the unsteady control start point. Based on the difference, the acceleration target value is provisionally determined.

  In step 3-12, in the example of smooth acceleration / deceleration control, the target speed at which the measured value at the starting point of the unsteady control of the policy acceleration (amplitude) α, the policy acceleration change rate (amplitude) γ, and the actual speed is registered. Using Vs or the like, the target speed Vr is obtained from the following equation according to the breakdown of the acceleration / deceleration section.

(1) In the section gradually change to alpha acceleration ΔTγ0 (= α / γ), Vr = Vs + γt 2/2,
(2) In a section ΔTα (= α / γ) where acceleration α is constant, Vr = Vs + αt,
(3) in the interval back to 0 gradually changed ^{acceleration, Vr = Vs-γt 2/} 2,
Then, based on the target speed Vr and the vehicle speed V, the acceleration / deceleration control amount C is obtained as C∝ (Vr−V).

  In step 3-13, the driving assistance ECU 12-C checks the number of registered factors for passing the unsteady control start point. If the number of registered factors is only one, in step 3-14, the driving support ECU 12-C selects a temporarily determined value of such factors as the acceleration target value. If the number of factor registrations is two or more, in step 3-15, the driving support ECU 12-C evaluates the type between the registered factors.

  In step 3-16, when a plurality of different factors are detected, the driving assistance ECU 12-C preferentially avoids which factor based on a norm table as shown in FIG. To decide. In FIG. 7, the driving support ECU 12-C calculates a control target value based on the minimum damage standard for * 1, and based on the safety priority standard for * 2. When the factor is between vehicles (indicated by a thick frame in FIG. 7), a detection accuracy priority rule may be used.

  Alternatively, the driving support ECU 12-C may determine which factor is to be prioritized and avoided based on, for example, a table that determines priority with factor detection accuracy as illustrated in FIG. In FIG. 8, for the * mark, a control target value may be separately calculated based on a minimum damage criterion described later. Or you may make it preferentially select the acceleration / deceleration control target value for avoiding a traffic weak person based on a traffic weak person priority norm. In FIG. 8, () marks indicate examples when the detection accuracy is (2)> (3)> (4).

  And driving assistance ECU12-C selects the temporary calculation value of the acceleration / deceleration control target value of the factor to avoid with priority.

  In step 3-17, when a plurality of factors of the same type and the same rank are detected, the driving support ECU 12-C calculates the acceleration / deceleration control target value of the own vehicle based on the norm that minimizes the total damage. To do. For example, the speed of the vehicle (point target speed) that minimizes the sum of the relative momentum at the time of collision between the own vehicle and the A car and the relative momentum at the time of collision between the own car and the B car is obtained, and the current speed is calculated based on the point target speed. The acceleration / deceleration target value of the own vehicle is calculated. If the vehicle weight (at least weight type) of either A or B cannot be obtained / estimated, calculate the point target speed of the vehicle that minimizes the sum of the relative speed of pair A and the relative speed of pair B The acceleration / deceleration target value of the host vehicle may be an acceleration target value proportional to the difference between the calculated target speed and the current speed. Or it is good also considering the acceleration / deceleration target value of the own vehicle as the target speed with which a relative momentum or a relative speed becomes equal.

  Description of step 3-18 is omitted.

  In step 3-19, the travel assist ECU 12-C uses the acceleration / deceleration target value obtained in step 3-100 or step 3-11 as a command value for automatic travel control. In other words, the vehicle acceleration / deceleration control is performed by using conventionally known techniques appropriately combined with each other in a timely manner according to the states of the engine / motor, transmission, brake, and the like. Alternatively, the driving support ECU 12-C presents the vehicle behavior (speed, acceleration, etc.) in comparison with the vehicle target behavior (target speed, acceleration / deceleration target value, etc.) obtained above. That is, the driving assistance ECU 12-C obtains the observation behavior (speed and / or acceleration) of the host vehicle and the target behavior (speed and / or acceleration) obtained in advance based on the factor position, the point target behavior, and the driving policy. In contrast, the values of both behaviors or the difference or degree of deviation between them are presented to the driver of the vehicle one by one. For example, by changing the color according to the polarity of the difference, specifically, for example, with one bar graph that can change the color, the target value is green and the observed value of the controlled variable is too far from the target value. If it is, only the range corresponding to the amount that has passed is displayed in red with a conspicuous color. Conversely, if the observed value of the control amount is insufficient, only the range corresponding to the amount that is insufficient is displayed in white. . In another example, a single display that can change color, switch red to indicate when it is past, flash off or green when it is nearly identical, and blue when it is insufficient. To do. Thus, the display of the length or the area corresponding to the magnitude of the absolute value or the polarity of the difference or the degree of the difference between the two quantities to be compared is displayed on the display. When using sound, the volume, frequency, or intermittent pattern is modulated and output from a buzzer or speaker. Or driving assistance ECU12-C may utilize the drive of a seatbelt, a seat, and a headrest for the presentation to the driver of the own vehicle.

  Alternatively, the driving support ECU 12-C presents information on the factor that has passed the unsteady control start point (any of the factor type, identifier, relative distance, relative speed, etc.) to the driver of the vehicle one by one. Also good.

  Alternatively, when it is predicted that the predicted position transition of the own vehicle and the predicted position transition of the acceleration / deceleration factor interfere with each other, the driving support ECU 12-C sets the predicted position series and / or the predicted interference position as, for example, the own vehicle. It may be displayed or presented on an arbitrary coordinate system (for example, a display) as needed along with the navigation map based on the position (the position of the other vehicle may be used as a reference).

  In step 3-20, if the factor detection type is road attribute, road-to-vehicle communication, etc., or if the acceleration / deceleration factor type is static, it is evaluated whether or not the predicted interference position has been passed. The On the other hand, if the factor detection type is vehicle-to-vehicle communication, radar / camera, etc., or the type of acceleration / deceleration factor is dynamic, whether there is a registration that has passed a predetermined time or more from the latest detection / update time Is evaluated. That is, it is evaluated whether or not it has been detected for a while.

  In step 3-21, the registration of the factor that the vehicle has passed the predicted interference position or that has not been detected even after a predetermined time has elapsed since the latest detection / update time is deleted. In the example of FIG. 6, for example, the corresponding record contents are deleted, and the remaining contents are sorted in upper order.

  As described above, in the present embodiment, for example, information on low-speed traveling vehicles detected on the road side is obtained through road-to-vehicle communication, registered, and set for the planned speed to travel. Since it automatically decelerates and departs from automatic follow-up driving to vehicles that do not have road-to-vehicle communication means, even if the preceding vehicle collides with the end of a traffic jam or a low-speed driving vehicle in the second half of the curve, Collisions with the front car can be avoided automatically.

  Further, in the present embodiment, for example, on a two-dimensional space-time, the intersection position of the broken line approximate locus is calculated by using the coordinates of both ends of each broken line to calculate the intersection position of each broken line. In this case, the intersection position on the two-dimensional space coordinate in the three dimensions is calculated in the same manner, and the degree of deviation on the remaining time axis is evaluated. Since it can be drastically reduced, the presentation for prompting the collision avoidance control or the avoidance operation does not become a problem.

  In the present embodiment, for example, the distance to such an intersection, the current state of the signal, the next state, and information on the time until the next state are obtained by road-to-vehicle communication and added. Evaluate as a candidate for a deceleration factor. If it interferes with the predicted trajectory of the host vehicle, it is registered as an acceleration / deceleration factor, and the planned speed is changed. Therefore, it is possible to automatically avoid following an approaching intersection while the signal turns yellow.

  In the present embodiment, for example, the position of the junction, the distance of the junction vehicle, the position, the speed, and the like to the junction are obtained by road-to-vehicle communication, and the junction is evaluated as an acceleration / deceleration factor candidate. In other words, if the predicted trajectory of the merging vehicle is calculated and interferes with the predicted trajectory of the host vehicle, it is registered as an acceleration / deceleration factor. For example, if interference is predicted, the target speed is changed. Since the travel plan is automatically changed, it is automatically avoided that the vehicle is traveling in that position when there is a merge.

  Furthermore, in the present embodiment, for example, the position and speed of a large vehicle that approaches rapidly from the rear are obtained by a rear radar, a vehicle-to-vehicle communication device, or a road-to-vehicle communication device, and the large vehicle is used as an acceleration / deceleration factor candidate. evaluate. In other words, if the predicted trajectory of the merging vehicle is calculated and the predicted trajectory interferes with the predicted trajectory of the own vehicle, it is registered as an acceleration / deceleration factor. For example, if the interference is predicted, the target speed is set to Since the travel plan is automatically changed so as to be changed and the relative speed is reduced or the deceleration control is performed, in this case, the acceleration control is performed and the rear-end collision is automatically avoided.

  Here, FIG. 9 shows a case where a candidate for an acceleration / deceleration factor having a constant speed slower than that of the own vehicle is located at the Ptc point when the own vehicle having a constant speed is located at the point P, and the predicted interference position is registered. It is the figure which illustrated in detail the operation | movement operation | movement of the subsequent control method.

  In FIG. 9, (1) the intersection point in time and space of the predicted position transition (trajectory) between the vehicle and the acceleration / deceleration factor is obtained as the interference predicted point Ptp. (2) The point Pg that anticipates the distance margin Lm before the predicted interference point Ptp is set as the reaching target point. (3) The acceleration / deceleration control time ΔT and the acceleration / deceleration control distance L are calculated based on the relative speed between the acceleration / deceleration factor and the host vehicle and the driving policy. (4) The point Ps before the target acceleration point Pg by the acceleration / deceleration control time ΔT or the point Ps before the acceleration / deceleration control distance L (m) is set as the unsteady control start point. When new behavior information is detected for the same factor, it is re-evaluated from (1) above, and the registered content is updated.

  Here, with respect to a calculation method of a prior unsteady control start point (position, time) necessary for obtaining the target vehicle behavior at the target target point in accordance with the driving policy, ΔTγ0, ΔTα, Each period of ΔTγ1 and the calculation method and result of the movement distance during that period will be described.

  First, a moving body at the end of the acceleration / deceleration period ΔTγ0 and the period ΔTγ0 in a case where the moving body in the state of speed: v00, acceleration: α00, and acceleration change rate: 0 is changed to α01 at a constant acceleration change rate γ. The moving distance Lγ0 of the moving body in the speed V01 and the period ΔTγ0 is obtained.

  A period ΔTγ0 in which the acceleration changes from α00 to α01 (= −A) at a constant acceleration change rate γ0 = −Γ is obtained by the following equation (1).

  At this time, the speed V01 and the moving distance Lγ0 at the end of the acceleration / deceleration period ΔTγ0 can be obtained by the following equations. The speed V01 is a start value in the next period of the moving body.

  From the above, the speed V01 and the moving distance Lγ0 are uniquely obtained by using the speed V00, the acceleration α00, the policy acceleration A, and the policy acceleration change rate Γ (ΔTγ0 = (A + α00) / Γ is substituted into the above equation).

  Next, the acceleration / deceleration period in the case where the moving body in the state of acceleration: α10 (= −A) and acceleration change rate: 0 is changed to the state of acceleration: α11, speed: V11 at a constant acceleration change rate γ. ΔTγ1, the moving body speed V10 and the moving distance Lγ1 at the beginning of the period are obtained.

  A period ΔTγ1 during which acceleration / deceleration is performed at a constant acceleration change rate (γ = Γ) is obtained by the following equation (3).

  At this time, the speed V11 and the moving distance Lγ1 at the end of the acceleration / deceleration period ΔTγ1 are expressed by the following equations.

  Since the speed V11 is observed by the speed of the acceleration factor, the speed V10 at the start of the acceleration / deceleration period ΔTγ1 is obtained by the following equation (5).

  At this time, the movement distance Lγ1 at the end of the acceleration / deceleration period ΔTγ1 is obtained by substituting ΔTγ1 and V10 obtained above.

  Next, in the case where the moving body at the speed V01 is accelerated to the speed V10 at a constant acceleration α (= α01 = α10 = −A), the acceleration / deceleration period ΔTα and the movement distance Lα are obtained.

  A period ΔTα in which the moving body accelerates at a constant acceleration α = −A is obtained by the following equation (6) (V10 and V01 are known).

  At this time, the moving distance Lα is obtained by the following equation (7) (v01 is known).

  As described above, the moving distance in the three acceleration / deceleration periods (each period of ΔTγ0, ΔTα, and ΔTγ1) can be uniquely determined.

  Using the calculation results of the acceleration / deceleration element periods as exemplified above, the period ΔT in which the moving body accelerates / decelerates from the speed V00 to V11, and the movement distance L in the period ΔT is the sum of the element periods. It is obtained as in the following formula of Equation 8.

  A point Ps that is L (m) in front of the point Pg at which a margin Lm (m) is expected at the predetermined predicted interference position Ptp, a point Ls that goes back L + Lm from Lt on the distance axis, and ΔT (s) on the time axis. This point is a typical example of the unsteady control start point. Acceleration / deceleration control starts from this Ps point.

  It should be noted that the target values of speed and distance at each time t in the acceleration / deceleration period (the time at the unsteady control start point is set to t = 0) can be obtained, for example, by the equation (9).

  The control amount is obtained based on the difference between the target speed and the observation speed or the difference between the target distance / position and the observation distance / position, for example. The acceleration / deceleration control time ΔT or the acceleration / deceleration control distance L is uniquely obtained by giving the relative speed ΔV using the policy acceleration A, the policy acceleration / deceleration change rate Γ, etc. as parameters. Therefore, providing a table in which the relationship between ΔV vs. ΔT or ΔV vs. L is provided in advance provides an effect that ΔT or L can be obtained instantaneously by specifying the parameter ΔV. The same idea is applied to the target value, which is effective.

  FIG. 10 shows that the radius of curvature of each of the distances L1 to L4 on the route changes as shown at the left end of the figure, while the vehicle is traveling at the policy speed V0 until reaching the point p0, by the navigation device 3-B. It is a figure illustrated about the case where it detects. As a result of calculating the policy speed (V1, V2) on the two curved roads and the policy speed V3 at the end of the curved road to the point p4 on the space-time (upper right graph), the approach speed to each curved road is calculated before entering. The unsteady control start point (p01, p02) when decelerating at a deceleration according to the driving policy, the unsteady control start point (p03) for returning to the policy speed V3, and the unsteady point before the point p4 where the route data disappears A control start point (p04) is also shown. The lower right graph shows the transition of the target speed (planned speed).

  Furthermore, at the point p0, by road-to-vehicle communication by the road-to-vehicle communication device 6-A, information indicating that a low-speed vehicle is traveling at the point marked with a mark * pv1, that is, the straight line portion after the end of the curve or near the tunnel exit (vehicle type, As a result of receiving the ID, position, speed, direction, etc.), the intersection pv2 (predicted interference position) of the own vehicle trajectory based on the predicted trajectory of the low-speed vehicle and the planned speed, the point before the margin distance Lm (◎ mark) and the time point And the unsteady control start point ps for realizing the deceleration with the relative speed with respect to the low-speed vehicle being 0 along the policy deceleration. In the lower right graph, the dotted line shows the speed of the low-speed vehicle and how the planned speed is changed to follow the policy acceleration / deceleration to the low-speed vehicle speed on the way.

  FIG. 11 is a table showing an example of own vehicle behavior / predicted position / trajectory data as a table.

<Effects of the present embodiment>
(1) There is an effect that a driving support device can be obtained in which acceleration / deceleration target values for a plurality of types or the same type, which are generated one after another or generated in combination, are automatically determined. In addition, if the factor is detected with sufficient margin in terms of time distance, the driving support will automatically follow the driver's driving policy, and if there is no margin, the acceleration / deceleration target value that immediately responds to avoiding interference will be automatically determined. There is an effect that a device can be obtained. Since a plurality of arbitrary acceleration / deceleration factor detection means can be provided, a new type of acceleration / deceleration factor candidate detection means can be newly added, and a new type of acceleration / deceleration factor candidate detection means can be arbitrarily added. There is an effect that a driving support device can be obtained. There is an effect that vehicle-to-vehicle communication (including vehicle-to-vehicle communication) that can occur on a daily basis when a plurality of moving bodies around the host vehicle are simultaneously detected can be easily added as detection means. Further, in the case of an acceleration / deceleration factor that occurs urgently, there is an effect that acceleration / deceleration control is immediately started. Also, until the start point of the unsteady control, since the vehicle is not actively decelerated except for the acceleration / deceleration control that keeps the policy speed (steady control), it has the effect of bringing it to the destination at the fastest speed. In addition, there is an effect that the point target speed and the point target acceleration when reaching the point before the predicted interference position can be achieved after observing a predetermined policy speed, or a predetermined policy acceleration, and a predetermined policy acceleration change rate. Since multiple different or similar acceleration / deceleration factors are evaluated and registered on the same scale, and the registration is evaluated and used on the same scale, It is possible to support the control that avoids interference optimally at any time.

  (2) When multiple factors that should start acceleration / deceleration control occur at the same time, control is performed by generating a plurality of control targets by uniquely obtaining and outputting an acceleration / deceleration target value according to the predetermined priority standard provided. There is an effect that automatic control can be achieved without breaking down.

  (3) When one of the acceleration / deceleration factors is a traffic weak person, a target value for acceleration / deceleration control for avoiding the traffic weak person is preferentially selected based on a predetermined priority standard. There is an effect that it is possible to obtain a travel assistance device that gives priority to vulnerable people without causing a pedestrian or motorcycle to be repelled just to avoid a collision.

  (4) When multiple acceleration / deceleration factors are equal to each other, the target behavior is determined in accordance with a predetermined priority standard, and the target value for acceleration / deceleration control is calculated based on the target behavior. Therefore, there is an effect that it is possible to obtain a device that supports traveling in accordance with the norm such that total damage or damage to the own vehicle is substantially minimized even when a situation of multiple collisions occurs. The norm has the effect that it can be easily changed / updated / added in a table.

  (5) Since the driving support apparatus has a presentation unit that presents the difference or difference between the observed behavior of the vehicle and the target behavior obtained in advance based on the factor position, the point target behavior, and the driving policy, the driver It is possible to recognize the difference, the degree of difference, the polarity of the difference, etc., and operate the vehicle to reduce the difference, so that driving according to the plan can be easily achieved.

(6) Since the driving support device has a presentation means for presenting information on acceleration / deceleration factors that have passed the start point of unsteady control one by one, it is possible for the driver to determine how much danger is caused by what kind of factor. As a result of being able to know one by one, there is an effect that it is possible to know the urgency of the necessary danger avoidance operation.
Since the driving support apparatus has a presentation unit that displays the predicted position series or the predicted interference position in an arbitrary coordinate system as needed, as a result of presenting the relative position of the acceleration / deceleration factor only when the interference is predicted, There is an effect that it is easy for the driver to find the acceleration / deceleration factor and the avoidance operation can be performed quickly.

(Appendix)
While the embodiments of the present invention have been disclosed and described in detail above, the above description exemplifies aspects to which the present invention can be applied, and the present invention is not limited thereto. In other words, various modifications and variations to the described aspects can be considered without departing from the scope of the present invention.

It is a figure which shows the structure at the time of applying the driving assistance apparatus which concerns on Embodiment 1 of this invention to a vehicle system. It is a figure which shows the specific structural example of driving assistance ECU which concerns on Embodiment 1 of this invention. 3 is a flowchart showing a driving support processing program executed mainly by a driving support ECU in Embodiment 1 of the present invention. 3 is a flowchart showing a driving support processing program executed mainly by a driving support ECU in Embodiment 1 of the present invention. 4 is a flowchart showing a driving assistance processing program executed mainly by a driving assistance ECU in the first embodiment of the present invention. It is a figure which shows the example of the content of the acceleration / deceleration factor information registered by the process of the driving assistance process program by Embodiment 1 of this invention. It is a figure which shows the example of which factor has priority when multiple control of the acceleration-deceleration factor by Embodiment 1 of this invention is needed simultaneously. It is a figure which shows the example in the case of determining priority avoidance with the detection accuracy of a factor by Embodiment 1 of this invention. It is a figure which illustrates in detail the operation | movement operation | movement of a control method etc. on a spatio-temporal coordinate about the case where the interference estimated position by Embodiment 1 of this invention is registered. After the interference prediction position is detected via the navigation device according to the first embodiment of the present invention, the transition of the action operation such as the control method is further illustrated for the case where the low-speed vehicle information is further detected by road-to-vehicle communication. FIG. It is a figure which shows the example of the own vehicle behavior and estimated position / trajectory data by table according to Embodiment 1 of the present invention.

Explanation of symbols

  2-1 CPU, 2-2 ROM, 2-3 RAM, 2-4 Real-time clock, 2-5 I / O IF, 2-6 In-vehicle LAN IF, 2-7 Connection bus in ECU, 12-C Travel support ECU.

Claims (7)

A vehicle position prediction means for predicting a position transition of the vehicle in time and space based on the behavior of the vehicle;
Factor behavior detection means for detecting acceleration / deceleration factor candidates related to the vicinity of the vehicle or the predicted position;
Each time the factor behavior detecting means detects the acceleration / deceleration factor candidate, factor position predicting means for obtaining a predicted position of the acceleration / deceleration factor in space-time based on the behavior of the detected acceleration / deceleration factor;
Each time the acceleration / deceleration factor candidate is detected, a predicted position in the time and space of the own vehicle obtained by the own vehicle position predicting unit, and a predicted position in the time and space of the acceleration / deceleration factor obtained by the factor position predicting unit. An interference prediction position setting means for registering an interference prediction position between the host vehicle and the acceleration / deceleration factor when there is interference or when the interference degree is larger than a set value;
The point target behavior when arriving at the target point is set to a value that substantially matches the predicted behavior of the acceleration / deceleration factor at the predicted interference position with an allowance, and is further controlled based on the point target behavior and the driving policy. Unsteady control start point setting means for obtaining a start point for each acceleration / deceleration factor and registering or updating each unsteady control start point;
When the own vehicle has not passed any unsteady control start point, acceleration / deceleration is performed based on a difference between the own vehicle speed and a predetermined target speed based on an attribute of the road being driven or a driving policy setting value. While performing steady control to obtain a target value for control, when the own vehicle has passed the unsteady control start point for any acceleration / deceleration factor, the point target for the own vehicle speed and the acceleration / deceleration factor A control target value calculating means for obtaining the target value of acceleration / deceleration control based on the behavior one by one,
Driving support device. The driving support device according to claim 1,
The control target value calculation means includes
If a plurality of acceleration / deceleration factors at which acceleration / deceleration control is to be started at the same time when the unsteady control start point has elapsed, the acceleration / deceleration control is performed according to a predetermined priority standard from the target values obtained for each acceleration / deceleration factor. The target value is obtained one by one,
Driving support device. The travel support device according to claim 2,
The control target value calculation means includes
When there are a plurality of acceleration / deceleration factors that should start acceleration / deceleration control at the same time after the unsteady control start point and one of the acceleration / deceleration factors is a traffic weak person, the acceleration / deceleration control for avoiding the traffic weak person The target value of is preferentially selected based on a predetermined priority standard,
Driving support device. The travel support device according to claim 2,
The control target value calculation means includes
When a plurality of acceleration / deceleration factors for which acceleration / deceleration control is to be started at the same time when the unsteady control start point has elapsed and the plurality of acceleration / deceleration factors are of the same type of mobile object, a predetermined priority is given. According to the norm, the target behavior is obtained one by one, and the target value for acceleration / deceleration control is calculated based on the target behavior.
Driving support device. It is a driving assistance device given in any 1 paragraph of Claims 1 thru / or 4,
Presentation that presents the values of both behaviors or the difference or difference between both behaviors by comparing the observed behavior of the vehicle with the target behavior obtained in advance based on the factor position, the point target behavior and the driving policy. Further comprising means,
Driving support device. It is a driving assistance device given in any 1 paragraph of Claims 1 thru / or 4,
It further comprises presentation means for presenting information on acceleration / deceleration factors past the unsteady control start point,
Driving support device. It is a driving assistance device given in any 1 paragraph of Claims 1 thru / or 4,
Presenting means for displaying the predicted position series or the predicted interference position at any time in an arbitrary coordinate system when the predicted position transition of the host vehicle and the predicted position transition of the acceleration / deceleration factor are predicted to interfere with each other. Further comprising:
Driving support device.

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