JP2010173601A - Driving support device - Google Patents

Driving support device Download PDF

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Publication number
JP2010173601A
JP2010173601A JP2009021467A JP2009021467A JP2010173601A JP 2010173601 A JP2010173601 A JP 2010173601A JP 2009021467 A JP2009021467 A JP 2009021467A JP 2009021467 A JP2009021467 A JP 2009021467A JP 2010173601 A JP2010173601 A JP 2010173601A
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Prior art keywords
reliability
driving support
control
driving
vehicle
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JP2009021467A
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Japanese (ja)
Inventor
Masahito Endo
Shinya Kawamata
Kenichi Kitahama
謙一 北浜
進也 川真田
雅人 遠藤
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Toyota Motor Corp
トヨタ自動車株式会社
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Priority to JP2009021467A priority Critical patent/JP2010173601A/en
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Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving support device for a driver to use properly a driving support function. <P>SOLUTION: The driving support device for supporting driving of a driver by control of a vehicle includes: a driving support limiting means for limiting driving support control, based on an intervention of the driver under the driving support control, a reliability detecting means for detecting the reliability of the driving support control, and an operation condition changing means for changing an operation condition of the driving support limiting means, according to the reliability. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a driving support device that supports driving of a driver by controlling a vehicle.

  In recent years, vehicle driving support technologies such as automatic driving, ACC (Adaptive Cruise Control) system, LKA (Lane Keeping Assist) system have been developed. Automatic driving refers to controlling driving according to a predetermined rule. The ACC system refers to a system that follows a vehicle while ensuring a certain distance according to the speed of a preceding vehicle running ahead. The LKA system refers to a system that assists a vehicle so as not to depart from the traveling lane (see, for example, Patent Documents 1 to 3).

  Patent Document 1 describes a lane tracking control device in which it is determined that there is driver steering intervention and the lane tracking control is canceled or prohibited when the steering amount by the driver is equal to or greater than a preset threshold value. .

  Further, in Patent Document 2, it is determined that there is a driver steering intervention when the curvature of the road on which the vehicle travels is equal to or less than a first threshold and the lateral acceleration generated by the vehicle is equal to or greater than a second threshold. A lane tracking control device in which steering torque control is canceled is described.

  Further, Patent Document 3 describes a driving support device that prioritizes steering by the driver over driving support control when the magnitude of the steering torque is equal to or greater than a preset threshold value.

JP 2002-29438 A JP 2002-193126 A JP 2005-343184 A

  In the lane tracking control device described in Patent Literature 1, it may be desirable to execute the driving support control even when the amount of steering by the driver is equal to or greater than a predetermined threshold value. However, in the lane tracking control device described in Patent Literature 1, when the amount of steering by the driver is equal to or greater than a predetermined threshold value, the driver needs to perform a driving operation. For this reason, although it is a case where it is desirable to perform driving assistance control, a driver | operator needs to perform a driving operation. As described above, there is a problem that the driver cannot properly use the function of driving support depending on the situation.

  An object of the present invention is to provide a driving support device that allows a driver to appropriately use a driving support function.

  In order to solve the above-described problem, a driving support device according to the present invention provides driving support limiting means for limiting driving support control based on a driver's operation intervention during driving support control, and reliability of driving support control. It is characterized by comprising reliability detecting means for detecting and operating condition changing means for changing the operating condition of the driving support restricting means in accordance with the reliability.

  According to the present invention, the reliability of the driving support control is detected in advance, and the operating condition of the driving support control by the driving support limiting means can be changed according to the detected reliability. Thus, when it is determined from the detected reliability that it is desirable to execute the driving support control, the driving support control can be activated. In this case, it is less necessary for the driver to perform the driving operation. On the other hand, when it is determined from the detected reliability that it is not desirable to execute the driving support control, the driving support control can be disabled. In this case, the driver can travel as desired. Therefore, it is possible to provide a driving support device that allows the driver to appropriately use the driving support function.

  In addition, it is preferable that the operation condition changing means makes it difficult to operate the driving support restriction means when the reliability is higher than when the reliability is low.

  When the reliability of the vehicle control is high, the driving support device is likely to operate normally, so it is considered that the necessity of limiting the driving support control is reduced. Therefore, in the present invention, it is more difficult to operate the driving support restriction means when the reliability of the vehicle control is higher than when the reliability is low. For this reason, when the necessity for restricting the driving support control is low, it becomes difficult to restrict the driving support control. Therefore, the burden on the driver can be reduced.

  Moreover, it is preferable that reliability is the information regarding the fluctuation factor of the control precision of driving assistance control. In this way, by changing the operating conditions of the driving support restriction means based on the information that changes every moment, the driver can appropriately use the driving support function more in line with the driver's intention. .

  The variation factor is preferably the detection accuracy of a sensor that detects the situation of the vehicle and the surrounding situation of the vehicle, or the detection accuracy of a camera that captures the surrounding situation of the vehicle. When the detection accuracy of the sensor or camera is high, the reliability of vehicle control is high. Thus, the reliability of vehicle control can be detected by the detection accuracy of the sensor or camera.

  The variation factor is preferably the running state of the vehicle. When the traveling state of the vehicle is stable, the reliability of vehicle control is increased. Thus, the reliability of vehicle control can be detected according to the running state of the vehicle.

  The variation factor is preferably an external environment of the vehicle. When the external environment of the vehicle is stable, the reliability of vehicle control is high. Thus, the reliability of vehicle control can be detected by the external environment of the vehicle.

  ADVANTAGE OF THE INVENTION According to this invention, the driving assistance apparatus which a driver | operator can utilize appropriately the function of driving assistance according to the reliability of driving assistance control can be provided.

It is a block block diagram of the driving assistance device concerning a 1st embodiment. It is a flowchart which shows operation | movement of the driving assistance device which concerns on 1st Embodiment. It is a block block diagram of the driving assistance device which concerns on 2nd Embodiment. It is a flowchart which shows operation | movement of the driving assistance device which concerns on 2nd Embodiment. It is a block block diagram of the driving assistance device which concerns on 3rd Embodiment. It is a flowchart which shows operation | movement of the driving assistance device which concerns on 3rd Embodiment.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the description of the drawings, the same elements are denoted by the same reference numerals, and redundant description is omitted.

(First embodiment)

  The driving support device K according to the present embodiment is suitably employed for a vehicle having an automatic driving function.

  As shown in FIG. 1, the driving support device K includes an automatic driving ECU (Electronic Control Unit) 1. The automatic operation ECU 1 is connected to an automatic operation switch 30, a communication device 6, a GPS (Global Positioning System) receiver 7, and an automatic operation information DB (database) 8. Further, a vehicle speed sensor 9, a yaw rate sensor 10, a camera 11, and a millimeter wave sensor 12 are connected to the automatic driving ECU 1, respectively. In addition, an accelerator pedal sensor 15, a brake pedal sensor 16, and a steering angle sensor 17 are connected to the automatic driving ECU 1, respectively. In addition, a throttle actuator 20, a brake actuator 21, and a steering actuator 22 are connected to the automatic operation ECU 1, respectively.

  The automatic operation ECU 1 is a computer of an automobile device that is electronically controlled. The automatic operation ECU 1 includes a central processing unit (CPU), a read only memory (ROM), a random access memory (RAM), and an input / output interface. As shown in FIG. 1, the automatic operation ECU 1 includes a control amount calculation unit 1A, a detection unit (reliability detection unit) 1B, a change unit (operation condition change unit) 1C, and a restriction unit (driving support restriction unit) 1D. have.

  The automatic operation switch 30 is a switch for inputting an instruction as to whether or not the driver performs automatic operation. The automatic driving switch 30 outputs an automatic driving operation signal based on the instruction input to the automatic driving ECU 1.

  The communication device 6 functions as a transmission unit that transmits information about the host vehicle through an antenna to another communication device provided in addition to the host vehicle, and also functions as a reception unit that receives information from the other communication device through the antenna. To do. For example, the communication device 6 modulates a carrier wave according to transmission information sent from the automatic driving ECU 1 to generate a transmission signal, and transmits the transmission signal from an antenna. On the other hand, the communication device 6 demodulates the received signal, for example, and extracts information of the other communication device. The communication device 6 outputs a communication signal related to information extracted from the other communication device to the automatic operation ECU 1.

  The GPS receiver 7 has a function of receiving position information of the host vehicle. The GPS receiver 7 outputs a GPS signal related to the received position information to the automatic operation ECU 1.

  The automatic driving information DB 8 stores automatic driving information, for example, current position information acquired by the GPS receiver 7 and information referred to.

  The vehicle speed sensor 9 is a wheel speed sensor that detects the rotational speed of the wheel. The vehicle speed sensor 9 outputs the detected wheel rotation speed as a vehicle speed signal to the automatic operation ECU 1.

  The yaw rate sensor 10 is a sensor that detects the yaw rate acting on the vehicle. The yaw rate sensor 10 outputs the detected yaw rate to the automatic operation ECU 1 as a yaw rate signal.

  The camera 11 has a function of capturing an image of the front of the vehicle and the like and acquiring the captured image. For example, a CCD (Charge Coupled Device) camera is used as the camera 11. The camera 11 outputs the acquired captured image as an imaging signal to the automatic operation ECU 1.

  The millimeter wave sensor 12 is a sensor that irradiates a millimeter wave in front of the host vehicle and detects a distance from an object in front of the host vehicle using the reflected wave. The millimeter wave sensor 12 transmits the millimeter wave forward from the own vehicle while scanning the millimeter wave in a horizontal plane, and receives the reflected millimeter wave. The millimeter wave sensor 12 outputs the received millimeter wave as a millimeter wave signal to the automatic operation ECU 1.

  The accelerator pedal sensor 15 is a sensor that is provided on the accelerator pedal of the host vehicle and detects the amount of operation of the accelerator pedal. The accelerator pedal sensor 15 outputs an accelerator pedal operation signal relating to the detected operation amount of the accelerator pedal to the automatic operation ECU 1.

  The brake pedal sensor 16 is provided on the brake pedal of the host vehicle, and is a sensor that detects an operation amount of the brake pedal. The brake pedal sensor 16 outputs a brake pedal operation signal related to the detected operation amount of the brake pedal to the automatic operation ECU 1.

  The steering angle sensor 17 is a sensor that detects the steering angle θ of the steering wheel. The steering angle sensor 17 outputs a steering wheel steering angle signal related to the detected steering angle θ of the steering wheel to the automatic operation ECU 1.

  The throttle actuator 20 is an actuator that adjusts the opening of the throttle valve. The throttle actuator 20 operates according to the target throttle opening signal from the control amount calculation unit 1A of the automatic operation ECU 1 and adjusts the opening of the throttle valve.

  The brake actuator 21 is an actuator that adjusts the brake hydraulic pressure of the wheel cylinder. The brake actuator 21 operates according to the target hydraulic pressure signal from the control amount calculation unit 1A of the automatic operation ECU 1 and adjusts the brake hydraulic pressure of the wheel cylinder.

  The steering actuator 22 operates according to the target steering torque signal from the control amount calculation unit 1A of the automatic driving ECU 1, thereby adding a required steering torque according to the driver's steering operation to the vehicle steering system. Assists the steering operation.

  The control amount calculation unit 1A in the automatic driving ECU 1 has a function of calculating a control signal for performing driving support control based on various signals from sensors such as the millimeter wave sensor 12. The control amount calculation unit 1 </ b> A has a function of transmitting the calculated control signal to the throttle actuator 20, the brake actuator 21, and the steering actuator 22. Specifically, the control amount calculation unit 1 </ b> A transmits a target throttle opening signal to the throttle actuator 20. Further, the control amount calculation unit 1 </ b> A transmits a target hydraulic pressure signal to the brake actuator 21. Further, the control amount calculation unit 1 </ b> A transmits a target steering torque signal to the steering actuator 22.

  The detection unit 1B has a function of detecting the reliability of the driving support control based on various signals from sensors such as the millimeter wave sensor 12. The changing unit 1C has a function of changing the operating condition of the limiting unit 1D according to the reliability of the driving support control detected by the detecting unit 1B. The restriction unit 1D has a function of restricting the driving support control based on the driver's operation intervention during the driving support control. Here, “restricting driving support control” means releasing, prohibiting, or suppressing driving support control. Further, the control amount of the control amount calculation unit 1A is changed by changing the operating condition of the limiting unit 1D.

  Next, the operation of the driving support device K according to the present embodiment will be described. FIG. 2 is a flowchart showing the operation of the driving support device K. The control process of FIG. 2 is executed by, for example, the automatic operation ECU 1.

  First, as shown in FIG. 2, it is determined whether or not automatic driving is in progress (S1). In the present embodiment, the automatic driving switch 30 shown in FIG. 1 is in the ON state, and the automatic driving information 30 in the automatic driving information DB 8 acquired by the GPS receiver 7 and the automatic driving information in the automatic driving information DB 8 is referred to. If the conditions for driving are satisfied, it is determined that automatic driving is in progress. If the condition is not satisfied, it is not determined that automatic driving is in progress, and the operation returns to the start.

  Next, detection processing of the first reliability B1 to the third reliability B3 is performed by the detection unit 1B of the automatic operation ECU 1 (S2 to S4). 1st reliability B1-3rd reliability B3 are the information regarding the fluctuation factor of the control precision of driving assistance control.

  First, the first reliability B1 is detected by the detection unit 1B of the automatic operation ECU 1 (S2). Here, the first reliability B1 is a variation factor related to detection accuracy of a sensor, a camera, or the like. The sensor is a sensor that detects the situation of the own vehicle and the surrounding situation of the own vehicle. The camera is a camera that captures the situation around the host vehicle. Specifically, the first reliability B1 is acquired from an input error, an increase / decrease state, a detected absolute value, or the like of the millimeter wave signal from the millimeter wave sensor 12. Further, the first reliability B1 is acquired from an input error of the imaging signal from the camera 11, an increase / decrease state, a detected absolute value, or the like. The first reliability B1 is lower than when the input error, the increase / decrease state, or the detection absolute value of the millimeter wave signal or the imaging signal is small.

  And the detection process of 2nd reliability B2 is performed by the detection part 1B of automatic operation ECU1 (S3). Here, the second reliability B2 is a reliability related to the traveling state of the vehicle, and includes ease of detection based on the traveling state. Specifically, the second reliability B2 is obtained from a vehicle speed signal corresponding to the rotational speed detected by the vehicle speed sensor 9 or a yaw rate signal corresponding to the yaw rate acting on the host vehicle detected by the yaw rate sensor 10. Is done. The second reliability B2 is lower when the vehicle speed signal, the yaw rate signal, and the like are smaller than when the vehicle speed signal and the yaw rate signal are small.

  Subsequently, the third reliability B3 is detected by the detection unit 1B of the automatic operation ECU 1 (S4). Here, the third reliability B3 is a reliability related to a dynamic disturbance (external environment) of the vehicle, and includes ease of detection by the external environment. Specifically, the disturbance refers to, for example, weather, road surface conditions (such as muddyness), running conditions of surrounding vehicles such as parked vehicles, preceding vehicles, and oncoming vehicles. The third reliability B3 is acquired from the position information of the own vehicle detected by the GPS receiver 7, the information of other moving bodies detected by the communication device 6, the information detected by various sensors, and the like. The third reliability B3 is lower than when the weather, road surface conditions, running conditions of surrounding vehicles, etc. are better.

  Next, an acquisition process of the threshold value T for interrupting the automatic operation control is performed (S5). The operating condition of the limiting unit 1D is changed by the changing unit 1C according to the reliability. The changing unit 1C makes it difficult to operate the limiting unit 1D when the reliability is higher than when the reliability is low. Here, when the first reliability B1, the second reliability B2, and the third reliability B3 are large, the threshold value T is set large, and it becomes difficult to cancel the driving support control. On the other hand, when the first reliability B1, the second reliability B2, and the third reliability B3 are small, the threshold T is set small, and the driving support control is easily released. Thus, in the present invention, the threshold value T itself for interrupting the automatic operation control is dynamically changed.

  Specifically, the threshold value T can be calculated by weighting each element of the first reliability B1, the second reliability B2, and the third reliability B3, for example. In this case, the threshold value T is calculated from the following equation (1). In Expression (1), y and Z1 to Z3 are weighting coefficients.

  T = y (Z1 × B1 + Z2 × B2 + Z3 × B3) (1)

  Subsequently, a process for detecting the driver steering angle θd is performed (S6). Specifically, as shown in the following equation (2), the driver steering angle θd is obtained by removing the influence of the steering angle θauto due to automatic driving from the steering angle θ of the steering wheel detected by the steering angle sensor 17. .

  θd = θ−θauto (2)

  Next, when it is determined that the driver steering angle θd is greater than the threshold value T set according to the reliability (S7), the limiting operation of the driving support control by the limiting unit 1D is executed. In this case, the automatic operation by the control amount calculation unit 1A is canceled (S8). Specifically, transmission of a control signal for performing automatic operation from the control amount calculation unit 1A to the throttle actuator 20, the brake actuator 21, and the steering actuator 22 is canceled. On the other hand, when it is determined that the driver steering angle θd is smaller than the threshold T set according to the reliability (S7), the limiting operation of the driving support control by the limiting unit 1D is not executed. In this case, automatic operation by the control amount calculation unit 1A is executed.

  According to the driving support device K according to the present embodiment, it is possible to provide a driving support device that allows the driver to appropriately use the driving support function in accordance with the reliability of the driving support control. More specifically, the threshold value itself is dynamically changed so as to suit the driver's feeling. For example, when the reliability of the vehicle control is high, the threshold value is set large, so that it is difficult to cancel the driving support control, and the burden on the driver can be greatly reduced. On the other hand, when the reliability of the vehicle control is low, the threshold value is set to be small, and the driving desired by the driver can be easily realized by utilizing the driving operation of the driver.

  In the present embodiment, an example in which the threshold value T is used as the threshold value of the steering input angle by the driver is shown. However, the threshold value T can be operated by a driver such as an accelerator or a brake and can be operated stepwise. For example, a threshold value T such as a steering speed, a steering acceleration, a magnitude of an accelerator pedal or a brake pedal input, a speed, or an acceleration may be used.

  Further, the present invention can be carried out even by using the steering angle θ of the steering wheel, and a threshold value T for the steering angle θ of the steering wheel may be set.

(Second Embodiment)
The driving support device L according to the present embodiment is suitably employed in a vehicle equipped with an LKA system.

  In FIG. 3, the block block diagram of the driving assistance device L which concerns on 2nd Embodiment is shown. The driving support device L according to the second embodiment has an LKAECU 2 instead of the automatic driving ECU 1 in the driving support device K according to the first embodiment.

  Similar to the first embodiment, the LKA ECU 2 according to the second embodiment includes a control amount calculation unit 2A, a detection unit (reliability detection unit) 2B, a change unit (operation condition change unit) 2C, and a restriction unit (driving support restriction). Means) 2D.

  The driving support device L according to the second embodiment includes an LKA switch 40 instead of the automatic driving switch 30 in the driving support device K according to the first embodiment, and includes the automatic driving information DB 8 and the millimeter wave sensor 12. The accelerator pedal sensor 15 and the brake pedal sensor 16 are not provided.

  The LKA switch 40 is a switch for inputting an instruction as to whether or not the driver uses the LKA system. The LKA switch 40 outputs an LKA system operation signal based on the instruction input to the LKA ECU 2. Other configurations of the driving support device L according to the second embodiment are the same as those of the driving support device K according to the first embodiment.

  Next, operation | movement of the driving assistance apparatus L which concerns on this embodiment is demonstrated using FIG. FIG. 4 is a flowchart showing the operation of the driving support device L. The control process of FIG. 4 is executed by, for example, LKAECU2.

  First, as shown in FIG. 4, it is determined whether or not the LKA system is operating (S11). When the LKA switch 40 is in the ON state, it is determined that the LKA system is operating. On the other hand, when the LKA switch 40 is in the OFF state, the operation returns to the start and the signal reading is repeated.

  After it is determined that the LKA switch 40 is in the ON state, the detection process of the first reliability B1, the second reliability B2, and the third reliability B3 is performed by the detection unit 2B of the LKA ECU 2 as in the first embodiment. It performs (S12-S14).

  Next, a threshold value T acquisition process for interrupting the operation of the LKA system is performed (S15). The operating condition of the limiting unit 2D is changed by the changing unit 2C of the LKA ECU 2 in accordance with the reliability. The changing unit 2C makes it more difficult to operate the limiting unit 2D when the reliability is higher than when the reliability is low. When the first reliability B1, the second reliability B2, and the third reliability B3 are large, the threshold value T is set large, and it becomes difficult to cancel the operation of the LKA system. On the other hand, when the first reliability levels B1 to B3 are small, the threshold value T is set small, and the operation of the LKA system is easily released. As in the first embodiment, the threshold T is calculated from the above equation (1).

  Subsequently, the driver steering angle θd is detected as in the first embodiment (S16).

  Next, when it is determined that the driver steering angle θd is larger than the threshold value T set according to the reliability (S17), the limiting operation of the driving support control by the limiting unit 2D is executed. In this case, the operation of the LKA system by the control amount calculation unit 2A is canceled (S18). Specifically, transmission of a signal for performing the LKA system from the control amount calculation unit 2A to the throttle actuator 20, the brake actuator 21, and the steering actuator 22 is canceled. On the other hand, when it is determined that the driver steering angle θd is smaller than the threshold value T set according to the reliability (S17), the limiting operation of the driving support control by the limiting unit 2D is not executed. In this case, the operation of the LKA system by the control amount calculation unit 2A is executed.

  According to such a driving support device L according to the present embodiment, it is possible to provide a driving support device that allows the driver to appropriately use the driving support function in accordance with the reliability of the driving support control. More specifically, the threshold value itself is dynamically changed so as to suit the driver's feeling. For example, when the reliability of the vehicle control is high, the threshold value is set large, so that it is difficult to cancel the driving support control, and the burden on the driver can be greatly reduced. On the other hand, when the reliability of the vehicle control is low, the threshold value is set to be small, and the driving desired by the driver can be easily realized by utilizing the driving operation of the driver.

  In the driving support device L according to the present embodiment, the example in which the threshold value T is set to the magnitude of the steering input angle by the driver is shown, but in addition to this, the steering speed or steering acceleration by the driver may be used.

  Further, the present invention can be carried out even by using the steering angle θ of the steering wheel, and a threshold value T for the steering angle θ of the steering wheel may be set.

(Third embodiment)
The driving assistance apparatus M according to the present embodiment is suitably employed for a vehicle equipped with an ACC system.

  In FIG. 5, the block block diagram of the driving assistance device M which concerns on 3rd Embodiment is shown. The driving support device M according to the third embodiment has an ACCUCU 3 instead of the automatic driving ECU 1 in the driving support device K according to the first embodiment.

  Similarly to the first embodiment, the ACCUCU 3 according to the third embodiment includes a control amount calculation unit 3A, a detection unit (reliability detection unit) 3B, a change unit (operation condition change unit) 3C, and a restriction unit (driving support restriction). Means) It has 3D.

  The driving support device M according to the third embodiment has an ACC switch 50 instead of the automatic driving switch 30 in the driving support device K according to the first embodiment, and includes an automatic driving information DB 8, a yaw rate sensor 10, and a steering. The actuator 22 is not provided.

  The ACC switch 50 is a switch for inputting an instruction as to whether or not the driver uses the ACC system. The ACC switch 50 outputs an ACC system operation signal based on the instruction input to the ACC ECU 2.

  Next, operation | movement of the driving assistance apparatus M which concerns on this embodiment is demonstrated using FIG. FIG. 6 is a flowchart showing the operation of the driving support apparatus M. The control process of FIG. 6 is executed by the ACCUCU 3, for example.

  First, as shown in FIG. 6, it is determined whether or not the ACC system is operating (S21). When the ACC switch 50 is in the ON state, it is determined that the ACC system is operating. On the other hand, when the ACC switch 50 is in the OFF state, the operation returns to the start and the signal reading is repeated.

  After it is determined that the ACC switch 50 is in the ON state, the detection process of the first reliability B1, the second reliability B2, and the third reliability B3 is performed by the detection unit 3B of the ACC ECU 3 as in the first embodiment. Perform (S22 to S24).

  Next, a threshold value T acquisition process for interrupting the operation of the ACC system is performed (S25). The operating condition of the limiting unit 3D is changed by the changing unit 3C of the ACC ECU 3 according to the reliability. The changing unit 3C makes it difficult to operate the limiting unit 3D when the reliability is higher than when the reliability is low. When the first reliability B1, the second reliability B2, and the third reliability B3 are large, the threshold T is set to be large, and it becomes difficult to cancel the operation of the ACC system. On the other hand, when the first reliability levels B1 to B3 are small, the threshold value T is set small, and the operation of the ACC system is easily released. As in the first embodiment, the threshold T is calculated from the above equation (1).

  Subsequently, a process of detecting the magnitude N of the brake pedal input by the driver is performed (S26).

  Next, when it is determined that the magnitude N of the brake pedal input is larger than the threshold value T set according to the reliability (S27), the limiting operation of the driving support control by the limiting unit 3D is executed. In this case, the operation of the ACC system by the control amount calculation unit 3A is canceled (S28). Specifically, transmission of a signal for performing the ACC system from the control amount calculation unit 3A to the throttle actuator 20 and the brake actuator 21 is canceled. On the other hand, when it is determined that the magnitude N of the brake pedal input is smaller than the threshold value T set according to the reliability (S27), the limiting operation of the driving support control by the limiting unit 3D is not executed. In this case, the operation of the ACC system by the control amount calculation unit 3A is executed.

  According to such a driving support apparatus M according to the present embodiment, it is possible to provide a driving support apparatus that allows the driver to appropriately use the driving support function in accordance with the reliability of the driving support control. More specifically, the threshold value itself is dynamically changed so as to suit the driver's feeling. For example, when the reliability of the vehicle control is high, the threshold value is set large, so that it is difficult to cancel the driving support control, and the burden on the driver can be greatly reduced. On the other hand, when the reliability of the vehicle control is low, the threshold value is set to be small, and the driving desired by the driver can be easily realized by utilizing the driving operation of the driver.

  In the driving support apparatus M according to the present embodiment, the example in which the threshold value T is set to the magnitude N of the brake pedal input by the driver has been shown, but in addition, the threshold value T is set to the magnitude of the accelerator pedal input by the driver. can do. Further, the threshold value T may be a speed or acceleration of a brake pedal or an accelerator pedal by the driver.

  The preferred embodiment of the present invention has been described in detail above, but the present invention is not limited to the above embodiment.

  For example, the driving support apparatus of the present invention may include an acceleration sensor that detects the acceleration of the vehicle, a roll sensor that detects the roll of the vehicle, a pitch sensor that detects the pitch of the vehicle, and the like. In this case, each data detected by the acceleration sensor, the roll sensor, and the pitch sensor is output to the ECU (automatic driving ECU 1, LKAECU2, or ACCUCU3) as an acceleration signal, a roll signal, and a pitch signal, respectively. In this case, the second reliability B2 corresponds to the acceleration signal corresponding to the acceleration detected by the acceleration sensor, the roll signal corresponding to the roll of the vehicle detected by the roll sensor, and the vehicle pitch detected by the pitch sensor. It can be obtained from a pitch signal or the like.

  In addition, the present invention can be implemented even when at least one of the first reliability B1, the second reliability B2, and the third reliability B3 is used as the reliability of the driving support control. . Furthermore, the present invention can be implemented only by using at least one of the above-described individual elements constituting the first reliability B1, the second reliability B2, and the third reliability B3. In addition, the present invention can be implemented even with one of the elements constituting the first reliability B1 to B3, even if the reliability is zero (lower) when it deviates from the threshold value T.

  The present invention can also be implemented by calculating the threshold T from a map or the like.

  In each embodiment, cancellation (cancellation) is performed as an aspect of vehicle control restriction. However, it is also possible to prohibit the vehicle control or to reduce the control value by suppressing the vehicle control.

  In addition, it is possible to change the restriction mode according to the degree of reliability. For example, in the first embodiment, a small threshold that is a small threshold and a large threshold that is a large threshold are set as thresholds. Then, the driving support control can be suppressed when the driver steering angle θd exceeds the small threshold value, and the driving support control can be canceled when the driver steering angle θd exceeds the large threshold value.

  K, L, M: Driving support device, 1 ... Automatic operation ECU, 2 ... LKAECU, 3 ... ACCUCU, 1A, 2A, 3A ... Control amount calculation unit, 1B, 2B, 3B ... Detection unit, 1C, 2C, 3C ... Change unit, 1D, 2D, 3D ... limiting unit, 6 ... communication device, 7 ... GPS receiver, 8 ... automatic driving information DB, 9 ... vehicle speed sensor, 10 ... yaw rate sensor, 11 ... camera, 12 ... millimeter wave sensor, DESCRIPTION OF SYMBOLS 15 ... Accelerator pedal sensor, 16 ... Brake pedal sensor, 17 ... Steering angle sensor, 20 ... Throttle actuator, 21 ... Brake actuator, 22 ... Steering actuator, 30 ... Automatic driving switch, 40 ... LKA switch, 50 ... ACC switch

Claims (6)

  1. A driving support device that supports driving of a driver by controlling a vehicle,
    Driving support limiting means for limiting the driving support control based on a driver's operation intervention during the driving support control;
    Reliability detection means for detecting the reliability of the driving support control;
    An operation condition changing unit that changes an operation condition of the operation support limiting unit according to the reliability.
  2.   The driving support device according to claim 1, wherein the changing unit makes the driving support restricting unit difficult to operate when the reliability is higher than when the reliability is low.
  3.   The driving assistance apparatus according to claim 1, wherein the reliability is information regarding a variation factor of control accuracy of the driving assistance control.
  4.   The driving support device according to claim 3, wherein the variation factor is detection accuracy of a sensor that detects the situation of the vehicle and a surrounding situation of the vehicle, or detection accuracy of a camera that photographs the surrounding situation of the vehicle.
  5.   The driving support device according to claim 3, wherein the variation factor is a traveling state of the vehicle.
  6.   The driving support device according to claim 3, wherein the variation factor is an external environment of the vehicle.
JP2009021467A 2009-02-02 2009-02-02 Driving support device Pending JP2010173601A (en)

Priority Applications (1)

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JP2015210660A (en) * 2014-04-25 2015-11-24 日産自動車株式会社 Information presentation device and information presentation method
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US10053087B2 (en) 2014-05-30 2018-08-21 Denso Corporation Driving assistance apparatus
JP2016021192A (en) * 2014-07-15 2016-02-04 株式会社デンソー State determination device
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CN108778902A (en) * 2016-03-14 2018-11-09 株式会社电装 Drive assistance device, driving assistance method, recording medium
US10569787B2 (en) 2016-03-14 2020-02-25 Denso Corporation Driving support apparatus, driving support method, and recording medium

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