JP2011000937A - Drive assisting apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive assisting apparatus which is able to prompt a driver to perform a spontaneous operation, without excessively depending on the drive control of the apparatus itself.SOLUTION: A speed control device 1a in the drive assisting apparatus includes a front monitoring laser radar 13 for detecting an obstacle existing in the periphery of a self-vehicle; and an ECU 30 for, when the obstacle existing in the periphery of the self-vehicle is detected by the front monitoring laser radar 13, performing speed control to set a vehicle speed V of own vehicle to the maximum speed limit value Vmaxr or less. Even when the obstacle is not detected, after the obstacle existing in the periphery of the self-vehicle is detected by the front monitoring laser radar 13, the ECU 30 performs speed control, until the driver of the self-vehicle spontaneously performs decelerating operation to set the vehicle speed of the self-vehicle to the maximum speed limit value Vmaxr or less, and releases the speed control, when the driver of the self-vehicle spontaneously performs the decelerating operation. As a result, the drive assisting apparatus prompts the driver to perform the spontaneous operation, avoiding excessive dependence on the driving control of own apparatus.

Description

  The present invention relates to a driving support apparatus, and more particularly to a driving support apparatus that detects an object existing around a moving body and performs speed control.

  There has been proposed an apparatus that detects an object existing around a moving body such as an automobile and controls the traveling of the moving body. For example, Patent Document 1 discloses a deceleration control that decelerates the host vehicle when an obstacle is detected. However, when the obstacle disappears, the deceleration control is stopped and the vehicle runs at a constant speed at a set vehicle speed. Return to the state. As a result, in the apparatus of Patent Document 1, when the preceding vehicle is no longer on the same lane as the own vehicle, the driver is prevented from feeling the frustration of not accelerating easily.

JP-A-11-39600

  By the way, in the above technique, the deceleration control is stopped without intervention of the driver's operation and the vehicle is returned to the constant speed traveling state at the set vehicle speed, so that the driver tends to depend on the traveling control by the device. is there. Therefore, in the above technology, there is a possibility that overconfidence that relies on the driver's device is born and the awareness of safe driving may be diminished.

  The present invention has been made in consideration of such circumstances, and the purpose of the present invention is to avoid a driver's excessive reliance on the driving control of the device itself and to promote a spontaneous operation. To provide an apparatus.

  The present invention provides a peripheral object detection unit that detects an object that exists in the vicinity of a moving body, and a movement speed of the moving body is set to a predetermined upper limit speed when the peripheral object detection unit detects an object that exists in the vicinity of the moving body. Speed control means for performing at least one of speed control and speed control for decelerating the moving speed of the moving body, and the object after the surrounding object detecting means detects an object existing around the moving body The speed control means performs speed control until the driver of the moving body performs a deceleration operation that causes the moving body to be at least one of a preset moving speed and deceleration. A driving support device that releases the speed control when the driver of the moving body performs a deceleration operation that makes the moving body at least one of a preset moving speed and deceleration. It is.

  According to this configuration, the peripheral object detection unit that detects an object existing around the moving body, and when the peripheral object detection unit detects an object that exists around the moving body, the moving speed of the moving body is set to a predetermined value. In the travel support device comprising speed control means for performing speed control at least one of speed control for lowering the upper limit speed and speed control for decelerating the moving speed of the moving body, the peripheral object detection means moves as the speed control means. Deceleration that causes the driver of the moving body to move the moving body to at least one of the preset moving speed and deceleration even when the object is no longer detected after detecting the object existing around the body Until the operation is performed spontaneously, the speed control is performed, the speed control is not restored, the speed control is canceled when the deceleration operation is performed spontaneously, and the speed control is performed. For returning to have state, the driver avoid unduly dependent on the running control of the apparatus itself, it is possible to encourage voluntary operation.

  In this case, the information processing apparatus further includes notification means for notifying the driver of the moving body that the speed control means is performing speed control, and the notification means is configured so that the speed control means detects the speed when the peripheral object detection means detects an object. Different notifications are given to the driver of the moving object when the control is being performed and when the speed control means is performing the speed control when the surrounding object detection means detects the object and no longer detects the object Is preferred.

  According to this configuration, the information processing apparatus further includes notification means for notifying the driver of the moving body that the speed control means is performing speed control, and the notification means performs speed control when the peripheral object detection means detects an object. Different notifications to the driver of the moving object when the means is performing speed control and when the speed control means is performing speed control when the surrounding object detection means detects no object after detecting the object Therefore, the driver does not detect the object after the peripheral object detection means detects the object because the peripheral object detection means detects the object, or the speed control means performs the speed control. However, since the driver does not perform a deceleration operation, it is possible to distinguish and recognize whether the speed control means is performing speed control.

  The speed control means controls the moving speed of the moving body so that the moving speed of the moving body does not increase until the driver performs a decelerating operation after the peripheral object detecting means detects the object. Is preferred.

  According to this configuration, after the peripheral object detection unit detects the object, the speed control unit moves the moving body such that the moving body decelerates without increasing the speed until the driver performs a deceleration operation. Since the speed is controlled, the moving speed of the moving body continues to be decelerated while the driver is not decelerating, and the driver can be further encouraged to perform a voluntary operation.

  In this case, when the peripheral object detection means detects the object, the speed control means performs speed control to make the moving speed of the moving body lower than the upper limit speed while updating the upper limit speed of the moving body to be lower. It is preferable to perform speed control to make the moving speed of the moving body equal to or lower than the upper limit speed while maintaining the upper limit speed of the moving body when the surrounding object detecting means stops detecting the object after detecting the object. .

  According to this configuration, when the peripheral object detection unit detects an object and the safety is still low, the speed control unit updates the moving body's upper limit speed to be lower and updates the moving speed of the moving body. Since the speed control is performed to keep the speed below the upper limit speed, safety can be ensured, and when the surrounding object detection means no longer detects the object and the safety becomes higher, the upper limit speed of the moving object is increased. Since speed control is performed to keep the moving speed of the moving body below the upper limit speed while maintaining, unnecessary deceleration can be avoided.

  The deceleration operation can be any one of designation of the moving speed by the driver of the moving body, designation of the deceleration, and designation of the torque value of the axle of the moving body.

  According to this configuration, the driver's deceleration operation, which is a condition for the speed control means to stop the speed control, is any one of the designation of the moving speed, the designation of the deceleration, and the designation of the torque value of the axle of the moving body. Therefore, the traveling control device can easily determine whether or not the driver performs a deceleration operation, and malfunction can be prevented.

  According to the driving support apparatus of the present invention, it is possible to avoid the driver from being excessively dependent on the driving control of the apparatus itself, and to promote a spontaneous operation.

It is a block diagram of the speed control apparatus which concerns on 1st Embodiment. It is a top view which shows an example of the obstruction detection zone which concerns on 1st Embodiment. It is a flowchart which shows the flow of the speed control process in ECU of FIG. It is a block diagram of the speed control apparatus which concerns on 2nd Embodiment. It is a flowchart which shows the flow of the speed control process in ECU of FIG.

  Embodiments of a driving support apparatus according to the present invention will be described below with reference to the drawings.

  In the first embodiment of the present invention, the travel support device according to the present invention is applied to a speed control device mounted on a vehicle. The vehicle according to the present embodiment is a vehicle capable of traveling in an area where people such as senior cars and electric wheelchairs go and go, generates driving force by driving a motor, and generates braking force by motor regeneration and braking. To do.

  The speed control device 1a normally controls the speed according to the accelerator operation and the brake operation by the driver. In particular, the speed control device 1a can be used to safely travel in relation to obstacles (moving objects such as pedestrians and bicycles, utility poles, post boxes, and stationary objects such as falling objects). The maximum speed is set according to the relative positional relationship. If the maximum speed is exceeded, deceleration control is performed.

  The speed control device 1 a includes an acceleration / deceleration operation device 11, a speed sensor 12, a front monitoring laser radar 13, an inverter 21, a brake actuator 23, and an ECU (Electronic Control Unit) 30. The ECU 30 includes an obstacle information detection unit 31, a maximum speed setting unit 32, and a speed control unit 33. A drive motor 22 is connected to the inverter 21. The brake actuator 23 drives a mechanical brake (not shown).

  The acceleration / deceleration operation device 11 is a device for a driver to perform an acceleration / deceleration operation of the host vehicle. The acceleration / deceleration operation device 11 is configured so that a driver can perform acceleration / deceleration operations of the host vehicle by operating levers or inputting numerical values. The driver inputs the speed request value Vdem of the host vehicle to the acceleration / deceleration operation device 11. The requested speed value Vdem input by the driver to the acceleration / deceleration operating device 11 is transmitted to the ECU 30 as a requested speed value signal. The acceleration / deceleration operation device 11 transmits the deceleration of the host vehicle specified by the driver, the operation amount of the brake operation lever, and the operation amount of the accelerator operation lever to the ECU 30 as a driver operation amount signal. Also good. Furthermore, the driver inputs the torque command value of the axle of the host vehicle to the acceleration / deceleration operation device 11, and the acceleration / deceleration operation device 11 transmits the torque command value input by the driver to the ECU 30 as a torque command value signal. Also good.

  The speed sensor 12 is a sensor that detects the speed of the host vehicle. The speed sensor 12 detects the speed of the host vehicle at regular intervals, and transmits the detected speed to the ECU 30 as a speed signal.

  The forward monitoring laser radar 13 is a radar for detecting an object using laser light. The front monitoring laser radar 13 is attached to the front center of the host vehicle and detects an object in the traveling direction of the host vehicle. The forward monitoring laser radar 13 emits laser light forward from the own vehicle while scanning the laser light horizontally at a predetermined angle every predetermined time, and receives the reflected radar light. Then, the forward monitoring laser radar 13 transmits the laser beam data to the ECU 30 as a radar signal. This data includes information on the emitted laser light for each scanned angle (emission angle around the traveling direction of the vehicle, emission time, etc.), information on whether or not the emitted laser light could be received, and if received Includes light reception information (light reception angle, light reception time, light reception intensity, and the like). Note that the data to be transmitted as the radar signal may be only data when light is received.

  The inverter 21 is an inverter that controls rotational drive / regenerative power generation of the drive motor 22. In the inverter 21, when a motor drive control signal is received from the ECU 30, electric power charged in a battery (not shown) is converted from direct current to alternating current in accordance with the motor drive signal, and the alternating current is supplied to the drive motor 22. To do. Further, when receiving a motor regeneration control signal from the ECU 30, the inverter 21 converts electric power generated by regenerative power generation of the motor from alternating current to direct current in accordance with the motor regeneration control signal, and charges the battery.

  The drive motor 22 is an electric motor that is a drive source of the host vehicle. Moreover, the drive motor 22 has a function as a generator, converts rotational energy (kinetic energy) of the wheel into electric energy, and performs regenerative power generation. When a current is supplied from the inverter 21, the drive motor 22 is rotationally driven according to the current to generate a driving force. Further, the drive motor 22 generates regenerative power under the control of the inverter 21, and charges the battery with the generated power via the inverter 21.

  The brake actuator 23 is an actuator that operates a mechanical brake (not shown) of the host vehicle. When the brake actuator 23 receives a brake control signal from the ECU 30, the brake actuator 23 operates a mechanical brake in accordance with the brake control signal.

  The ECU 30 is an electronic control unit including a CPU (Central Processing Unit), a ROM (Read Only Memory), a RAM (Random Access Memory), and the like, and comprehensively controls the speed control device 1a. The ECU 30 loads the application program stored in the ROM onto the RAM and executes it by the CPU, thereby configuring the obstacle information detection unit 31, the maximum speed setting unit 32, and the speed control unit 33. The ECU 30 receives signals from the acceleration / deceleration operating device 11, the speed sensor 12, and the front monitoring laser radar 13 at predetermined intervals. Then, the ECU 30 performs processing of the obstacle information detection unit 31, the maximum speed setting unit 32, and the speed control unit 33 based on each signal, and transmits each control signal to the inverter 21 and the brake actuator 23 as necessary. To do.

  In the obstacle information detection unit 31, when there is data when the radar light can be received based on the radar signal from the front monitoring laser radar 13 (when there is a detection point (reflection point)), the obstacle information detection unit 31 is in front of the host vehicle. If there is no detection point data, it is determined that there is no obstacle ahead of the host vehicle. At this time, since the obstacle has a certain size, it may be determined that an obstacle exists when the number of adjacent detection points is equal to or greater than a predetermined number. When it is determined that an obstacle exists, the obstacle information detection unit 31 calculates the relative position of the obstacle with respect to the host vehicle based on the data about each detection point. As the calculation method, for example, the relative distance to the detection point is calculated based on the time from the emission of the laser beam to the reception thereof, and the relative direction to the detection point is calculated from the emission angle of the laser beam.

  The maximum speed setting unit 32 predicts the course of the host vehicle based on the operation amount of the operation lever indicated by the operation amount signal of the operation lever for turning, and sets the obstacle detection zone according to the course. For example, when the host vehicle is traveling straight, a rectangular area A is set as the obstacle detection zone Z along the straight path in the traveling direction of the host vehicle, as shown in FIG.

  The obstacle detection zone Z is divided into nine areas C1, C2, C3, L1, L2, L3, R1, R2, and R3 divided into three in the width direction and three in the depth direction. In the obstacle detection zone Z, collision monitoring areas C1, C2, and C3 are provided in the center, peripheral monitoring areas L1, L2, and L3 are provided on the left side, and peripheral monitoring areas R1, R2, and R3 are provided on the right side. . Since the collision monitoring area is an area on the course of the own vehicle, there is a possibility of contact with the own vehicle if there is an obstacle in the area, so it is necessary to ensure sufficient safety. Since the surrounding monitoring area is an area on the side of the course of the host vehicle, if there is an obstacle in the area, the host vehicle travels by the side of the obstacle, so care must be taken.

  The width of the collision monitoring area is wider than the width of the vehicle, and has a margin for safely passing through the side when an obstacle exists in the peripheral monitoring area. The width of the peripheral monitoring area may be the same as the width of the collision monitoring area, or may be a width according to the road width. In the obstacle detection zone Z, the lengths of the areas C1, L1, R1 closest to the own vehicle, the next areas C2, L2, R3, and the areas C3, L3, R3 farthest from the own vehicle in the depth direction are: The length may be the same, or the length may be changed as shown in FIG. Further, in the obstacle detection zone Z, the lengths of the collision monitoring area and the peripheral monitoring area in the depth direction may be the same, or the length of the collision monitoring area, for example, shortening the side closer to the own vehicle as shown in FIG. May be changed. These widths and lengths in the depth direction are set by experiments or the like.

  A maximum speed is set in each area C1, C2, C3, L1, L2, L3, R1, R2, R3 of the obstacle detection zone Z, and a maximum speed map is provided. In the obstacle detection zone Z, the maximum speeds of the areas C1, L1, R1 closest to the own vehicle, the next areas C2, L2, R3, and the areas C3, L3, R3 farthest from the own vehicle are close to the own vehicle. A lower maximum speed is set. Furthermore, a lower maximum speed is set for the collision monitoring area and the surrounding monitoring area. The same maximum speed may be set for each area of the obstacle detection zone Z when going straight and each area of the obstacle detection zone Z when turning, or each of the obstacle detection zones Z when turning A lower maximum speed may be set for each area. In each area of the obstacle detection zone Z at the time of turning, a lower maximum speed may be set as the curve R is smaller. The maximum speed in each of these areas is set by experiments. Depending on the legal maximum speed applicable to the vehicle, at least a lower speed is set.

  When the obstacle detection zone Z is set in accordance with the turning operation amount, the maximum speed setting unit 32 determines the relative position between the obstacle and the host vehicle when the obstacle information detection unit 31 determines that an obstacle exists. Based on the above, it is determined in which area of the obstacle detection zone Z the obstacle exists. Then, the maximum speed setting unit 32 refers to the maximum speed map and sets a maximum speed limit value Vmaxr corresponding to the determined area. When there are a plurality of obstacles, the maximum speed limit value Vmaxr is set for each obstacle. In this case, the maximum speed setting unit 32 compares the maximum speed limit value Vmaxr set for each obstacle, and sets the lowest maximum speed limit value Vmaxr as the final maximum speed value Vmaxr. On the other hand, the maximum speed setting unit 32 does not set the maximum speed limit value Vmaxr when the obstacle information detection unit 31 determines that no obstacle exists. In this case, the speed is always in accordance with the accelerator operation by the driver.

  In the speed control unit 33, normally, when the driver is operating the accelerator operation lever of the acceleration / deceleration operation device 11, driving is performed according to the operation amount of the operation lever indicated by the operation amount signal of the accelerator operation lever. A target driving force by the motor 22 is set. Then, the speed control unit 33 sets a target current necessary for generating the target driving force by the drive motor 22 and transmits a motor drive control signal indicating the target current to the inverter 20.

  Further, in the speed control unit 33, when the driver normally operates the brake operation lever of the acceleration / deceleration operation device 11, the speed control unit 33 responds to the operation amount of the operation lever indicated by the operation amount signal of the brake operation lever. To set the target braking force. Then, the speed control unit 33 determines whether or not the target braking force can be generated only by the regenerative braking force by the drive motor 22. When it is determined that the target braking force can be generated only by the regenerative braking force by the drive motor 22, the speed control unit 33 sets a target regeneration amount necessary for generating the target braking force by the regenerative braking force by the drive motor 22. Then, a motor regeneration control signal indicating the target regeneration amount is transmitted to the inverter 21. On the other hand, if it is determined that the target braking force cannot be generated only by the regenerative braking force by the drive motor 22, the speed control unit 33 sets the target regeneration amount according to the maximum regenerative braking force that can be generated by the drive motor 22 at that time. Then, a motor regeneration control signal indicating the target regeneration amount is transmitted to the inverter 21, and a target brake amount necessary to generate a braking force obtained by subtracting the maximum regenerative braking force from the target braking force is set by the mechanical brake. Then, a brake control signal indicating the target brake amount is transmitted to the brake actuator 23.

  In particular, the speed control unit 33 determines whether or not the current speed of the host vehicle indicated by the speed signal is equal to or less than the maximum speed limit value Vmaxr set by the maximum speed setting unit 32. When it is determined that the current speed V of the host vehicle is higher than the maximum speed limit value Vmaxr, the speed control unit 33 sets the maximum speed limit command value Vmaxd as the maximum speed limit value Vmaxr, and the speed of the host vehicle is the maximum speed limit command value Vmaxd. A target braking force required to become below is set, and deceleration control is performed by the same processing as described above based on this target braking force. When it is determined that the current speed of the host vehicle is equal to or lower than the maximum speed Vmaxr, the speed control unit 33 does not perform deceleration control.

  Hereinafter, the operation of the maximum speed control in the speed control device 1a will be described. In particular, the processing in the ECU 30 will be described along the flowchart of FIG.

  The forward monitoring laser radar 13 emits laser light while scanning the front of the host vehicle at regular intervals, receives the reflected laser light, and transmits the laser signal to the ECU 30. The speed sensor 12 detects the speed of the host vehicle at regular intervals and transmits a speed signal to the ECU 30. The acceleration / deceleration operation device 11 detects the speed request value Vdem input by the driver and the operation amount of each lever at regular time intervals, and transmits an operation amount signal to the ECU 30. The ECU 30 receives each signal.

  Based on the radar signal, the ECU 30 determines whether there is an obstacle ahead of the host vehicle. If it is determined that there is an obstacle, the ECU 30 calculates a relative position of each obstacle with respect to the host vehicle. Then, the ECU 30 determines whether there is an obstacle in the obstacle detection zone Z (S101). If the ECU 30 determines in S101 that there is no obstacle in the obstacle detection zone Z, the ECU 30 ends the current process.

  When the ECU 30 determines in S101 that there is an obstacle in the obstacle detection zone Z, the ECU 30 determines in which area of the obstacle detection zone Z the obstacle exists for each obstacle based on the relative position of the obstacle. The maximum speed limit value Vmaxr is set by the maximum speed map according to the determined area (S102). In this case, when there is one obstacle, the ECU 30 sets the maximum speed limit value Vmaxr set corresponding to the obstacle as it is as the final maximum speed limit value Vmaxr, and a plurality of obstacles. Is present, the lowest speed among the maximum speed limit values Vmaxr set corresponding to each obstacle is set as the final maximum speed limit value Vmaxr.

  The ECU 30 determines whether or not the current vehicle speed V of the host vehicle is equal to or lower than the maximum speed limit value Vmaxr based on the speed signal (S103). When the ECU 30 determines in S103 that the current vehicle speed V of the host vehicle is equal to or lower than the maximum speed limit value Vmaxr, the ECU 30 ends the current process.

  On the other hand, if the ECU 30 determines in S103 that the current vehicle speed V of the host vehicle is higher than the maximum speed limit value Vmaxr, the ECU 30 sets the maximum speed limit command value Vmaxd as the maximum speed limit value Vmaxr (S104), A target braking force required for the speed to be equal to or lower than the maximum speed limit command value Vmaxd is set, a motor regeneration control signal indicating a target regeneration amount is transmitted to the inverter 21 based on the target braking force, and further when necessary Transmits a brake control signal indicating the target brake amount to the brake actuator 23.

  When the inverter 21 receives the motor regeneration control signal from the ECU 30, the inverter 21 converts the electric power generated by the regenerative power generation of the drive motor 22 from alternating current to direct current according to the motor regeneration control signal, and charges the battery. At this time, the drive motor 22 converts the rotational energy into electric energy, generates regenerative power, and generates regenerative braking force. When the brake actuator 21 receives a brake control signal from the ECU 30, the brake actuator 21 operates the mechanical brake in accordance with the brake control signal, and the mechanical brake generates a braking force. As a result, the speed of the host vehicle is controlled to be equal to or lower than the maximum speed limit command value Vmaxd (S105).

  When the necessary maximum speed limit value Vmaxr calculated by the ECU 30 changes due to a change in the traveling state of the host vehicle or a change in the state of obstacles around the host vehicle, the maximum speed limit value Vmaxr after the change is the current maximum speed. If it is equal to or less than the limit command value Vmaxd (S106), the ECU 30 updates the maximum speed limit command value Vmaxd to the maximum speed limit value Vmaxr after the change, and lowers the maximum speed limit command value Vmaxd (S107). On the other hand, when the changed maximum speed limit value Vmaxr is larger than the current maximum speed limit command value Vmaxd (S106), the ECU 30 keeps the maximum speed limit command value Vmaxd without updating it.

  The ECU 30 requests the driver's speed request from the speed request value signal from the acceleration / deceleration operating device 11 regardless of whether or not an obstacle is present in the obstacle detection zone Z based on the radar signal from the front monitoring laser radar 13. When the value Vdem exceeds the maximum speed limit command value Vmaxd (S108), the speed control is continued. On the other hand, when the driver's required speed value Vdem is equal to or lower than the maximum speed limit command value Vmaxd (S108), the ECU 30 ends the current process.

  According to this embodiment, when the front monitoring laser radar 13 detects an obstacle existing around the host vehicle and the front monitoring laser radar 13 detects an obstacle present around the host vehicle, In the speed control apparatus 1a including the ECU 30 that controls the vehicle speed V to be equal to or lower than the maximum speed limit value Vmaxr, the ECU 30 detects the obstacle after the front monitoring laser radar 13 detects an obstacle present around the host vehicle. Even when the vehicle is no longer detected, the speed control is performed and the speed control is not performed until the driver of the host vehicle voluntarily performs a deceleration operation to bring the host vehicle below the maximum speed limit value Vmaxr. In order to release the speed control when the deceleration operation is performed voluntarily without returning to the state and return to the state where the speed control is not performed, Avoid that your overly dependent, it is possible to encourage the voluntary operation.

  In other words, according to the present embodiment, once speed control for limiting the maximum speed is started once there is a possibility of contact with an obstacle, it is automatically set even in a safe situation. Since the speed control is not released, it is possible to perform the travel control that avoids the obstacle without lowering the driver's safety awareness. Further, according to the present embodiment, the driver can cancel the speed control by performing an acceleration / deceleration operation necessary for ensuring safety without forcing the driver to perform a special releasing operation for releasing the speed control. The system of the speed control device 1a can be used without feeling bothersome.

  Further, according to the present embodiment, after the front monitoring laser radar 13 detects an obstacle, the ECU 30 automatically decelerates the vehicle speed V without increasing the speed until the driver performs a deceleration operation. Since the vehicle speed V of the vehicle is controlled, the vehicle speed of the host vehicle continues to be decelerated while the driver is not decelerating, and the driver can be further encouraged to perform a voluntary operation.

  Further, according to the present embodiment, the ECU 30 updates the maximum speed limit value Vmaxr of the host vehicle to be lower when the front monitoring laser radar 13 detects an obstacle and safety is still low. However, since the speed control is performed so that the vehicle speed V of the host vehicle is equal to or lower than the maximum speed limit value Vmaxr, safety can be ensured, and the front monitoring laser radar 13 does not detect the obstacle after detecting the obstacle, thereby further improving the safety. When the vehicle speed becomes high, speed control is performed to keep the vehicle speed V of the host vehicle below the maximum speed limit value Vmaxr while maintaining the maximum speed limit value Vmaxr of the host vehicle, so unnecessary deceleration can be avoided.

  Furthermore, according to the present embodiment, since the driver's deceleration operation, which is a condition for the ECU 30 to stop speed control, is designated as the speed request value Vdem by the driver, the traveling control device determines whether or not the driver has performed the deceleration operation. It becomes easy to prevent malfunction.

  Hereinafter, a second embodiment of the present invention will be described. As shown in FIG. 4, in addition to the configuration of the speed control device 1a of the first embodiment, the speed control device 1b of the present embodiment is an audio amplifier that amplifies a sound signal for emitting sound from the speaker 26 to the ECU 30. 25 is further connected. The ECU 30 performs speed control when the front monitoring laser radar 13 detects an obstacle, and is set for the state 1 when the maximum speed limit value Vmaxr is updated to a lower one. Sound is output from the speaker 26. On the other hand, when the forward monitoring laser radar 13 detects an obstacle and then no longer detects the obstacle, the ECU 30 performs speed control at the same maximum speed limit value Vmaxr. A sound different from the sound for state 1 is output from the speaker 26.

  As shown in FIG. 5, in the present embodiment, S201 to S205 are executed in the same manner as S101 to S105 of the first embodiment. When the required maximum speed limit value Vmaxr calculated by the ECU 30 changes due to a change in the running state of the host vehicle or a change in the state of obstacles around the host vehicle, the ECU 30 determines that the maximum speed limit value Vmaxr after the change is present. Is equal to or less than the maximum speed limit command value Vmaxd (S206), the ECU 30 updates the maximum speed limit command value Vmaxd to the maximum speed limit value Vmaxr after the change, and lowers the maximum speed limit command value Vmaxd (S207). ). In this case, the ECU 30 outputs the sound for state 1 from the speaker 26 (S208).

  On the other hand, when the changed maximum speed limit value Vmaxr is larger than the current maximum speed limit command value Vmaxd (S207), the ECU 30 keeps the maximum speed limit command value Vmaxd without updating it. In this case, the ECU 30 outputs the sound for state 2 from the speaker 26 (S209).

  The ECU 30 requests the driver's speed request from the speed request value signal from the acceleration / deceleration operating device 11 regardless of whether or not an obstacle is present in the obstacle detection zone Z based on the radar signal from the front monitoring laser radar 13. When the value Vdem exceeds the maximum speed limit command value Vmaxd (S210), the speed control is continued and the sound for the state 1 or the sound for the state 2 is continuously output from the speaker 26. On the other hand, when the driver's speed request value Vdem is equal to or lower than the maximum speed limit command value Vmaxd (S210), the ECU 30 ends the current process.

  According to the present embodiment, the loudspeaker 26 is further provided to notify the driver of the host vehicle that the ECU 30 is controlling the speed, and the loudspeaker 26 is detected when the front monitoring laser radar 13 detects an obstacle. When the ECU 30 performs speed control, and when the ECU 30 performs speed control when the front monitoring laser radar 13 detects no obstacle after the obstacle is detected, different sounds are given to the driver of the host vehicle. Therefore, the driver detects the obstacle because the front monitoring laser radar 13 detects the obstacle, or the ECU 30 controls the speed, or the front monitoring laser radar 13 detects the obstacle. Distinguishing whether or not the ECU 30 is performing speed control because the driver's deceleration operation has not been performed. It is possible to identify.

  It should be noted that the present invention is not limited to the above-described embodiment, and it is needless to say that various modifications can be made without departing from the gist of the present invention. For example, in the above-described embodiment, the case where the input of the driver's deceleration operation to the acceleration / deceleration operation device 11 is the speed request value Vdem designated by the driver has been described. The above-mentioned input is also applied to the deceleration of the host vehicle specified by the driver, the operation amount of the brake operation lever and the operation lever of the accelerator, and the torque command value of the host vehicle axle input by the driver. It can be implemented in the same way as the form.

  Moreover, although the said embodiment demonstrated the case where only a driver moved the acceleration / deceleration operating device 11, for example, using the haptic device etc. for the acceleration / deceleration operating device 11, the operation lever for brakes and the operation lever for accelerators are used. A mechanism that moves according to a speed value or a deceleration value by speed control may be added. This makes it easier to understand the operations that the driver has to do depending on the situation. Further, in the above embodiment, the deceleration control is performed when the current vehicle speed V exceeds the set maximum speed limit value Vmaxr. However, the alarm output, the voice output, the reaction force to the accelerator lever, etc. are increased. Other support may be provided.

  Further, in the above embodiment, the mode in which the speaker 26 is used as the means for notifying the driver when the speed control is performed has been described. However, the display or buzzer sound is changed according to the state 1 or 2, or the state is changed. Depending on 1 or 2, the vibration that the driver feels from the vibrator may be changed.

  Moreover, although applied to vehicles, such as a senior car and an electric wheelchair, in the said embodiment, it is applicable also to a general four-wheeled vehicle, a motorcycle, etc.

  In the above embodiment, laser radar is applied as means for detecting an obstacle. However, other detection means such as a millimeter wave radar and a camera may be used.

  Moreover, although applied in the said embodiment when the own vehicle drive | works ahead, it is applicable also when drive | working back.

  In the above embodiment, the obstacle detection zone Z is divided into a total of nine areas, three in the center and three in the left and right. However, the number of areas divided, arrangement, size, shape, etc. Various other configurations are applicable. Various other configurations can also be applied to the size and shape of the entire obstacle detection zone Z.

  In the above embodiment, the predetermined maximum speed is set for all areas in the obstacle detection zone Z. However, for unnecessary areas (for example, R3 and L3), infinity is set as the maximum speed limit value Vmaxr. May be.

  Further, the maximum speed limit value Vmaxr may be set (corrected) in consideration of the relative speed between the vehicle and the obstacle. For example, when the relative speed is the same as the speed of the host vehicle, the surrounding objects are stopped (still), so the maximum speed limit value Vmaxr is set as usual (no correction). When the relative speed is higher than the speed of the host vehicle, the surrounding objects are approaching the host vehicle, and therefore, the maximum speed limit value Vmaxr is set for an area closer than usual (corrected to the maximum speed limit value Vmaxr lower than normal). To do). When the relative speed is lower than the speed of the host vehicle, the surrounding objects are moving away from the host vehicle. Therefore, the maximum speed limit value Vmaxr is set for an area farther than usual (corrected to the maximum speed limit value Vmaxr higher than normal). ). In this way, by setting the maximum speed limit value Vmaxr in consideration of the relative speed, unnecessary deceleration is eliminated when following traveling, or it is possible to decelerate early against an approaching obstacle. Further, safety and convenience can be improved.

  Further, the maximum speed limit value Vmaxr may be set in consideration of the type of obstacle. When the obstacle is a moving object such as a person, a maximum speed limit value Vmaxr lower than that of the stationary object is set in order to ensure safety. When the obstacle is a stationary object such as a utility pole or a post box, a maximum speed limit value Vmaxr higher than that of the moving object is set. Thus, by setting different maximum speed limit values Vmaxr for moving objects and stationary objects, it is possible to set a more appropriate maximum speed limit value Vmaxr. The type of the obstacle is determined by applying a conventional method, for example, image recognition based on a captured image of a camera or object recognition using a more precise laser radar.

  Further, the size and shape of the obstacle detection zone Z may be changed according to parameters such as the vehicle speed V and the curve R of the host vehicle. For example, when the vehicle speed V of the host vehicle is high, the length in the depth direction of the obstacle detection zone Z is lengthened, and when the vehicle speed V of the host vehicle is low, the length of the obstacle detection zone Z in the depth direction is shortened. To do. When the vehicle speed V of the host vehicle is high, the overall shape of the obstacle detection zone Z is lengthened in the depth direction, and when the vehicle speed V of the host vehicle is low, the overall shape of the obstacle detection zone Z is lengthened in the width direction. To. Moreover, the length in the depth direction of the obstacle detection zone Z is shortened as the curve R is smaller.

DESCRIPTION OF SYMBOLS 1a, 1b ... Speed control device, 11 ... Acceleration / deceleration operation device, 12 ... Speed sensor, 13 ... Front monitoring laser radar, 21 ... Inverter, 22 ... Drive motor, 23 ... Brake actuator, 25 ... Audio amplifier, 26 ... Speaker, DESCRIPTION OF SYMBOLS 30 ... ECU, 31 ... Obstacle information detection part, 32 ... Maximum speed setting part, 33 ... Speed control part.

Claims (5)

Peripheral object detection means for detecting an object present around the moving body;
When the peripheral object detection means detects an object existing around the moving body, speed control for making the moving speed of the moving body below a predetermined upper limit speed and speed control for decelerating the moving speed of the moving body. Speed control means for performing at least one of the speed controls;
With
When the peripheral object detecting means stops detecting the object after detecting the object existing around the moving body, the speed control means sets the moving body in advance by the driver of the moving body. The speed control is performed until a deceleration operation is performed to achieve at least one of a moving speed and a deceleration, and the driver of the moving body sets the moving body to at least one of a preset moving speed and deceleration. A travel support device that cancels the speed control when a deceleration operation is performed. A notification means for notifying the driver of the moving body that the speed control means is performing the speed control;
The notifying means detects the object after the speed control means performs the speed control when the peripheral object detection means detects the object, and after the peripheral object detection means detects the object. The driving support device according to claim 1, wherein different notifications are given to a driver of the moving body depending on when the speed control unit performs the speed control when the speed is not detected.   After the peripheral object detecting means detects the object, the speed control means is arranged so that the moving speed of the moving body is decelerated without increasing until the driver performs the deceleration operation. The travel support apparatus according to claim 1 or 2, wherein the travel speed is controlled.   The speed control unit updates the moving speed of the moving body to be equal to or lower than the upper limit speed while updating the upper limit speed of the moving body to be lower when the peripheral object detecting unit is detecting the object. And when the surrounding object detection means detects the object and no longer detects the object, the moving speed of the moving object is set to the upper limit speed while maintaining the upper limit speed of the moving object. The travel support apparatus according to claim 3, wherein the speed control is performed as follows.   5. The deceleration operation according to claim 1, wherein the deceleration operation is any one of a designation of a moving speed by a driver of the moving body, a designation of a deceleration, and a designation of a torque value of an axle of the moving body. Driving support device.

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