JP2011194979A - Driving support device - Google Patents

Driving support device Download PDF

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Publication number
JP2011194979A
JP2011194979A JP2010062847A JP2010062847A JP2011194979A JP 2011194979 A JP2011194979 A JP 2011194979A JP 2010062847 A JP2010062847 A JP 2010062847A JP 2010062847 A JP2010062847 A JP 2010062847A JP 2011194979 A JP2011194979 A JP 2011194979A
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Prior art keywords
blind spot
vehicle
speed
control
driving support
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JP2010062847A
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Japanese (ja)
Inventor
Nobuhide Kamata
Masahiro Mio
昌宏 美尾
展秀 鎌田
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Toyota Motor Corp
トヨタ自動車株式会社
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Priority to JP2010062847A priority Critical patent/JP2011194979A/en
Publication of JP2011194979A publication Critical patent/JP2011194979A/en
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Abstract

It is an object of the present invention to provide a driving support device that reduces discomfort for a driver when performing safe driving support control in the presence of a plurality of blind spots.
A driving support device that performs safe driving support control for a blind spot from a vehicle, the surrounding environment recognition means for recognizing the surrounding environment of the vehicle, and the blind spot from the vehicle based on the recognized surrounding environment. Blind spot detecting means for detecting, control operating means for operating the safe driving support control for the blind spot when the first condition is satisfied based on the detection result by the blind spot detecting means, and detecting the blind spot after operating the safe driving support control Control stop means for stopping the safe driving support control when the second condition different from the first condition is not satisfied based on the detection result of the means is provided.
[Selection] Figure 4

Description

  The present invention relates to a driving support device that performs safe driving support control for a blind spot from a vehicle.

  Various driving support devices have been developed for a vehicle to travel safely. For example, when a vehicle is running, a blind spot generated by a building, a parked vehicle, or an oncoming vehicle is detected, and the host vehicle is decelerated to a safe speed assuming that pedestrians jump out of the blind spot. Control and acceleration control when the blind spot disappears. In the device described in Patent Document 1, when a blind spot is detected, a time for a moving object existing in the blind spot to reach a predetermined position on the progress of the host vehicle is calculated and a time for the host vehicle to reach the predetermined position is calculated. The possibility of collision is determined by calculating and comparing these times, and driving assistance is performed when the possibility of collision is high.

JP 2009-230455 A JP 2009-237776 A JP 2008-171207 A JP 2009-301400 A

  As shown in FIG. 11, when a plurality of blind spots B10 and 11 are detected from the own vehicle MV, if the possibility of a collision is determined at each position where the own vehicle MV is traveling, a collision occurs depending on the position of the own vehicle MV. Repeat the state with high and low possibility. As a result, deceleration to a safe speed until passing the blind spot and acceleration after passing the blind spot are repeated, the ride comfort is lowered, and the driver feels uncomfortable. For example, as shown in FIG. 12, the vehicle decelerates to a safe speed in a section of a distance D10 from the point P10 to the point P11 with respect to the blind spot B10, accelerates from the point P11 where the blind spot B10 disappears, and again with respect to the blind spot B11. The vehicle decelerates to a safe speed in the section of the distance D11 from the point P12 to the point P13, and accelerates from the point P13 where the blind spot B11 disappears.

  Then, this invention makes it a subject to provide the driving assistance apparatus which reduces the discomfort with respect to a driver | operator at the time of performing safe driving assistance control when a some blind spot exists.

  A driving support apparatus according to the present invention is a driving support apparatus that performs safe driving support control for a blind spot from a vehicle, and includes a surrounding environment recognition unit that recognizes a surrounding environment of the vehicle, and a surrounding area recognized by the surrounding environment recognition unit. A blind spot detecting means for detecting a blind spot from the vehicle based on the environment, a control operating means for operating the safe driving support control for the blind spot when the first condition is satisfied based on the detection result of the blind spot detecting means, and a control Provided with a control stop means for stopping the safe driving support control when the second condition different from the first condition is not satisfied based on the detection result of the blind spot detecting means after operating the safe driving support control by the operating means. It is characterized by.

  In this driving support device, the surrounding environment recognition unit recognizes the surrounding environment of the vehicle, and the blind spot detection unit detects the blind spot from the vehicle based on the surrounding environment. In the driving support device, the control operation unit determines whether or not the first condition is satisfied based on the detection result of the blind spot detection unit, and when the first condition is satisfied, the safe driving support control for the blind spot ( For example, the deceleration control) is activated. After operating the safe driving support control, in the driving support device, the control stop unit determines whether or not the second condition different from the first condition is satisfied based on the detection result of the blind spot detection unit, and the second condition is set. If not, the safe driving support control is stopped. Thus, in the driving support device, the operating condition and the stopping condition of the safe driving support control with respect to the blind spot are set to be different conditions, so that the driving / stopping of the safe driving support control is repeatedly performed even when there are a plurality of blind spots. It can be suppressed and driver discomfort can be reduced.

  In the driving assistance device of the present invention, it is preferable to correct the first condition and the second condition according to the type of blind spot.

  In this driving assistance device, the type of blind spot is corrected by correcting the first condition and the second condition according to the type of blind spot (for example, a blind spot caused by a road structure or a blind spot caused by a moving object such as another vehicle). Accordingly, it can be determined whether or not it is necessary to perform safe driving support control, and unnecessary safe driving support control operation can be suppressed. As a result, unnecessary safe driving assistance is eliminated, driver discomfort can be suppressed, and travel time can be reduced when vehicle speed control is performed on the vehicle side.

  In the driving support device of the present invention, it is determined that there is no possibility of a collision by a collision possibility determination unit that determines the possibility of a collision with a moving object that may be present in the blind spot, and a collision possibility determination unit. In such a case, it may be configured to include an excluding means for excluding from the determination target based on the first condition and the second condition.

  In this driving support device, the possibility of collision is determined by the collision possibility determination means on the assumption that a moving object pops out from within the blind spot. Then, in the driving support device, the dead angle determined by the exclusion means that there is no possibility of collision even if the moving object jumps out by the collision possibility determination means is excluded from the determination target by the first condition and the second condition, Do not activate safe driving support control. Thus, in the driving support device, when it is determined that there is no possibility of collision with the moving object jumping out from the blind spot, the safe driving support control is not operated without performing the determination based on the first condition and the second condition. Operation of safe driving support control can be suppressed. As a result, unnecessary safe driving assistance is eliminated, driver discomfort can be suppressed, and travel time can be reduced when vehicle speed control is performed on the vehicle side.

  The present invention makes it possible to suppress the repeated operation / stop of the safe driving support control even when there are a plurality of blind spots, by making the operating condition and the stopping condition of the safe driving support control with respect to the blind spot different. Can reduce discomfort.

It is a block diagram of the vehicle speed control apparatus which concerns on 1st and 3rd embodiment. It is an example when a plurality of blind spots are generated due to the road structure. It is a figure which shows the change of the vehicle speed with respect to the position of the vehicle at the time of performing the vehicle speed control which concerns on 1st Embodiment with respect to the several blind spot of FIG. It is a flowchart which shows the flow of the vehicle speed control which concerns on 1st Embodiment. It is a block diagram of the vehicle speed control apparatus which concerns on 2nd Embodiment. It is another example in the case where a plurality of blind spots occur due to the road structure. It is a figure which shows the change of the vehicle speed with respect to the position of a vehicle at the time of performing vehicle speed control which concerns on 2nd Embodiment with respect to the some blind spot of FIG. It is a flowchart which shows the flow of the vehicle speed control which concerns on 2nd Embodiment. It is an example when a plurality of blind spots are generated by an oncoming vehicle. It is a flowchart which shows the flow of the vehicle speed control which concerns on 3rd Embodiment. It is an example when a plurality of blind spots are generated due to the road structure. It is a figure which shows the change of the vehicle speed with respect to the position of the vehicle at the time of performing the conventional vehicle speed control with respect to the several blind spot of FIG.

  Embodiments of a driving assistance apparatus according to the present invention will be described below with reference to the drawings. In addition, the same code | symbol is attached | subjected about the element which is the same or it corresponds in each figure, and the overlapping description is abbreviate | omitted.

  In the present embodiment, the driving support device according to the present invention is applied to a vehicle speed control device that performs speed control on the vehicle side such as automatic driving or auto cruise. The vehicle speed control device according to the present invention performs constant vehicle speed control so as to normally travel at a legal speed, and performs deceleration control to a safe speed when a blind spot is detected. In this embodiment, there are three forms. In the first embodiment, when a plurality of blind spots are detected, a safe speed is maintained until all the blind spots disappear, and the second embodiment is When a blind spot is detected, the speed is reduced to a safe speed only for a blind spot that has a high possibility of jumping out of the blind spot, and the third embodiment can jump out of the blind spot when a blind spot by an oncoming vehicle is detected. It is a form that decelerates to a safe speed only in situations.

  First, with reference to FIGS. 1-3, the vehicle speed control apparatus 1 which concerns on 1st Embodiment is demonstrated. FIG. 1 is a configuration diagram of a vehicle speed control apparatus according to the first and third embodiments. FIG. 2 is an example when a plurality of blind spots are generated due to the road structure. FIG. 3 is a diagram illustrating a change in vehicle speed with respect to the position of the vehicle when the vehicle speed control according to the first embodiment is performed on a plurality of blind spots in FIG. 2.

  When a plurality of blind spots are detected, the vehicle speed control device 1 decelerates to a safe speed at the first blind spot, and maintains the safe speed until the last blind spot disappears. The vehicle speed control device 1 includes a vehicle speed sensor 10, a camera 11, a radar 12, an optical beacon receiving device 13, a brake actuator 20, a throttle actuator 21, and an ECU [Electronic Control Unit] 30. In the present embodiment, the camera 11, the radar 12, and the optical beacon receiving device 13 correspond to the surrounding environment recognition means described in the claims.

  The vehicle speed sensor 10 is a sensor that detects the vehicle speed of the host vehicle. The vehicle speed sensor 10 detects the vehicle speed and transmits the vehicle speed as a vehicle speed signal to the ECU 30.

  The camera 11 is a camera that captures an image of the periphery of the host vehicle (at least in front, side and back as necessary). The camera 11 captures the periphery of the host vehicle and transmits data of the captured image to the ECU 30 as an image signal.

  The radar 12 is a radar for detecting an object around the host vehicle (at least in front, and side and rear if necessary). Examples of the radar 12 include a laser radar and a millimeter wave radar. The radar 12 transmits an electromagnetic wave while scanning in a horizontal plane, receives a reflected wave that returns after being reflected by an object, and detects information related to the transmission and reception. The radar 12 transmits the detected transmission / reception information to the ECU 30 as a radar signal.

  The optical beacon receiving device 13 includes an optical beacon antenna, a processing device, and the like, and is a receiving device that receives information from an optical beacon using near infrared rays. The optical beacon receiving device 13 receives a signal from the optical beacon in the downlink area by the optical beacon antenna. In the optical beacon receiving device 13, the received signal is demodulated by the processing device to extract infrastructure information, and the infrastructure information is transmitted to the ECU 30 as an infrastructure signal. The infrastructure information includes information that causes the generation of blind spots such as road structure information in addition to traffic information. Information that causes the generation of blind spots includes buildings facing the road, fences, and trees.

  The brake actuator 20 is an actuator that adjusts the brake hydraulic pressure of the wheel cylinder of each wheel. When the brake actuator 20 receives the brake control signal from the ECU 30, the brake actuator 20 operates according to the target brake oil pressure indicated by the brake control signal, and adjusts the brake oil pressure of the wheel cylinder.

  The throttle actuator 21 is an actuator that adjusts the opening degree of the throttle valve of the engine. When the throttle actuator 21 receives the engine control signal from the ECU 30, the throttle actuator 21 operates according to the target opening indicated by the engine control signal, and adjusts the opening of the throttle valve.

  The ECU 30 includes a CPU [Central Processing Unit], various memories, and the like, and performs overall control of the vehicle speed control device 1. In the ECU 30, a blind spot detection unit 31, a target speed generation unit 32, and a target speed tracking unit 33 are configured by loading each application program stored in the memory and executing it by the CPU. The ECU 30 receives a vehicle speed signal from the vehicle speed sensor 10, an image signal from the camera 11, a radar signal from the radar 12, and an infrastructure signal from the optical beacon receiving device 13. Then, the ECU 30 performs processing at each of the units 31, 32, 33 based on these received signals, transmits a brake control signal to the brake actuator 20 as necessary, and transmits an engine control signal to the throttle actuator 21. To do. In the first embodiment, the blind spot detection unit 31 corresponds to the blind spot detection unit described in the claims, and the target speed generation unit 32 and the target speed tracking unit 33 perform the control operation described in the claims. It corresponds to the means and the control stop means.

  In the blind spot detection unit 31, an object that causes a blind spot based on image information from the camera 11, radar information from the radar 12, and infrastructure information (particularly, road structure information) from the optical beacon receiver 13 at regular intervals. Detects stationary objects such as buildings, fences, trees, parked vehicles, other moving vehicles, moving objects such as pedestrians, etc., and information about each detected object (position of the object, size of the object (lateral direction) , Length in the depth direction, height, etc.), shape, distance to the object, direction in which the object exists, and movement speed and direction in the case of a moving object). When the blind spot detection unit 31 detects an object that is a cause of the blind spot, the blind spot generated in the object is detected from the size and shape of the object, and information on the detected blind spot (within the sensor range). The detected blind spot area (including the position), the number of blind spots, the cause of the blind spot, etc.) are acquired. The sensor range is basically a detection range of a sensor that can be detected farthest among the sensors such as the camera 11 and the radar 12, but may be a detection range of a sensor having high detection performance. FIG. 2 shows an example of a blind spot that can be detected within the sensor range SR. In this example, there are two blind spots B1 and B2 generated by a building on the left side of the host vehicle MV. Note that a conventional method is applied as a method for detecting the blind spot.

  When the legal speed is set as the target speed, the target speed generation unit 32 determines whether or not a blind spot is detected by the blind spot detection unit 31 (whether or not there is a blind spot area) at regular intervals. judge. When the blind spot is not detected by the blind spot detector 31, the target speed generator 32 continues to set the legal speed as the target speed. When a blind spot is detected by the blind spot detection unit 31, the target speed generation unit 32 switches and sets the target speed from a legal speed to a speed at which it can jump out. The pop-up response speed is a low speed (safe speed) at which the host vehicle can sufficiently stop before a pedestrian or the like jumps out of the blind spot. The pop-out response speed is set by an actual vehicle experiment in consideration of the braking performance of the host vehicle.

  In the target speed generation unit 32, when a pop-out response speed is set as the target speed, whether or not a blind spot is detected in the sensor range by the blind spot detection unit 31 at regular intervals (the area where the blind spot is a sensor) Whether it still exists in the range). When the blind spot is not detected in the sensor range (that is, when the host vehicle has passed all the blind spots in the sensor range), the target speed generation unit 32 sets the target speed to the legal speed by switching from the speed at which it can jump out. To do. On the other hand, when a blind spot is detected in the sensor range (that is, when the host vehicle does not pass through all the blind spots in the sensor range), the target speed generation unit 32 sets a jump-out response speed as the target speed. Keep doing. If a single blind spot is detected in the sensor range, the pop-out response speed is maintained until it passes through the single blind spot. If a plurality of blind spots are detected in the sensor range, a plurality of the blind spots are detected. The speed at which it can jump out is maintained until it passes through all the blind spots.

  In the case of the example in FIG. 2, first, as shown in FIG. 3, when the host vehicle MV passes the point P <b> 1 before the distance D <b> 1 from the blind spot B <b> 1, the target speed is switched from the legal speed to the speed at which it can respond. When the host vehicle MV passes through the point P2 where the blind spot B1 is not a blind spot, the blind spot B2 is also detected in the sensor range SR, so that the target speed is maintained at the speed at which it can respond. Then, the speed that can be popped out is maintained as the target speed until the host vehicle MV passes through the point P3 where the blind spot B2 is no longer a blind spot, and the target speed is switched from the speed that can be popped out to the legal speed when passing the point P3. .

  In the target speed tracking unit 33, the vehicle speed of the host vehicle becomes the target vehicle speed based on the difference between the target speed set by the target speed generation unit 32 and the current vehicle speed of the host vehicle by the vehicle speed sensor 10 at regular time intervals. The target acceleration / deceleration required for this is calculated. When the target acceleration / deceleration is a positive value, the target speed follower 33 sets the target acceleration, sets the target opening of the throttle valve necessary for achieving the target acceleration, and uses the target opening as an engine control signal. It transmits to the throttle actuator 21. When the target acceleration / deceleration is a negative value, the target speed follower 33 sets the target deceleration, sets the target brake hydraulic pressure of the wheel cylinder of each wheel necessary to reach the target deceleration, and sets the target brake hydraulic pressure. Is transmitted to the brake actuator 20 as a brake control signal. The target speed tracking unit 33 performs constant vehicle speed control when the legal speed is maintained by the target speed generation unit 32, and when the legal speed is switched to a speed at which it can jump out (safe driving support control is activated). Is a deceleration control, and when maintaining a speed that can respond to popping out (continuation of safe driving support control operation), it becomes speed maintaining control, and when switching from a speed that can support popping out to a legal speed (safe driving support control stops) It becomes acceleration control.

  The operation of the vehicle speed control apparatus 1 will be described with reference to FIG. In particular, the vehicle speed control in the ECU 30 will be described along the flowchart of FIG. FIG. 4 is a flowchart showing a flow of vehicle speed control according to the first embodiment.

  The vehicle speed sensor 10 detects the vehicle speed of the host vehicle at regular intervals and transmits a vehicle speed signal to the ECU 30. The camera 11 captures an image of the surroundings of the host vehicle at regular intervals and transmits an image signal to the ECU 30. The radar 12 transmits an electromagnetic wave while scanning in a horizontal plane at a constant time, receives a reflected wave, and transmits a radar signal to the ECU 30. The optical beacon receiving device 13 receives a signal from the optical beacon when the host vehicle is traveling in the downlink area from the optical beacon, extracts infrastructure information, and transmits the infrastructure signal to the ECU 30.

  The ECU 30 normally sets the target speed as the legal speed at regular intervals, and calculates the target acceleration / deceleration necessary for the vehicle speed of the host vehicle to maintain the legal speed based on the difference between the legal speed and the current vehicle speed of the host vehicle. When the deceleration control is performed based on the target acceleration / deceleration, a brake control signal for achieving the target deceleration is transmitted to the brake actuator 20, and when the acceleration control is performed, the engine control signal for achieving the target acceleration is transmitted. The data is transmitted to the throttle actuator 21 (S10). When receiving the brake control signal, the brake actuator 20 operates according to the brake control signal to adjust the brake hydraulic pressure of the wheel cylinder. Alternatively, when the throttle actuator 21 receives the engine control signal, it operates according to the engine control signal and adjusts the opening of the throttle valve. As a result, the host vehicle travels at a constant vehicle speed at the legal speed.

  The ECU 30 searches for a blind spot at regular intervals based on image information, radar information, and infrastructure information. When the blind spot can be searched, information on the blind spot (a blind spot area, the number of blind spots, and the generation of a blind spot). Factors) are acquired (S11). The ECU 30 determines whether or not there is a blind spot area based on the search result (S12). If it is determined in S12 that there is no blind spot area, the ECU 30 returns to the process of S10 and continues constant vehicle speed control at the legal speed. Note that, in the determination of S12, it may be determined whether or not there are a plurality of areas serving as blind spots.

  If it is determined in S12 that there is a blind spot area, the ECU 30 sets a jump-out-capable speed (safe speed) as the target vehicle speed, and automatically determines based on the difference between the pop-out-capable speed and the current vehicle speed of the host vehicle. A target deceleration required for the vehicle speed of the vehicle to pop out and become a response-enabled speed is calculated, and a brake control signal for achieving the target deceleration is transmitted to the brake actuator 20 (S13). When receiving the brake control signal, the brake actuator 20 operates in the same manner as described above. As a result, the host vehicle decelerates to a speed at which it can jump out.

  In the ECU 30, it is determined whether or not an area that is a blind spot still exists in the sensor range (S14). If it is determined in S14 that the blind spot area still exists in the sensor range, the ECU 30 continues to set the pop-out response speed as the target vehicle speed, and based on the difference between the pop-out response speed and the current vehicle speed of the host vehicle. A target acceleration / deceleration required for maintaining the speed at which the vehicle speed of the host vehicle can fly out is calculated, and when the deceleration control is performed based on the target acceleration / deceleration, a brake control signal for achieving the target deceleration is used as the brake actuator 20. When the acceleration control is performed, an engine control signal for achieving the target acceleration is transmitted to the throttle actuator 21 (S15). When receiving the control signal, the brake actuator 20 or the throttle actuator 21 operates in the same manner as described above. As a result, the host vehicle travels while maintaining a pop-out response speed.

  If it is determined in S14 that there is no blind spot in the sensor range, the ECU 30 sets a legal speed as the target vehicle speed, and the vehicle speed of the host vehicle is determined based on the difference between the legal speed and the current vehicle speed of the host vehicle. A target acceleration necessary for achieving the legal speed is calculated, and an engine control signal for achieving the target acceleration is transmitted to the throttle actuator 21 (S16). When the throttle actuator 21 receives the engine control signal, it operates in the same manner as described above. As a result, the host vehicle accelerates to the legal speed. Then, the ECU 30 returns to the process of S10 and continues the constant vehicle speed control at the legal speed.

  According to the vehicle speed control device 1, even when there are a plurality of blind spots in the sensor range, once the vehicle is decelerated, by maintaining a safe speed after deceleration until the dead zone disappears, deceleration and acceleration are not repeated. A reduction in ride comfort can be suppressed, and driver discomfort can be reduced.

  With reference to FIGS. 5-7, the vehicle speed control apparatus 2 which concerns on 2nd Embodiment is demonstrated. FIG. 5 is a configuration diagram of a vehicle speed control device according to the second embodiment. FIG. 6 is another example in the case where a plurality of blind spots are generated due to the road structure. FIG. 7 is a diagram illustrating a change in vehicle speed with respect to the position of the vehicle when the vehicle speed control according to the second embodiment is performed on a plurality of blind spots in FIG. 6.

  The vehicle speed control device 2 decelerates to a safe speed only for a blind spot that may jump out of the blind spot even when a blind spot is detected. The vehicle speed control device 2 includes a vehicle speed sensor 10, a camera 11, a radar 12, an optical beacon receiving device 13, a brake actuator 20, a throttle actuator 21, and an ECU 40. Since the vehicle speed control device 2 differs from the vehicle speed control device 1 according to the first embodiment only in the configuration of the ECU 40, only the ECU 40 will be described.

  The ECU 40 includes a CPU, various memories, and the like, and comprehensively controls the vehicle speed control device 2. In the ECU 40, each application program stored in the memory is loaded and executed by the CPU, so that a blind spot detection unit 41, a blind spot pop-out probability estimation unit 43, a target speed generation unit 44, and a target speed tracking unit 45 are configured. 42 is provided. About the blind spot detection part 41 and the target speed tracking part 45 of ECU40, since the process similar to the blind spot detection part 31 and the target speed tracking part 33 of ECU30 which concerns on 1st Embodiment is performed, description is abbreviate | omitted.

  The database 42 is a database that stores information related to the probability of jumping out of a moving object such as a pedestrian from a blind spot for each region where a blind spot may occur. Information on the pop-up probability includes, for example, traffic in the blind spot area (for each time zone, day of the week, weather, etc.), accident occurrence rate due to jumping out of the blind spot (for each time zone, day of the week, weather, etc.), school zone, etc. There are signs, curve mirrors, and road width.

  In the blind spot pop-out probability estimation unit 43, when the blind spot is detected by the blind spot detection unit 31, information on the pop-out probability is acquired from the database 42 for each detected blind spot, and image information by the camera 11 and radar 12 are used. Information on the pop-out probability is acquired from the radar information and the infrastructure information by the optical beacon receiving device 13. Then, the blind spot pop-out probability estimation unit 43 estimates the pop-out probability of the moving object from the blind spot based on the acquired information. As an estimation method, for example, when there is more traffic in the blind spot area, the higher the accident occurrence rate due to jumping out of the blind spot, the presence of signs such as school zones, or when a curve mirror is installed, Increase the probability. Various methods can be applied to this estimation method.

  In the example shown in FIG. 6, there are three blind spots B3, B4, and B5, and the curve mirror M is installed only in the blind spot B4. Since the curved mirror M is installed in this manner, a moving object such as a pedestrian often appears on the road R from the blind spot B4, and the driver of the vehicle traveling on the road R can improve the safety. This is for confirming the condition of the blind spot B4. On the other hand, since no curved mirror is installed for the blind spots B3 and B5, it is considered that a moving object hardly appears on the road R from the blind spots B3 and B5. In such a case, deceleration is performed by increasing the pop-out probability with respect to the blind spot B4, and deceleration is not performed for the blind spots B3 and B5 by decreasing the pop-out probability.

  When the legal speed is set as the target speed, the target speed generation unit 44 determines whether or not a blind spot is detected by the blind spot detection unit 41 at regular intervals. When the blind spot is not detected by the blind spot detector 41, the target speed generator 44 continues to set the legal speed as the target speed. When the blind spot is detected by the blind spot detector 41, the target speed generator 44 determines whether or not the pop-out probability calculated by the blind spot pop-out probability estimator 43 is greater than the threshold value. The threshold value is a threshold value for determining that there is a possibility of jumping out from the blind spot based on the popping out probability, and is set in advance by a simulation or an actual vehicle experiment. When the pop-out probability is larger than the threshold value, the target speed generation unit 44 determines that there is a possibility that the moving object pops out from the blind spot, and switches and sets the target speed from the legal speed to the pop-out response speed.

  The target speed generation unit 44 determines whether or not the pop-out probability calculated by the blind spot pop-out probability estimation unit 43 is greater than a threshold value every predetermined time when a pop-out-capable speed is set as the target speed. If the pop-out probability is less than or equal to the threshold value, the target speed generation unit 44 determines that there is no possibility that the moving object pops out from the blind spot, and switches and sets the target speed from the speed that can be popped out to the legal speed.

  In the case of the example of FIG. 6, as shown in FIG. 7, even if the host vehicle MV reaches before the first blind spot B3, the legal speed is maintained as the target speed. Then, when the host vehicle MV passes the point P4 that is a distance D2 before the next blind spot B4, the target speed is switched from the legal speed to the speed at which it can respond, and the host vehicle MV decelerates. When passing through the point P5 where the blind spot B4 is no longer a blind spot, the target speed jumps out and is switched from the speed that can be handled to the legal speed, and the host vehicle MV is accelerated. And even if the own vehicle MV reaches the point P6 before the last blind spot B5, the legal speed is maintained as the target speed.

  The operation of the vehicle speed control device 2 will be described with reference to FIG. In particular, the vehicle speed control in the ECU 40 will be described along the flowchart of FIG. FIG. 8 is a flowchart showing a flow of vehicle speed control according to the second embodiment.

  The vehicle speed sensor 10, the camera 11, the radar 12, and the optical beacon receiving device 13 are operating in the same manner as described in the operation in the first embodiment.

  The ECU 40 normally performs constant vehicle speed control at the legal speed in the same manner as in S10 in the first embodiment at regular time intervals (S20). When the brake actuator 20 or the throttle actuator 21 receives a brake control signal or an engine control signal, the brake actuator 20 or the throttle actuator 21 operates in the same manner as described in the first embodiment. As a result, the host vehicle travels at a constant vehicle speed at the legal speed.

  In the ECU 40, a blind spot area is searched for (S21) in the same manner as the processing in S11 in the first embodiment. Then, the ECU 40 determines whether or not there is a blind area (S22). If it is determined in S22 that there is no blind spot area, the ECU 40 returns to the process of S20 and continues constant vehicle speed control at the legal speed.

  When it is determined in S22 that there is a blind spot area, the ECU 40 determines, for each detected blind spot, information on the pop-up probability of the database 42, image information by the camera 11, radar information by the radar 12, and the optical beacon receiving device 13. Based on the infrastructure information by (1), the pop-out probability of the moving object from the blind spot is estimated (S23). Then, the ECU 40 determines whether or not the pop-out probability for the blind spot is greater than a threshold value (S24).

  If it is determined in S24 that the pop-out probability is greater than the threshold value, the ECU 40 sets a pop-out response speed as the target vehicle speed, and the vehicle speed of the host vehicle is determined based on the difference between the pop-out response speed and the current vehicle speed of the host vehicle. A target deceleration required to achieve the pop-out response speed is calculated, and a brake control signal for achieving the target deceleration is transmitted to the brake actuator 20 (S25). When receiving the brake control signal, the brake actuator 20 operates in the same manner as described above. As a result, the host vehicle decelerates to a speed at which it can jump out.

  When the pop-out response speed is set as the target vehicle speed, if it is determined in S24 that the pop-out probability is equal to or less than the threshold, the ECU 40 sets the legal speed as the target vehicle speed, and sets the legal speed and the current vehicle speed of the host vehicle. Based on the difference, a target acceleration necessary for the vehicle speed of the host vehicle to become the legal speed is calculated, and an engine control signal for achieving the target acceleration is transmitted to the throttle actuator 21 (S26). When the throttle actuator 21 receives the engine control signal, it operates in the same manner as described above. As a result, the host vehicle accelerates to the legal speed. Then, the ECU 30 returns to the process of S20 and continues the constant vehicle speed control at the legal speed. Alternatively, when the legal speed is set as the target vehicle speed, if it is determined in S24 that the pop-out probability is equal to or less than the threshold value, the ECU 40 returns to the process of S20 as it is and continues constant vehicle speed control at the legal speed.

  According to this vehicle speed control device 2, since the deceleration is performed only for the blind spot where the probability of the moving object popping out from the blind spot is high, the travel time can be shortened while ensuring safety. In particular, even when there are a plurality of blind spots, the blind spots that do not need to be decelerated are not decelerated, so that repeated deceleration and acceleration can be suppressed, a decrease in riding comfort can be suppressed, and driver discomfort can be reduced.

  With reference to FIG.1 and FIG.9, the vehicle speed control apparatus 3 which concerns on 3rd Embodiment is demonstrated. FIG. 1 is a configuration diagram of a vehicle speed control apparatus according to the first and third embodiments. FIG. 9 is an example when a plurality of blind spots are generated by the oncoming vehicle.

  If the vehicle speed control device 3 detects a blind spot due to a moving object (particularly, an oncoming vehicle), the vehicle speed control device 3 determines whether or not the moving object (such as a pedestrian) may jump out of the blind spot. If it can pop out, it will slow down to a safe speed. The vehicle speed control device 3 includes a vehicle speed sensor 10, a camera 11, a radar 12, an optical beacon receiving device 13, a brake actuator 20, a throttle actuator 21, and an ECU 50. Since the vehicle speed control device 3 differs from the vehicle speed control device 1 according to the first embodiment only in the processing of the ECU 50, only the ECU 50 will be described. The vehicle speed control device 3 is similar to the vehicle speed control device 1 according to the first embodiment or the vehicle speed control device 2 according to the second embodiment when a blind spot due to a stationary object is detected. Control.

  The ECU 50 includes a CPU, various memories, and the like, and performs overall control of the vehicle speed control device 3. In the ECU 50, each blind spot detection unit 51, a target speed generation unit 52, and a target speed tracking unit 53 are configured by loading each application program stored in the memory and executing it by the CPU. About the blind spot detection part 51 and the target speed tracking part 53 of ECU50, since the same process as the blind spot detection part 31 and the target speed tracking part 33 of ECU30 which concerns on 1st Embodiment is performed, description is abbreviate | omitted. In the third embodiment, the blind spot detection unit 51 corresponds to the blind spot detection unit described in the claims, and the target speed generation unit 52 and the target speed tracking unit 53 perform the control operation described in the claims. The target speed generation unit 52 corresponds to a collision possibility determination unit and an exclusion unit described in the claims.

  The target speed generation unit 52 determines whether a blind spot due to the oncoming vehicle is generated based on the detection result of the blind spot detection unit 31 at regular time intervals. As shown in the example of FIG. 9, in the host vehicle MV, a blind spot B6 is generated by the oncoming vehicle OA traveling from the front.

When the blind spot due to the oncoming vehicle is generated, the target speed generation unit 52 uses the current vehicle speed V S of the host vehicle and the distance L S from the current position of the host vehicle to the reference point by the vehicle speed sensor 10. Time T S (= L S / V S ) until it passes through the reference point is calculated. As shown in FIG. 9, the reference point BP is a point around the rear end of the oncoming vehicle OA that generates the blind spot B6. The time until the host vehicle MV passes this reference point BP is calculated. By the way, when a pedestrian crosses the road on which the vehicle is traveling, the pedestrian stands by at a point W1 at the end of the road and jumps out immediately after the rear end of the oncoming vehicle OA passes in front of the pedestrian. it is conceivable that. The reference point BP and the distance L S can be acquired from the information about the oncoming vehicle acquired by the blind spot detection unit 51.

Further, the target speed generation unit 52 assumes that there is a pedestrian (moving object) within the blind spot, and a point on the course of the host vehicle from the end of the road where the maximum speed V max of the pedestrian and the blind spot are generated. by using the distance L W to pedestrians calculates the shortest time T W to shoot out in the path of the vehicle (= L W / V max) . In the example shown in FIG. 9, the minimum time for pedestrians to move the distance L W from the point W1 of the end portion of the road dead B6 occurs to a point W2 on path of the host vehicle MV is calculated . The maximum speed V max is set in advance by experiments or the like. For a distance L W, it can be obtained from the road structure.

Further, the target speed generation unit 52 uses the vehicle speed V B of the following vehicle of the oncoming vehicle that generates the blind spot and the distance L B from the following vehicle to the reference point (corresponding to the inter-vehicle distance between the oncoming vehicle and the following vehicle). Thus, the time T B (= L B / V B ) until the vehicle following the oncoming vehicle passes the reference point is calculated. In the example shown in FIG. 9, the vehicle OB is traveling behind the oncoming vehicle OA that generates the blind spot B6, and the time until the subsequent vehicle OB passes through the reference point BP is calculated. Incidentally, in order for the pedestrian to cross the road after passing the oncoming vehicle OA, the following vehicle OB must move to the point W2 before passing the reference point BP. The vehicle speed V B and the distance L B can be acquired from the information about the vehicle following the oncoming vehicle acquired by the blind spot detection unit 51.

The target velocity generating unit 52 determines the time T S and pedestrian until the vehicle passes the reference point is whether the shortest time T W and approximately the same time to shoot out in the path of the vehicle. The determination here is provided for a short time range set in such vehicle experiment, the time T S time within its short range with respect to the T W is placed if the time T S and time T W and approximately the same amount of time Is determined. Pedestrian is likely that collision with the vehicle when a pedestrian if the time T S and a is approximately the same time T W have jumped out blind, and the time T S and time T W If the pedestrians are clearly different, it is considered that even if the pedestrian jumps out of the blind spot, the own vehicle passes after the pedestrian crosses or the own vehicle passes before the pedestrian crosses. Therefore, when the the time T S and time T W clearly different, since the oncoming vehicle is not likely to be colliding with the vehicle as a pedestrian in the blind spot is jumped out immediately after the passage (vehicle decelerates The target speed generator 52 continues to set the legal speed as the target speed.

When time T S and time T W and is approximately the same (if when the pedestrian in the blind spot is jumped may collide with the vehicle), the target speed generation unit 52, a trailing vehicle is the reference point of the oncoming vehicle It is determined whether the time T B until passing is longer than the shortest time T W until the pedestrian jumps out on the course of the own vehicle. As shown in the example of FIG. 9, when the inter-vehicle distance between the oncoming vehicle OA and the following vehicle OB is short and the following vehicle OB passes the reference point BP before the pedestrian moves to the point W2, the pedestrian It is considered that even if the oncoming vehicle OA passes, it will not jump out. On the other hand, when the inter-vehicle distance between the oncoming vehicle OA and the following vehicle OB is long and the pedestrian can move to the point W2 before the following vehicle OB passes the reference point BP, the pedestrian jumps out when the oncoming vehicle OA passes. It is done. Therefore, if the time T B is equal to or less than time T W, does not protrude even pedestrians in blind spot exists (vehicle does not have to decelerate), the target speed generation unit 52, legal speed as the target speed Continue to set. On the other hand, if longer than the time T W time T B, since a possibility that the pedestrian in the blind spot jump out (the vehicle is required to decelerate), the target speed generation unit 52, the corresponding jump out from legal speed as the target speed Switch to possible speed.

  The target speed generation unit 52 performs the above-described processing on the blind spot caused by the oncoming vehicle (moving object), and the target speed generation part 32 according to the first embodiment or the second target for the blind spot caused by the stationary object. Processing in the target speed generation unit 44 according to the embodiment is performed. Further, in the above description, the blind spot by the oncoming vehicle is used. However, when a blind spot is formed by a moving object other than the vehicle, the above processing for the blind spot by the moving object is applied.

  The operation of the vehicle speed control device 3 will be described with reference to FIG. In particular, the vehicle speed control in the ECU 50 will be described along the flowchart of FIG. FIG. 10 is a flowchart showing a flow of vehicle speed control according to the third embodiment.

  The vehicle speed sensor 10, the camera 11, the radar 12, and the optical beacon receiving device 13 are operating in the same manner as described in the operation in the first embodiment.

  The ECU 50 normally performs constant vehicle speed control at the legal speed in the same manner as the processing in S10 in the first embodiment at regular time intervals (S30). When the brake actuator 20 or the throttle actuator 21 receives a brake control signal or an engine control signal, the brake actuator 20 or the throttle actuator 21 operates in the same manner as described in the first embodiment. As a result, the host vehicle travels at a constant vehicle speed at the legal speed.

  In the ECU 50, a blind spot area is searched for (S31) in the same manner as the processing in S11 in the first embodiment. Then, the ECU 50 determines whether a blind spot due to the oncoming vehicle has occurred based on the search result (S32). If it is determined in S32 that no blind spot due to the oncoming vehicle has occurred, the ECU 50 returns to the process of S30 and continues constant vehicle speed control at the legal speed. Here, the process returns to the process of S30. However, if there is a blind spot area due to a stationary object, the ECU 50 moves to the process described in the first embodiment or the second embodiment. Good.

If it is determined in S32 that a blind spot due to the oncoming vehicle has occurred, the ECU 50 determines the time T until the host vehicle passes the reference point based on the current vehicle speed V S of the host vehicle and the distance L S to the reference point. S is calculated (S33). Further, the ECU 50 assumes that there is a pedestrian within the blind spot, and based on the maximum speed V max of the pedestrian and the distance L W from the end of the road where the blind spot is generated to the point on the course of the own vehicle. pedestrian calculates the shortest time T W before arriving in the path of the vehicle (S34). Further, the ECU 50 calculates the time T B until the following vehicle of the oncoming vehicle passes the reference point based on the vehicle speed V B of the following vehicle of the oncoming vehicle that generates the blind spot and the distance L B from the following vehicle to the reference point. Calculate (S35).

Then, the ECU 50, determines the shortest time T W and is substantially equal to or up to the vehicle is the time T S until passing through the reference point pedestrian arrives in the path of the vehicle (S36). If the the time T S and time T W at S36 and different from the judgment revealed, the ECU 50, returns to the processing of S30, continuing the constant speed control at legal speed.

When it is determined in S36 that the time T S and the time T W are substantially the same, the ECU 50 determines that the time T B until the following vehicle of the oncoming vehicle passes the reference point is the pedestrian arrives on the course of the own vehicle. It determines long or not than the shortest time T W up (S37). If the time T B at S37 is determined to less time T W, the ECU 50, it returns to the processing of S30, continuing the constant speed control at legal speed.

If the time T B at S37 is determined to longer than the time T W, the ECU 50, and sets the corresponding speed available pop out as the target vehicle speed, based on the difference between the current vehicle speed of the pop-out compatible speed and the vehicle of the vehicle A target deceleration required for the vehicle speed to become a speed at which the vehicle can jump out is calculated, and a brake control signal for achieving the target deceleration is transmitted to the brake actuator 20 (S38). When receiving the brake control signal, the brake actuator 20 operates in the same manner as described above. As a result, the host vehicle decelerates to a speed at which it can jump out.

  According to this vehicle speed control device 3, when a blind spot is generated by an oncoming vehicle, if it is determined that the pedestrian cannot jump out from the distance between the oncoming vehicle and the following vehicle or if the pedestrian jumps out, When it is determined that there is no possibility of collision with the vehicle, the vehicle is not decelerated, so that the travel time can be shortened while ensuring safety.

  As mentioned above, although embodiment which concerns on this invention was described, this invention is implemented in various forms, without being limited to the said embodiment.

  For example, in the present embodiment, the present invention is applied when the vehicle speed control is performed on the vehicle side such as auto-cruise and automatic driving, but the present invention can also be applied to driving assistance when the driver performs an accelerator operation and a brake operation. In such driving assistance, when deceleration is required with respect to the blind spot, intervention control (deceleration control), alerting by display or voice, warning, or the like is performed.

  Further, in the first to third embodiments, different control is performed by controlling the blind spot. However, the first embodiment and the second embodiment are intended for a blind spot generated in a stationary object. In the third embodiment, the blind spot generated in the moving object is targeted. Therefore, by combining the controls of the first to third embodiments, the control for the blind spot becomes more suitable.

  In this embodiment, a camera, a radar, and an optical beacon receiving device are applied as surrounding environment recognition means for detecting a blind spot. However, other means may be applied. For example, there are a database that stores road structure information that causes a blind spot, and an inter-vehicle communication device that receives information on other vehicles using inter-vehicle communication.

  Further, in the present embodiment, the output is directly output to the brake actuator and the throttle actuator as output destinations. However, the output may be output to a brake control ECU, an engine control ECU, or the like.

  In the present embodiment, the target speed during normal driving is the legal speed of the road that is being driven, but may be other speeds such as the speed set by the driver.

  In the first embodiment, an example of the condition for whether or not to perform the deceleration control for the blind spot and the condition for whether or not to perform the acceleration control after the deceleration control has been described. You may correct | amend according to (a blind spot by what road structure, a blind spot by moving objects, such as another vehicle). By changing the conditions, it is possible to determine whether or not it is necessary to perform deceleration control according to the type of blind spot, and it is not necessary to perform deceleration control simply by the presence of a blind spot. As a result, unnecessary deceleration control is eliminated, driver discomfort can be suppressed, and travel time can be shortened when vehicle speed control is performed on the vehicle side.

  Further, in the second embodiment, the pop-out probability is estimated based on various information regarding the pop-out probability, and it is determined whether or not the deceleration control is performed on the blind spot by determining whether the pop-out probability is larger than the threshold value. However, it may be determined whether or not the deceleration control is performed directly on the blind spot using the information regarding the pop-out probability. For example, it is determined whether or not a curve mirror is installed for each blind spot, and deceleration control is performed only for the blind spot where the curve mirror is installed.

  In the third embodiment, when a blind spot is generated by an oncoming vehicle, a method for determining the possibility of a collision with the own vehicle when a pedestrian (moving object) jumps out of the blind spot and walking from within the blind spot. Although an example of a method for determining whether or not a person jumps out has been shown, it may be determined by other methods. Further, in the third embodiment, when a blind spot is generated by an oncoming vehicle, the possibility of a collision with the own vehicle when a pedestrian jumps out of the blind spot and the distance between the oncoming vehicle and the following vehicle are determined. Although it was set as the structure which determines whether a pedestrian jumps out from distance, you may perform only any one determination.

  DESCRIPTION OF SYMBOLS 1, 2, 3 ... Vehicle speed control apparatus, 10 ... Vehicle speed sensor, 11 ... Camera, 12 ... Radar, 13 ... Optical beacon receiver, 20 ... Brake actuator, 21 ... Throttle actuator, 30, 40, 50 ... ECU, 31 , 41, 51 ... blind spot detection unit, 32, 44, 52 ... target speed generation unit, 33, 45, 53 ... target speed tracking unit, 42 ... database, 43 ... blind spot popping probability estimation unit.

Claims (3)

  1. A driving support device that performs safe driving support control for a blind spot from a vehicle,
    A surrounding environment recognition means for recognizing the surrounding environment of the vehicle;
    Blind spot detecting means for detecting a blind spot from the vehicle based on the surrounding environment recognized by the surrounding environment recognition means;
    Based on the detection result of the blind spot detection means, control operating means for operating the safe driving support control for the blind spot when the first condition is satisfied,
    Control stop for stopping the safe driving support control when the second condition different from the first condition is not satisfied based on the detection result of the blind spot detecting means after operating the safe driving support control by the control operating means. A driving support apparatus comprising: means.
  2.   The driving support device according to claim 1, wherein the first condition and the second condition are corrected according to a type of blind spot.
  3. A collision possibility judging means for judging the possibility of a collision with a moving object that may exist in the blind spot;
    3. An exclusion means for excluding from the determination target according to the first condition and the second condition when the collision possibility determination means determines that there is no possibility of a collision. The driving support device according to 1.
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JP2014002460A (en) * 2012-06-15 2014-01-09 Toyota Motor Corp Driving support apparatus
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JP2016130108A (en) * 2015-01-14 2016-07-21 トヨタ自動車株式会社 Vehicular pop-up hood device and control method thereof
JP2016164063A (en) * 2015-01-29 2016-09-08 トヨタ モーター エンジニアリング アンド マニュファクチャリング ノース アメリカ,インコーポレイティド Methods of autonomous vehicle operation in environments with obstructed occupant view and sensor detection action
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JPWO2017013749A1 (en) * 2015-07-21 2018-04-26 日産自動車株式会社 Operation planning device, travel support device, and operation planning method
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US10509408B2 (en) 2015-07-21 2019-12-17 Nissan Motor Co., Ltd. Drive planning device, travel assistance apparatus, and drive planning method
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US10613530B2 (en) 2016-08-08 2020-04-07 Sharp Kabushiki Kaisha Autonomous travelling apparatus, autonomous travel control method, and control program
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