JP2013077266A - Cruise control and vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a cruise control and vehicle capable of safely performing collision avoidance of objects in accordance with types of the objects of a collision avoidance target.SOLUTION: A spring constant of a spring 73 brought into contact with an object is set in accordance with a type of the object, and repulse force applied to a vehicle from a contracted spring 73 is calculated by using the spring constant. Thus, repulsive force Fr applied to a vehicle by the existence of an object can be made large or conversely, small in accordance with a type of the object by appropriately defining a spring constant in accordance with the type of the object. Since larger repulsive force can be applied to the vehicle about an object with which a collision has to be avoided preferentially in this way, the collision with the object can be avoided safely in accordance with the type of the object of a collision avoidance target.

Description

  The present invention relates to a travel control device and a vehicle, and more particularly to a travel control device and a vehicle that can safely perform collision avoidance of an object in accordance with the type of object to be avoided.

  Conventionally, when a plurality of springs are virtually juxtaposed in a virtual area set around a moving body such as an electric wheelchair and an object (obstacle) exists in the virtual area, Assuming that a repulsive force is applied to the moving body from the spring, a technique for avoiding a collision with the object by controlling the traveling of the moving body is known (for example, Patent Document 1).

Japanese Patent Laid-Open No. 7-110711

  In the technique described in Patent Document 1, the number of contracted springs varies depending on the size of an object existing in the virtual region. That is, when the object is large, the number of springs to be contracted increases, and when the object is small, the number of springs to be contracted decreases. Thereby, the smaller the object, the smaller the repulsive force applied to the moving body from the contracted spring. For this reason, when both a large object and a small object exist in the virtual region, the moving object is controlled so as to travel to the side that avoids collision with the large object. May progress. On the other hand, some small objects must be avoided depending on the type of the object.

  The present invention has been made in view of the above-described circumstances, and an object thereof is to provide a travel control device and a vehicle that can safely avoid collision of an object according to the type of object to be avoided. Yes.

Means for Solving the Problems and Effects of the Invention

  In order to achieve this object, according to the travel control device according to claim 1, the region is virtually set around the vehicle, one end being attached to the vehicle and the other end being located at the outer edge of the region. A virtual region in which a plurality of springs are virtually arranged side by side is set by the setting means. When an object existing around the vehicle detected by the detection means is present in the virtual area, the other end of the spring located at the outer edge of the virtual area is the position of the object in some springs. By calculating the elastic force applied to the spring as it is contracted, the repulsive force applied to the vehicle as a reaction of the elastic force is calculated by the calculating means. And the control accompanying a driving | running | working of a vehicle is performed by a control means as what the calculated repulsive force was added to the vehicle. As a result, when an object exists in the virtual area, a repulsive force is virtually applied to the vehicle so as to avoid a collision with the object, and control associated with the traveling of the vehicle is performed based on the repulsive force. In addition, the vehicle can be run while avoiding the object quickly. Further, as the object is closer to the vehicle, a part of the spring virtually arranged in parallel in the virtual region is greatly contracted by the object. Since the elastic force of the spring increases as the amount of contraction (change amount) of the spring increases, the closer the object is to the vehicle, the greater the repulsive force can be applied to the vehicle. Therefore, there is an effect that the collision with the object can be reliably avoided by the repulsive force that becomes larger as the object is closer to the vehicle.

  According to the travel control device of the first aspect, the parameter of the spring contracted by the object is defined by the defining means in association with the type of the object, and the spring is contracted in the virtual region. The type of the object is specified by the specifying unit. Then, in the calculation means, as a spring parameter used for calculating the repulsive force applied to the vehicle from the spring contracted due to the presence of the object, the definition means defines in association with the type of the object specified by the specification means The set parameters are set by the parameter setting means. Thereby, the parameter of the spring is set according to the type of the object, and the repulsive force applied to the vehicle can be calculated from the contracted spring using the parameter. Depending on the type of the object, it can be increased, or conversely, it can be decreased. Therefore, for objects that must avoid collisions preferentially, a stronger repulsive force can be applied to the vehicle, so it is safe to avoid object collisions according to the type of object to be avoided. There is an effect that can be performed.

  According to the travel control device of the second aspect, in addition to the effect of the travel control device according to the first aspect, the spring constant is defined by the defining means as the spring parameter defined according to the type of the object. For objects that must avoid collisions preferentially, a larger repulsive force can be applied to the vehicle simply by defining a large spring constant. Therefore, there is an effect that it is possible to safely avoid collision of an object according to the type of object to be avoided by simply defining a spring constant corresponding to the type of object. In addition, since the spring constant can be finely set according to the type of the object, the repulsive force applied to the vehicle from the spring can be finely adjusted according to the type of the object.

  According to the travel control device of the third aspect, in addition to the effect produced by the travel control device according to the first or second aspect, the following effect is exhibited. That is, a parameter for changing the number of springs contracted by the object is defined by the defining means as a spring parameter defined according to the type of the object. As a result, for an object for which collision should be avoided preferentially, a stronger repulsive force can be applied to the vehicle by increasing the number of springs contracted by the object. In addition, since the repulsive force increases in proportion to the number of springs, a large repulsive force can be applied to the vehicle by simply increasing the number of springs contracted by the object for which collision should be avoided preferentially. Can be added. Therefore, it is possible to safely avoid collision of an object according to the type of object to be avoided by simply defining a parameter for changing the number of springs to be contracted according to the type of object. effective.

  According to the travel control device of the fourth aspect, in addition to the effect exhibited by the travel control device according to the third aspect, the following effect is exhibited. In other words, the spring virtually arranged in the virtual region includes a first spring whose attachment position is fixed and a plurality of second springs whose attachment positions are movable. The ratio of the second spring contracted by the object is defined by the defining means as a parameter for changing the number of springs contracted, which is defined according to. As a result, when a repulsive force is applied to the vehicle 1 due to the presence of a plurality of objects, the ratio of the second spring contracted by each object is determined according to the type of each object. The repulsive force applied by the presence of each object can be calculated. Therefore, when there are a plurality of objects to be collided, the collision avoiding operation is performed in relation to the objects, so that there is an effect that the collision of the objects can be avoided more safely.

  According to the travel control device of the fifth aspect, in addition to the effect exhibited by the travel control device according to any one of the first to fourth aspects, the following effect is achieved. That is, as a spring parameter defined according to the type of object, a parameter relating to the spring length is defined by the defining means. As a result, for objects that must avoid collisions preferentially, if the parameter is defined so that the spring length is large, the spring will be in a greatly contracted state, so that a stronger repulsive force is applied to the vehicle. Can be made. Therefore, there is an effect that it is possible to safely avoid collision of an object according to the type of object to be avoided by simply defining a parameter relating to the spring length according to the type of object. Further, since the spring length can be finely set according to the type of the object, there is an effect that the repulsive force applied from the spring to the vehicle can be finely adjusted according to the type of the object.

  According to the vehicle of the sixth aspect, since the travel control device according to any one of the first to fifth aspects is provided, the vehicle has the same effect as the travel control device according to the corresponding claim. Play.

It is the schematic diagram which showed typically the vehicle in one Embodiment of this invention. It is explanatory drawing explaining the collision avoidance method of the object in a traveling control apparatus. It is the block diagram which showed the electric structure of the vehicle containing a travel control apparatus. It is the schematic diagram which showed typically the content of the spring setting table memory. (A) is the schematic diagram which showed typically the content of the parameter table memory, (b) is the schematic diagram which showed typically the content of the contact spring memory. It is a flowchart which shows an object avoidance execution process. It is a figure explaining the parameter used when calculating the steering angle of the vehicle which should be taken by the reaction moment force which arises when the repulsive force of vehicles right-and-left direction is applied. (A) is a figure which shows the modification which prescribes | regulates the structure number of the spring shrink | contracted with the target object matched with the kind of various objects with a parameter table, (b) is various according to a parameter table. It is a figure which shows the modification which prescribes | regulates the distribution ratio of the spring shrunk by the target object in association with the object type, and FIG. It is a figure which shows the modification which prescribes | regulates the additional spring length which should be added to the spring length of the spring contracted by a thing.

  DESCRIPTION OF EMBODIMENTS Hereinafter, embodiments for carrying out the present invention will be described with reference to the accompanying drawings. FIG. 1 is a schematic diagram schematically showing a vehicle 1 having a travel control device 100 according to an embodiment of the present invention.

  First, the configuration of the vehicle 1 will be described with reference to FIG. The vehicle 1 is configured to be able to safely avoid collision of an object according to the type of object to be avoided.

  In FIG. 1, the direction indicated by the arrow F indicates the front direction of the vehicle 1. This arrow F similarly indicates the direction indicated by the arrow F as the front direction of the vehicle 1 in other drawings. In the following description, the case where the vehicle 1 travels in the direction of the arrow F is referred to as “forward”, and the case where the vehicle 1 travels in the direction opposite to the direction of the arrow F is referred to as “reverse”.

  The travel control device 100 is a computer device that controls the travel of the vehicle 1. By this traveling control device 100, collision avoidance of an object is safely performed according to the type of the object to be avoided.

  Here, with reference to FIG. 2, an outline of a method for avoiding an object collision in the travel control device 100 will be described. FIG. 2 is an explanatory diagram illustrating an object collision avoidance method in the travel control device 100.

  The travel control device 100 virtually sets (forms) a virtual bumper region 71 around the vehicle 1 as a region for detecting an object that should avoid a collision. It is assumed that the traveling control device 100 configures a virtual bumper by virtually arranging a plurality of springs 72 in the virtual bumper region 71.

  At this time, each spring 72 is arranged in parallel with the virtual bumper region 71 so that the other end is positioned on the outer edge 71a of the virtual bumper region 71 with one end attached to the outer periphery 11 of the vehicle 1. This is assumed in the travel control device 100. Further, it is assumed in the traveling control device 100 that one end of each spring 72 is attached at an interval of 10 cm on the outer periphery 11 of the vehicle 1.

  Further, the springs 72f and 72b disposed in the virtual bumper region 71 on the front side or the rear side of the vehicle 1 are in a state where one end is attached to the front tip (front end) or the rear tip (rear end) of the vehicle 1. The travel control device 100 assumes that the spring is disposed so that the length direction of the spring is parallel to the front-rear direction of the vehicle 1 and the other end is positioned on the outer edge 71a on the front side or the rear side of the vehicle 1.

  The springs 72r and 72l disposed in the virtual bumper region 71 on the right side or the left side of the vehicle 1 are attached to the right side or the left side of the vehicle 1 and the spring length direction is the left or right side of the vehicle 1. It is assumed that the other end of the vehicle 1 is positioned on the right or left outer edge 71a.

  Further, the springs 72fr, 72fl, 72bl, 72br disposed in the virtual bumper region 71 on the right front corner, the left front corner, the left rear corner, and the right rear corner side of the vehicle 1 have one end attached to the corresponding corner portion of the vehicle 1. In a worn state, the springs are arranged such that the length direction of the spring is the front right direction, the left front direction, the left rear direction, or the right rear direction of the vehicle 1, and the other ends are the left front corner, the left rear corner, It is assumed that it is located at the outer edge 71a on the right rear corner side.

  The travel control device 100 determines the position of an object around the vehicle 1 from images acquired by first to fourth cameras 26a to 26d (see FIG. 1) described later provided on the vehicle 1, and follows the following. The repulsive force Fr for avoiding the collision with the object 80 is calculated.

  That is, the traveling control device 100 searches for the spring 73 contracted due to the presence of the object 80 among the springs 72 virtually arranged in parallel in the virtual bumper region 71. Then, if there is a contracted spring 73, the contraction amount d of the spring 73 is determined from the positional relationship between the object 80 and the vehicle 1, assuming that the object 80 exists in the virtual bumper region 71, and the contraction amount d is Based on this, the elastic force Fe generated in the spring 73 is calculated by the following equation (1). In the following formula (1), kn is a spring constant of the spring 73.

Fe = kn × d (1)
As a reaction of the elastic force Fe, the traveling control device 100 is configured such that the repulsive force Fr is applied to the vehicle 73 in the longitudinal direction of the spring 73 at a point on the vehicle 1 to which one end of the spring 73 where the elastic force Fe is generated is attached. It shall be added toward the inside of 1.

  For example, as illustrated in FIG. 2, when the spring 73 contracted by the object 80 is one of the springs 72 f disposed in front of the vehicle 1, the spring 73 f is attached to the vehicle 1 to which the spring 72 f is attached. On the other hand, a repulsive force Fr <b> 1 facing backward with respect to the vehicle 1 is applied to the vehicle 1. Similarly, when the spring 73 is one of the springs 72l and 72fr disposed on the left side or the right front side of the vehicle 1, the vehicle 1 is connected to a point on the vehicle 1 to which the spring 72l or the spring 72fr is attached. In contrast, a repulsive force Fr2 or Fr3 facing right or left rearward is applied to the vehicle 1. That is, a point on the outer periphery 11 of the vehicle 1 to which each spring 72 is attached is an action point to which the repulsive force Fr is applied.

  The traveling control apparatus 100 combines the longitudinal component of the repulsive force Fr applied from each spring 72 (73) (the component in the same direction as the longitudinal direction of the vehicle 1), and adds the vehicle 1 to the center of gravity C of the vehicle 1. The repulsive force Fry in the front-rear direction is calculated. Further, the reaction moment force M applied to the center of gravity C of the vehicle 1 is calculated from the lateral component of the repulsive force Fr applied from each spring 72 (73) (component in the same direction as the lateral direction with respect to the longitudinal direction of the vehicle 1). To do.

  Then, the traveling control device 100 calculates the acceleration of the vehicle 1 generated by the repulsive force Fry based on the repulsive force Fry in the front-rear direction applied to the center of gravity C of the vehicle 1. The travel control device 100 also receives information related to the amount of depression of an accelerator pedal (not shown) provided in the vehicle 1. The travel control device 100 determines a target vehicle speed from the current speed of the vehicle 1, the amount of depression of the accelerator pedal depressed by the driver, and the acceleration of the vehicle 1 generated by the repulsive force Fry in the front-rear direction. And the control signal which shows the vehicle speed which should be made the target is transmitted to the wheel drive device 3 (refer FIG. 1) mentioned later. Thereby, the traveling control of the vehicle 1 is performed so that the vehicle 1 travels at a speed reflecting the acceleration of the vehicle 1 generated by the repulsive force Fry in the front-rear direction.

  The travel control device 100 calculates the steering angle of the vehicle 1 according to the calculated reaction moment force M, and transmits a control signal indicating the steering angle to a steering drive device 5 (see FIG. 1) described later. To do. Thereby, the traveling control of the vehicle 1 is performed so that the vehicle 1 travels at a steering angle reflecting the reaction moment force generated by the repulsive force Fr.

  As described above, in the traveling control device 100, a part of the virtually arranged spring 72 (spring 73) is contracted by the object 80 in order to avoid a collision with an object existing in the virtual bumper region 71. Assuming that the elastic force Fe of the spring 73 is calculated and the repulsive force Fr is applied to the vehicle 1 as the reaction, the speed and steering angle of the vehicle 1 are controlled based on the repulsive force Fr. To do. Thereby, the vehicle 1 can be traveled easily and quickly while avoiding the object 80.

  Further, as the object 80 is closer to the vehicle 1, a part of the spring 72 (spring 73) that is supposedly arranged in the virtual bumper region 71 is largely contracted by the object 80. The elastic force Fe of the spring increases as the amount of contraction (contraction) of the spring increases. Therefore, the closer the object 80 is to the vehicle 1, the greater the repulsive force Fr can be applied to the vehicle 1. Therefore, the collision with the object 80 can be reliably avoided by the repulsive force Fr that increases as the object 80 is closer to the vehicle 1.

  In addition, information indicating the rotational angular velocity of the steering wheel 13 is also input to the travel control device 100 from a steering wheel 13 (see FIG. 1) which is provided on the vehicle 1 and is rotated by the driver. When the reaction force Fr is not virtually applied to the vehicle 1, that is, when there is no object in the virtual bumper region 71, the travel control device 100 is obtained by integrating the rotational angular velocity of the steering wheel 13. The steering angle of the vehicle 1 is determined according to the steering angle of the steering wheel 13, and a control signal indicating the steering angle is transmitted to the steering drive device 5.

  Returning to FIG. 1, the description of the configuration of the vehicle 1 will be continued. In addition to the travel control device 100, the vehicle 1 includes a plurality of (four wheels in this embodiment) wheels 2FL, 2FR, 2RL, 2RR, and a part of these wheels 2FL-2RR (in this embodiment, A wheel drive device 3 that rotationally drives the left and right front wheels 2FL, 2FR), a steering device 6 that steers a part of the wheels 2FL-2RR (in this embodiment, the left and right front wheels 2FL, 2FR), and steering drive The apparatus 5 mainly includes a steering wheel 13 that receives an instruction of the steering direction of the vehicle 1 from the driver, and first to fourth cameras 26 a to 26 d around the vehicle 1.

  The wheels 2FL and 2FR are left and right front wheels disposed on the front side of the vehicle 1 and are configured as driving wheels that are rotationally driven by the wheel driving device 3. On the other hand, the wheels 2RL and 2RR are left and right rear wheels disposed on the rear side of the vehicle 1, and are configured as driven wheels that are driven as the vehicle 1 travels.

  The wheel drive device 3 applies rotational driving force to the left and right front wheels 2FL, 2FR, and is connected to the left and right front wheels 2FL, 2FR via a differential gear (not shown) and a pair of drive shafts 31. . The wheel drive device 3 applies a rotational driving force to the left and right front wheels 2FL and 2FR via the drive shaft 31 based on a control signal notified from the travel control device 100 and indicating a target vehicle speed. Thereby, the vehicle 1 travels at a speed corresponding to the vehicle speed notified from the travel control device 100.

  The wheel drive device 3 receives a control signal indicating the acceleration of the vehicle 1 generated by the repulsive force Frf in the longitudinal direction of the vehicle 1 of the repulsive force Fr calculated by the travel control device 100 from the travel control device 100, The vehicle speed to be targeted is calculated from the acceleration of the vehicle 1, the amount of depression of the accelerator pedal depressed by the driver, and the current speed of the vehicle 1, so that the vehicle speed to be the target is obtained. A rotational driving force may be applied to the left and right front wheels 2FL and 2FR via the drive shaft 31.

  The steering drive device 5 is a device for steering the left and right front wheels 2FL, 2FR, and includes an electric motor 5a (see FIG. 3) that applies a rotational drive force to the steering device 6. The steering device 6 mainly includes a steering shaft 61, a hook joint 62, a steering gear 63, a tie rod 64, and a knuckle arm 65. In the steering device 6, the steering gear 63 is configured by a rack and pinion mechanism including a pinion (not shown) and a rack (not shown).

  When the steering drive device 5 receives a control signal indicating the steering angle of the vehicle 1 from the travel control device 100, the steering drive device 5 drives the electric motor 5 a according to the steering angle, and the rotational driving force of the electric motor 5 a is the steering of the steering device 6. Applied to the shaft 61. The rotational driving force is transmitted to the hook joint 62 through the steering shaft 61, the angle is changed by the hook joint 62, and is transmitted to the pinion of the steering gear 63 as a rotational motion. Then, the rotational motion transmitted to the pinion is converted into a linear motion of the rack. When the rack moves linearly, the tie rods 64 connected to both ends of the rack move, and the front wheels 2FL, 2FR are moved via the knuckle arm 65. Steered. Thus, in the vehicle 1, the front wheels 2FL and 2FR are steered at the steering angle instructed from the traveling control device 100.

  The steering wheel 13 receives an instruction of the steering direction of the vehicle 1 by being rotated by a passenger of the vehicle 1. When the steering wheel 13 is rotated by the passenger, the steering wheel 13 transmits the rotation angular velocity to the travel control device 100. Note that the steering wheel 13 may transmit the rotation angle rotated by the passenger to the travel control device 100. Then, the traveling control device 100 may calculate the rotational angular velocity by differentiating the rotational angle acquired from the steering wheel 13.

  The first to fourth cameras 26a to 26d are imaging devices for imaging the surroundings of the vehicle 1, and are constituted by digital cameras on which imaging elements such as a CCD image sensor and a CMOS image sensor are mounted. Each of the first to fourth cameras 26 a to 26 d converts the captured image into image data and outputs the image data to the travel control device 100.

  The first camera 26 a is disposed at the front center of the vehicle 1, the second camera 26 b is disposed at the rear center of the vehicle 1, and the third camera 26 c is a side mirror (not shown) on the right side surface of the vehicle 1. The fourth camera 26d is disposed on a side mirror (not shown) on the left side surface of the vehicle 1. In the present embodiment, four first to fourth cameras 26 a to 26 d capture an image of a range of at least 30 m in the front-rear direction of the vehicle 1 with the vehicle 1 as the center and at least 15 m in the left-right direction of the vehicle 1 with the vehicle 1 as the center. It is configured to be possible. The range that can be imaged by the first to fourth cameras 26a to 26d may be set as appropriate.

  Each of the first to fourth cameras 26 a to 26 d converts the captured image into image data and outputs the image data to the travel control device 100. The image data output to the travel control device 100 is analyzed by the travel control device 100, and an object existing around the vehicle 1 and the position of the object with respect to the vehicle 1 are detected. Then, based on the detected position of the object, it is determined whether or not the object exists in the virtual bumper area 71. When an object is present in the virtual bumper region 71, the travel control device 100 searches for a spring 73 (see FIG. 2) that contracts from the position of the object, and calculates an elastic force applied to the spring 73. Thus, a repulsive force applied to the vehicle 1 is required.

  Next, a detailed configuration of the travel control device 100 will be described with reference to FIG. FIG. 3 is a block diagram showing an electrical configuration of the vehicle 1 including the travel control device 100.

  The travel control device 100 includes a CPU 91, a flash memory 92, and a RAM 93, which are connected to an input / output port 95 via a bus line 94. The input / output port 95 is connected to the wheel drive device 3, the steering drive device 5, the steering wheel 13, the first to fourth cameras 26 a to 26 d, and other input / output devices 99.

  The CPU 91 performs calculations for controlling the wheel drive device 3 and the steering drive device 5 based on various information transmitted from the steering wheel 13 connected to the input / output port 95, the first to fourth cameras 26a to 26d, and the like. Device.

  The flash memory 92 is a rewritable nonvolatile memory for storing a control program executed by the CPU 91, fixed value data, and the like. The flash memory 92 is provided with a program memory 92a, a spring setting table memory 92b, and a parameter table memory 92c.

  The program memory 92a is an area on the flash memory 92 in which various programs executed by the CPU 91 are stored. Each program for causing the CPU 91 to execute an object avoidance execution process shown in the flowchart of FIG. 6 to be described later is stored in the program memory 92a. The CPU 91 executes various processes in accordance with the programs stored in the program memory 92a, so that the vehicle 1 travels so that the object collision can be safely avoided according to the type of the object to be avoided. Control.

  The spring setting table memory 92 b is a memory that stores information related to a plurality of springs 72 virtually arranged in parallel in the virtual bumper region 71. Here, the details of the spring setting table memory 92b will be described with reference to FIG. FIG. 4 is a schematic diagram schematically showing the contents of the spring setting table memory 92b.

  As shown in FIG. 4, the spring setting table memory 92 b associates each spring 72 with the spring number n that is identification information of the spring 72 as information on the spring 72 arranged in parallel with the virtual bumper memory 71. The action point X coordinate Xpn, action point Y coordinate Ypn, outline X coordinate Xcn, outline Y coordinate Ycn, attachment angle αn, and spring length Lvbn of the spring indicated by the number n are stored.

  The spring number n is information for identifying each spring arranged in parallel. In the present embodiment, the spring number n of the spring on the rightmost side of the spring 72f attached to the front end of the vehicle 1 is set to 1, and the springs with respect to the springs 72 are sequentially counterclockwise from the spring of the spring number 1. While increasing the number n by one, the spring number n is assigned.

  The action point X coordinate Xpn and the action point Y coordinate Ypn indicate the coordinates of the point at which one end of the spring of the spring number n is attached to the vehicle 1, that is, the action point at which the repulsive force Fr of the spring acts. is there. In the present embodiment, the longitudinal axis in the center of the vehicle 1 is the Y axis (the forward direction of the vehicle 1, that is, the direction indicated by the arrow F is the positive direction), and the left and right axis passing through the center of gravity of the vehicle 1 (the axis parallel to the rear wheel axis). Is the X axis (the right direction of the vehicle 1 is the positive direction), and the action point X coordinate Xpn and the action point Y coordinate Ypn are represented in a coordinate system with the intersection of the X axis and the Y axis as the origin.

  The outer X coordinate Xcn and the outer Y coordinate Ycn indicate the coordinates of the other end of the spring 72 with the spring number n, that is, the other end located on the outer periphery of the virtual bumper region 71. In the present embodiment, the outline X coordinate Xcn and the outline Y coordinate Ycn are represented in the same coordinate system as the action point X coordinate Xpn and the action point Y coordinate Ypn.

  The attachment angle αn indicates the attachment angle of the spring 72 with the spring number n with respect to the vehicle 1. Here, an angle formed by a half straight line extending in the right direction of the vehicle 1 from the longitudinal axis at the center of the vehicle 1 and a straight line connecting one end and the other end of each spring 72 is defined as an attachment angle αn.

  That is, the attachment angle αn of the spring 72f disposed on the front side from the front end of the vehicle 1 is 90 °. Further, a spring 72l disposed on the left side from the left side surface of the vehicle 1, a spring 72b disposed on the rear side from the rear end of the vehicle 1, and a spring 72r disposed on the right side from the right side surface of the vehicle 1, respectively. The mounting angle αn is 180 °, 270 °, and 0 °.

  Further, a spring 72fr disposed in the right front direction from the right front corner of the vehicle 1, a spring 72fl disposed in the left front direction from the left front corner of the vehicle 1, and a spring disposed in the left rear direction from the left rear corner of the vehicle 1. 72bl, the mounting angle αn of the spring 72br disposed in the right rear direction from the right rear corner of the vehicle 1 is 0 to 90 °, 90 ° to 180 °, 180 ° to 270 °, and 270 ° to 360 °, respectively. Within this range, the angle is determined by the following equation (2).

αn = tan ⁻¹ ((Ypn−Ycn) / (Xpn−Xcn)) (2)
The spring length Lvbn indicates the natural length of the spring 72 with the spring number n (the length of the spring 72 when the spring 72 is not expanded or contracted). It should be noted that the spring length Lvbn of each spring 72 is an action point (point indicated by action point X coordinate Xpn and action point Y coordinate Ypn) to which one end of the spring 72 is connected, and an outline X where the other end of the spring 72 is located. This is the distance from the point indicated by the coordinate Xcn and the outline Y coordinate Ycn.

  Returning to FIG. 3, the description will be continued. The parameter table memory 92c is a memory that stores a parameter table that defines spring constants to be applied to the springs 73 contracted by the objects in association with the types of the various objects.

  Here, the details of the parameter table memory 92c will be described with reference to FIG. FIG. 5A is a schematic diagram schematically showing the contents of the parameter table memory 92c. The parameter table memory 92c defines a spring constant in association with the type of the object 80 (hereinafter referred to as “target object”) that is symmetrical for collision avoidance.

  The objects are divided into “first classification” and “second classification”, and the types roughly divided by the first classification are further subdivided by the second classification. For example, the first classification is divided into “human”, “wall”, “car”,. “Human” is further subdivided into “adult” and “children / elderly people” as a second classification, and “car” is subdivided into “normal car” and “large car”.

And the spring constant is prescribed | regulated corresponding to the classification of the target object divided by the 1st classification and the 2nd classification. For example, in the "adult" in the "human", the spring constant _{K human1} is associated, to the "children and the elderly" of "human beings", the spring constant _{K human2} is associated with. A spring constant K _wall is associated with a “wall” that does not have the second classification.

  When the traveling control device 100 (CPU 91) determines that the object 80 exists in the virtual bumper area 71, the type of the object 80 is determined using the image data of the images captured by the first to fourth cameras 26a to 26d. The object 80 is recognized and identified, and the spring constant corresponding to the type of the object is read from the parameter table memory 92c with the object 80 as the object of collision avoidance. Then, the read spring constant is applied to the spring 73 contracted by the object, and the repulsive force applied to the vehicle 1 by the spring 73 is calculated using the above-described equation (1).

  Returning to FIG. 3, the description will be continued. The RAM 93 is a rewritable volatile memory, and is a memory for temporarily storing various data when the control program executed by the CPU 91 is executed. The RAM 93 is provided with a contact spring memory 93a.

  The contact spring memory 93 a is a memory for storing the spring number of the spring 73 that contracts in contact with the object 80 (target object) existing in the virtual bumper region 71. Here, the details of the contact spring memory 93a will be described with reference to FIG. FIG. 5B is a schematic diagram schematically showing the contents of the contact spring memory 93a.

  In the contact spring memory 93a, for each object existing in the virtual bumper region 71, the spring number of the spring 73 contracted in contact with the object is stored as a contact spring number in association with the type of the object. To do.

  When the traveling control device 100 (CPU 91) determines that the object 80 (target object) exists in the virtual bumper region 71, the type of the target object is recognized and identified for each target object. Each object is associated with the spring 73 in contact with the object, and the spring number of the spring 73 associated with the object is set as the contact spring number and associated with the type of the object. And stored in the contact spring memory 93a. For example, in the example shown in FIG. 5B, “6” and “7” are stored as contact spring numbers in association with the object type “human, adult”, and correspond to the object type “wall”. In addition, “14”, “15”, “16”, and “17” are stored as contact spring numbers.

  Thereby, it is shown that the spring 73 with the spring numbers “6” and “7” is contracted by the adult human, and the spring 73 with the spring numbers “14” to “16” is contracted by the wall. Is shown.

The travel control device 100 (CPU 91) sets a spring constant to be applied to the type of the object associated with the contact spring number for the spring 73 of the contact spring number stored in the contact spring memory 93a in the parameter table memory 92c. And apply the read spring constant. In the example of FIG. 5B, the spring constant K _human1 is applied to the springs 73 having the spring numbers “6” and “7”, and the springs 73 having the spring numbers “14” to “16” are Apply the spring constant K _wall . Then, using the applied spring constant, the repulsive force from each spring 73 is calculated by the above-described equation (1).

  Next, an object avoidance execution process executed by the CPU 91 of the travel control device 100 mounted on the vehicle 1 will be described with reference to the flowcharts and schematic diagrams of FIGS. First, FIG. 6 is a flowchart showing the object avoidance execution process.

  The object avoidance process is a process executed by the CPU 91 at a predetermined time interval (50 milliseconds in the present embodiment). When the object 80 exists in the virtual bumper area 71, the object avoidance process is virtually performed in the virtual bumper area 71. Assuming that some of the plurality of springs 72 (springs 73) arranged in parallel are contracted by the object 80, a repulsive force Fr is applied to the vehicle 1 as a reaction of the elastic force Fe generated in the springs 73, and the vehicle 1 travels. This is a process for avoiding a collision with an object by controlling.

  When the object avoidance process is executed, the CPU 91 first uses the object 80 existing around the vehicle 1 and the vehicle 1 as a reference from the image data of the images captured by the first to fourth cameras 26a to 26d. The position of the object 80 is determined (S11). Next, from the position of the object 80 determined in the process of S11 and the spring information of each spring 72 stored in the spring setting table memory 92b, the presence of the object 80 causes the virtual bumper area 71 to virtually exist. The contracted spring 73 is searched from the juxtaposed springs 72 (S12).

  Then, as a result of the process of S12, it is determined whether or not there is a contracted spring 73 (S13). As a result, if there is no contracted spring 73 (S13: No), it is determined that there is no object 80 in the virtual bumper region 71, and the object avoidance execution process is terminated as it is.

  On the other hand, if it is determined that there is a contracted spring 73 (S13: Yes), it can be determined that there is an object 80 in the virtual bumper region 71, so the processing of S14 to S22 described below is executed, The traveling of the vehicle 1 is controlled so as to avoid 80.

  First, the object 80 whose spring is contracted is set as a collision avoidance target, and the type of the target is recognized and identified using image data of images captured by the first to fourth cameras 26a to 26d. Judgment is made (S14). When there are a plurality of objects, the type of all objects is determined.

  Next, for each object whose type is determined in the process of S14, the object is associated with the spring 73 in contact with the object, and the contact spring number is associated with the type of the object and stored in the contact spring memory 93a. (S15).

  Next, with respect to the spring 73 of the contact spring number stored in the contact spring memory 93a, a spring constant applied to the type of the object with which the spring 73 is in contact is read from the parameter table memory 92c, and the read spring A constant is applied (S16). Then, using the applied spring constant, the repulsive force Fr from each spring 72 (73) is calculated by the above-described equation (1) (S17).

  Accordingly, the spring constant of the spring 73 that is in contact with the object is set according to the type of the object, and the repulsive force applied to the vehicle from the contracted spring 73 can be calculated using the spring constant. Therefore, by appropriately defining a spring constant according to the type of the object, the repulsive force Fr applied to the vehicle due to the presence of the object is increased or decreased according to the type of the object. be able to. Therefore, for objects that must avoid collisions preferentially, a stronger repulsive force can be applied to the vehicle, so that object collisions can be safely performed according to the type of object to be avoided. Avoidance can be done.

  In addition, since the spring constant corresponding to the type of the object is defined, for the object that should avoid collision preferentially, a larger repulsive force Fr is applied to the vehicle 1 simply by defining a large spring constant. Can be added.

For example, “human, child / old man” as an object is an object that should be preferentially avoided. Therefore, for this “human, child / old man”, a very strong repulsive force Fr can be applied to the vehicle 1 from the child or old man simply by defining the spring constant K _human2 larger than other objects. Collisions can be avoided by giving priority to children and the elderly.

  Further, since the spring constant can be finely set according to the type of the object, the repulsive force Fr applied from the spring 73 to the vehicle 1 can be finely adjusted according to the type of the object.

  Subsequently, the front-rear direction repulsive force Fry applied to the center of gravity C of the vehicle 1 is calculated by synthesizing the front-rear direction component of the repulsive force Fr applied from each spring 72 (spring 73) calculated in the process of S17. . (S18). And the acceleration a of the vehicle 1 is calculated by the following formula | equation (3) (S19).

a = Fry / m (3)
Here, m is the weight (mass) of the vehicle 1.

  In the subsequent process of S20, the reaction moment force M applied to the center of gravity C of the vehicle 1 is calculated from the left-right direction component of the repulsive force Fr applied from each spring 72 (73) calculated in the process of S27 during forward travel. (S20).

  Then, the steering angle δf of the vehicle 1 is calculated from the calculated reaction moment force M by the following formula (S21).

なお、車両１が前進する場合、後進する場合のいずれにおいても、その車両速度が毎秒０．５ｍ以下である場合、次の式（４）により、車両１の操舵角δｆを算出する。

Note that, when the vehicle 1 moves forward and when the vehicle moves backward, if the vehicle speed is 0.5 m or less per second, the steering angle δf of the vehicle 1 is calculated by the following equation (4).

δf = −M / (2 · Kf · Lf) (4)
Here, the meaning of various parameters used in the equations [Equation 1] and Equation (4) will be described with reference to FIG. FIG. 7 is a diagram for explaining parameters used in calculating the steering angle δf of the vehicle 1 that can be taken by the reaction moment force.

  First, Lf is the distance between the front wheel axis and the center of gravity of the vehicle 1, and Lr is the distance between the rear wheel axis and the center of gravity of the vehicle 1. Kf is the front wheel equivalent cornering stiffness, and Kr is the rear wheel equivalent cornering stiffness. β is the side slip angle of the vehicle 1 at the position of the center of gravity, and γ is the yaw rate of the vehicle 1. V is the vehicle speed. In FIG. 10, δr is the steering angle at the rear wheel, but the vehicle 1 in the present embodiment can handle only the front wheel, so that δr is treated as 0.

  Returning to FIG. When the process of S21 is completed, the process of S22 is subsequently executed. In the process of S22, the vehicle speed to be targeted is determined from the acceleration a calculated by the process of S19, the current speed of the vehicle 1, and the depression amount of the accelerator pedal depressed by the driver. A control signal indicating the vehicle speed to be transmitted is transmitted to a wheel drive device 3 (see FIG. 1) described later. In the process of S22, a control signal indicating the steering angle δf calculated by the process of S21 is transmitted to the steering drive device 5 (see FIG. 1) described later. Then, after the process of S22 ends, the object avoidance execution process ends.

  By the processing of S22, the traveling control of the vehicle 1 is performed such that the vehicle 1 travels at a speed reflecting the acceleration of the vehicle 1 generated by the repulsive force Fry in the front-rear direction. In addition, the travel control of the vehicle 1 is performed so that the vehicle 1 travels at a steering angle that reflects the reaction moment force M generated by the repulsive force in the left-right direction. Therefore, the vehicle 1 can travel easily and quickly while avoiding the object 80.

  As described above, the present invention has been described based on the embodiments, but the present invention is not limited to the above-described embodiments, and various improvements and modifications can be easily made without departing from the spirit of the present invention. It can be guessed. For example, the numerical values given in the above embodiments are examples, and other numerical values can naturally be adopted.

  In the above-described embodiment, the case where the spring constant applied to the spring 73 contracted by the object (target object) is defined by the parameter table 92c in association with the type of the various objects (target object) has been described. The present invention is not limited to this, and various parameters relating to the spring may be defined in association with the types of various objects (objects) by the parameter table 92c. Then, as a parameter of the spring contracted by the object (object), a parameter defined in association with the type of the object in the parameter table 92c may be set.

Here, with reference to FIG. 8, an example of spring parameters defined by the parameter table 92c in association with the types of various objects (objects) will be described. First, FIG. 8A shows an example in which the parameter table 92c defines the number of springs (the number of springs) N that are contracted by the object in association with the types of the various objects (objects). Yes. In this example, when the spring of the spring number n is contracted by, for example, a wall, the spring of the spring number n is assumed to be constituted by N _wall springs, and the repulsion applied to the vehicle 1 by the spring is performed. The force Fr is calculated by the following equation (5). In the following formula (5), d is the amount of contraction of the spring, and kn is the spring constant of the spring with the spring number n.

Fr = N _wall × kn × d (5)
As a result, with respect to an object for which collision should be avoided preferentially, a stronger repulsive force is applied to the vehicle 1 by increasing the number N of springs 73 (spring number) contracted by the object. Can be made. In addition, since the repulsive force increases in proportion to the number of springs 73 of the spring 73, a large repulsive force can be generated by simply increasing the number of springs contracted by the object for which the collision should be avoided. 1 can be added. Therefore, by simply defining a parameter for changing the number of springs to be contracted according to the type of the object, it is possible to safely avoid the collision of the object according to the type of the object to be avoided.

  FIG. 8B shows an example in which the distribution ratio (spring distribution ratio) r of the spring contracted by the object is defined by the parameter table 92c in association with the type of various objects (objects). ing. In this example, the spring 72 attached to the virtual bumper region 71 includes a first spring in which the attachment position (action point) to the vehicle 1 is fixed, and the attachment position (action point) to the vehicle 1 is movable. The case where it comprises with 2 springs is assumed. And when a target object exists in the virtual bumper area | region 71, all the 2nd springs provided in the virtual bumper area | region 71 shall be contacted and contracted by a target object. The spring distribution ratio r is a ratio that distributes the second spring that is in contact with each object to each object when two or more objects exist in the virtual bumper region 71.

For example, when an adult and a normal vehicle are present in the virtual bumper region 71, the number N _human1 of the second spring that comes into contact with the adult and the number N _{vehicle1 of} the second spring that comes into contact with the normal vehicle are _expressed by the following equations: Calculated by (6) and (7), and the respective number of second springs are distributed to each object. In the following formulas (6) and (7), N2 is the total number of second springs.

N _human1 = r _human1 × N2 / (r _human1 + r _vehicle1 ) (6)
N _vehicle1 = r _vehicle1 × N2 / (r _human1 + r _vehicle1 ) (7)
Thus, when the repulsive force Fr is applied to the vehicle 1 due to the presence of a plurality of objects, the distribution ratio of the second springs contracted by each object is determined according to the type of each object. The repulsive force Fr applied by the presence of each object can be calculated in relation to the object. Therefore, when there are a plurality of objects to be subjected to collision avoidance, the collision avoidance operation is performed in relation to the objects, so that the object collision avoidance can be performed more safely.

FIG. 8C shows a spring length (added spring length) to be added to the spring length Lvbn of the spring contracted by the object in association with the type of various objects (objects) by the parameter table 92c. The example which prescribes | regulates L is shown. In this example, when the spring of the spring number n is contracted by a wall, for example, the length of L _wall is added to the spring length Lvbn of the spring number n, and the spring is added by the added spring length. It is assumed that the spring with the number n is configured and the spring with the spring number n having the added spring length is contracted by the object. Thereby, the repulsive force Fr applied to the vehicle 1 by the spring can be calculated by the following equation (8). In the following formula (8), d is the amount of contraction of the spring of spring number n in the spring length before addition, and kn is the spring constant of the spring of spring number n.

Fr = kn × (d + L _wall ) (8)
As a result, for an object for which collision should be avoided preferentially, if the additional spring length is defined so as to have a large spring length, the spring is greatly contracted, and therefore a stronger repulsive force Fr. Can be added to the vehicle 1. Therefore, it is possible to safely avoid collision with the object according to the type of the object to be avoided by simply defining the additional spring length according to the type of the object. Further, since the spring length can be finely set according to the type of the object, the repulsive force Fr applied from the spring 73 to the vehicle 1 can be finely adjusted according to the type of the object.

In the example of FIG. 8C, the case has been described in which the spring length (added spring length) L to be added to the spring length Lvbn of the spring contracted by the object is defined. The coefficient KL to be multiplied may be defined for each type of object. For example, when the spring of the spring number n is contracted by a wall, the spring length Lvbn of the spring number n is multiplied by a coefficient KL _wall associated with the _wall , and the spring multiplied by the coefficient Assuming that the spring having the spring number n is constituted by the length, the repulsive force Fr when the spring is contracted by the object may be calculated.

  Further, in the above embodiment and the modification shown in FIG. 8, the parameter table 92c is associated with the type of various objects (target objects) and is applied to the spring 73 contracted by the objects (target objects). Has been described with respect to one type (spring constant, number of springs, spring distribution ratio, added spring length, etc.). However, it is not always necessary to have one type, and two or more parameters can be used for various objects (objects). It may be specified in association with the type and applied to the spring 73. For example, the spring constant and the number of springs may be defined in association with the types of various objects (objects) and applied to the spring 73. Since the spring constant can be finely set according to the type of the object, the repulsive force Fr applied from the spring 73 to the vehicle 1 can be finely adjusted according to the type of the object, while the number of springs contracted by the object is increased. By simply doing, a large repulsive force Fr can be applied to the vehicle. Therefore, the spring constant and the number of springs are associated with the types of various objects (objects), and the repulsive force Fr applied to the vehicle 1 can be finely adjusted over a wide range according to the type of the specified object.

  In the above embodiment, the case where the virtual bumper region 71 has an elliptical shape has been described. However, the shape is not necessarily limited to this, and may be an arbitrary shape. For example, an intersection of the front-rear axis in the center of the vehicle 1 and the front wheel axis of the vehicle 1 and a fan-shaped area centering on the intersection of the front-rear axis and the rear wheel axis of the vehicle 1 The shape provided in the direction may be used as the reference shape of the virtual bumper region 71.

  In the above-described embodiment, the virtual bumper region 71 is predetermined and fixed. However, the present invention is not necessarily limited to this, and depending on the steering, speed, and acceleration of the vehicle 1 or the vehicle The present invention can be applied even if the virtual bumper region 71 is formed at any time according to the condition of the road on which 1 runs.

  In the virtual bumper region 71 in the above embodiment, the action points where the repulsive force Fr acts are dispersed on the outer periphery of the vehicle 1, and the spring 72 is virtually moved from the dispersed action points toward the outer edge 71 a of the virtual bumper region 71. Although the case where they are arranged side by side has been described, the present invention is not necessarily limited to this, and a plurality of points of action on which the repulsive force Fr acts are concentrated on one or a plurality of points on the vehicle 1, and a plurality of points are arranged in the virtual bumper region 71. The springs 72 may be provided side by side. For example, the intersection point between the front and rear shafts in the center of the vehicle 1 and the front wheel axis of the vehicle 1 and the intersection point between the front and rear shafts and the rear wheel shaft of the vehicle 1 are set as the action points where the repulsive force Fr acts. One end of the spring 72 may be attached and the spring 72 may be juxtaposed with the virtual bumper region 71.

  In the above embodiment, when the repulsive force Fr is applied to the vehicle 1 by the object 80 present in the virtual bumper region 71, the steering angle δf calculated based on the steering angle of the front wheels 2FL and 2FR based on the repulsive force Fr As described above, the case where the travel control device 100 controls the steering drive device 5 has been described. However, the vehicle 1 is provided with a drive device that applies a rotational force to the steering wheel 13, and the travel control device 100 controls the drive device. A rotational force corresponding to the magnitude of the steering angle δf may be applied to the steering wheel 13 in the direction of the steering angle δf. The driver can avoid the collision with the object 80 by rotating the steering wheel 13 with the rotational force applied to the steering wheel 13.

  In each of the above-described embodiments, the case where the first to fourth cameras 26a to 26d are mounted and the peripheral information of the vehicle 1 is acquired has been described. However, as a means for acquiring the peripheral information, a stereo camera and an infrared camera are used. Alternatively, various radars such as millimeter wave radar, laser radar, UWB (Ultra Wide Band) radar, and sonar may be used. Further, the position information of the object may be acquired by road-to-vehicle communication that is communication between the road and the vehicle or vehicle-to-vehicle communication by communication with another vehicle. A combination of these may also be used.

  For example, the laser radar checks the periphery of the vehicle 1 based on the presence or absence of the reflection, the direction in which the reflection is detected, and the time from when the laser beam is irradiated until the reflection is detected. The shape of roads and objects in The traveling control device 100 uses this laser radar to map the shape of an object or the like existing around the vehicle 1 from the detection result of the reflection of the laser beam irradiated by the laser radar, and based on that, maps the position of the object Or the like may be detected.

  In each of the above embodiments, the case where the steering device 5 is configured as a rack and pinion type steering gear has been described. However, the present invention is not necessarily limited to this, and other steering gear mechanisms such as a ball nut type may be employed. Is of course possible.

1 vehicle 26a-26d 1st-4th camera (detection means)
92a setting means 92c parameter table memory (definition means)
100 travel control device S16 (parameter setting means)
S17 (Calculation means)
S22 (control means)

Claims (6)

A setting means for setting a virtual region which is virtually set around the vehicle, wherein one end is attached to the vehicle and the other end is virtually juxtaposed with a plurality of springs positioned on the outer edge of the region; ,
Detecting means for detecting an object existing around the vehicle;
Due to the object detected by the detecting means and existing in the virtual area set by the setting means, the other end of the spring located at the outer edge of the virtual area in some springs is the object. A calculation means for calculating a repulsive force applied to the vehicle as a reaction of the elastic force by calculating an elastic force applied to the spring,
Control means for performing control associated with travel of the vehicle, assuming that the repulsive force calculated by the calculation means is applied to the vehicle;
Definition means for defining parameters of a spring contracted by the object in association with the type of the object;
A specifying means for specifying a type of an object having a spring contracted in the virtual region;
In the calculation means, the spring parameter used to calculate the repulsive force applied to the vehicle from the spring contracted due to the presence of the object is associated with the type of the object specified by the specifying means. And a parameter setting means for setting the parameter defined by the defining means.   2. The travel control apparatus according to claim 1, wherein the defining means defines a spring constant as a spring parameter defined according to the type of the object.   The definition means defines a parameter for changing the number of springs contracted by the object as a spring parameter defined according to the type of the object. The travel control device described in 1. The spring virtually arranged in the virtual region includes a first spring whose attachment position is fixed, and a plurality of second springs whose attachment positions are movable,
The defining means defines a ratio of the second spring contracted by the object as a parameter for changing the number of springs contracted, which is defined according to the type of the object. The travel control device according to claim 3.   The travel control device according to any one of claims 1 to 4, wherein the defining means defines a parameter relating to a spring length as a spring parameter defined according to a type of an object.   A vehicle comprising the travel control device according to claim 1.

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