JP2014071852A - Operation support system and operation support method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an operation support system that has a simple constitution using a few sensors, has a low operation load, and can reliably execute contact determination with an obstacle by narrowing a dead angle, and provide an operation support method.SOLUTION: An operation support system includes: an obstacle detection unit that has a predetermined detection area in a vehicle periphery, and detects a distance to an obstacle in the detection area with an ultrasonic sensor; an obstacle shape setting unit that sets the assumed shape of the obstacle as a virtual shape on the basis of the distance to the obstacle detected by the obstacle detection unit and the predetermined detection area; a contact determination unit that performs contact determination of a vehicle and the virtual shape of the obstacle set by the obstacle shape setting unit; and a notification unit that performs notification for contact avoidance to a driver of the vehicle on the basis of the contact determination result of the contact determination unit.

Description

  The present invention relates to a driving support system and a driving support method that are applied to a vehicle, detect an obstacle around the vehicle, and support driving based on a result of contact determination with the obstacle.

  2. Description of the Related Art Conventionally, there has been known an obstacle detection device in which sensors such as ultrasonic sensors are provided at the front and rear of a vehicle, and obstacles existing around the vehicle are detected based on signals from the sensors. In addition, when an obstacle is detected, a driving support device that supports driving by notifying the driver of the possibility of contact with the obstacle according to the relative position between the obstacle and the vehicle is known. .

  Here, the ultrasonic sensor detects only the distance from the sensor position to the nearest obstacle within a predetermined detection area. Therefore, when the detection area of the sensor is expanded, there is a problem that it is impossible to identify the position around the vehicle where the obstacle is located.

  On the other hand, in order to identify the position of the obstacle, it is necessary to narrow the detection area of the sensor. However, if the detection area is narrowed, the blind spot becomes large and the obstacle cannot be detected. It was. Furthermore, if a large number of sensors are arranged all around the vehicle in order to eliminate blind spots, there is a problem that the cost increases.

  Therefore, in order to solve such problems, the relative position between the obstacle and the vehicle is specified using an ultrasonic sensor having a detection angle (detection area) as narrow as possible in the horizontal plane, and the amount and direction of movement of the vehicle are determined. Based on this, an obstacle detection apparatus that updates the specified relative position has been proposed (see, for example, Patent Document 1).

  Further, the turning direction of the vehicle at the time of the backward start of the vehicle accompanying turning is acquired as direction information, and boundary information representing the boundary between the region where the vehicle can move and the region where the obstacle exists on both sides of the vehicle is calculated. A driving support device has been proposed that sets a target area based on direction information, detects obstacles on both sides of the vehicle using an ultrasonic sensor, and calculates boundary information in the target area (for example, , See Patent Document 2).

JP 2003-114276 A JP 2012-56428 A

However, the prior art has the following problems.
In the conventional obstacle detection device and driving support device, it is necessary to narrow the detection area of the sensor in order to specify the relative position between the obstacle and the vehicle existing around the vehicle using the ultrasonic sensor. The problem of growing will remain.

  That is, the detected obstacle can be continuously monitored even after the obstacle is removed from the detection area by updating the relative position between the obstacle and the vehicle based on the moving amount and moving direction of the vehicle. However, if the blind spot is large, there is a problem that an obstacle present in the blind spot cannot be detected in the first place.

  The present invention has been made to solve the above-described problems, and has a simple configuration with a small number of sensors, a small calculation load, a small blind spot, and reliable contact determination with an obstacle. An object of the present invention is to obtain a driving support system and a driving support method.

  The driving support system according to the present invention has a predetermined detection area around the vehicle, and an obstacle detection unit that detects the distance to the obstacle in the detection area using an ultrasonic sensor, and an obstacle detection unit The obstacle shape setting unit that sets the assumed obstacle shape as a virtual shape based on the distance to the obstacle and the predetermined detection area, and the obstacle virtual set by the obstacle shape setting unit A contact determination unit that performs contact determination between the shape and the vehicle, and a notification unit that performs notification for avoiding contact to the driver of the vehicle based on a result of contact determination by the contact determination unit.

  The driving support method according to the present invention includes an obstacle detection step for detecting a distance to an obstacle using an ultrasonic sensor within a predetermined detection area around the vehicle, and an obstacle detected by the obstacle detection step. An obstacle shape setting step for setting an assumed obstacle shape as a virtual shape based on a distance to the object and a predetermined detection area, and the virtual shape of the obstacle set by the obstacle shape setting step and the vehicle A contact determination step for determining contact with the vehicle and a notification step for notifying the driver of the vehicle for contact avoidance based on the result of the contact determination in the contact determination step.

According to the driving support system and the driving support method according to the present invention, the obstacle shape setting unit (step) determines a predetermined distance from the distance to the obstacle detected by the obstacle detection unit (step) using the ultrasonic sensor. The assumed obstacle shape is set as a virtual shape based on the detection area of the vehicle, and the contact determination unit (step) includes the obstacle virtual shape set by the obstacle shape setting unit (step) and the vehicle. The contact judgment is performed.
As a result, there is no need to specify the relative position between the obstacle and the vehicle, so there is no need to narrow the detection area of the sensor, and the blind spot can be reduced. Therefore, it is possible to prevent an erroneous determination that it is determined that the vehicle does not collide although there is a possibility of contact (collision) with the obstacle, and it is possible to reliably notify the driver of the possibility of contact with the obstacle.
That is, with a simple configuration with a small number of sensors, the calculation load is small, and the contact angle with the obstacle can be reliably determined by reducing the blind spot.

1 is a configuration diagram illustrating a vehicle 1 to which a driving support system according to Embodiment 1 of the present invention is applied. It is a flowchart which shows operation | movement of the driving assistance system which concerns on Embodiment 1 of this invention. It is explanatory drawing which shows the process of the obstruction shape setting part in the driving assistance system which concerns on Embodiment 1 of this invention. It is explanatory drawing which shows the process of the alerting | reporting part in the driving assistance system which concerns on Embodiment 1 of this invention.

  Hereinafter, preferred embodiments of a driving support system and a driving support method according to the present invention will be described with reference to the drawings. In the drawings, the same or corresponding parts will be described with the same reference numerals.

Embodiment 1 FIG.
FIG. 1 is a configuration diagram showing a vehicle 1 to which a driving support system according to Embodiment 1 of the present invention is applied. In FIG. 1, a vehicle 1 is provided with a left ultrasonic sensor 11, a right ultrasonic sensor 12, a steering angle sensor 13, a shift position sensor 14, a left wheel speed sensor 15, a right wheel speed sensor 16, and a control device 20. Yes.

  The left ultrasonic sensor 11 and the right ultrasonic sensor 12 are installed near the front left side and the front right side of the vehicle 1, respectively, and detect obstacles around the left side and the right side of the vehicle 1, respectively. A steering angle sensor (steering angle detector) 13 detects the steering angle of the steering wheel 17.

  The shift position sensor (traveling direction detection unit) 14 detects a shift position that is the traveling direction of the vehicle 1. The left wheel speed sensor (wheel speed detection unit) 15 and the right wheel speed sensor (wheel speed detection unit) 16 detect the wheel speeds of the left wheel and the right wheel, respectively.

  The control device 20 includes a microprocessor (not shown) having a CPU (Central Processing Unit) and a memory. The memory of the control device 20 stores an obstacle detection unit, an obstacle shape setting unit, a contact determination unit, and a notification unit as software.

  The obstacle detection unit has a predetermined detection area around the vehicle 1 and detects the distance to the obstacle in the detection area using the left ultrasonic sensor 11 and the right ultrasonic sensor 12. The obstacle shape setting unit sets the assumed obstacle shape as a virtual shape based on the distance to the obstacle detected by the obstacle detection unit and a predetermined detection area.

  The contact determination unit performs contact determination between the virtual shape of the obstacle set by the obstacle shape setting unit and the vehicle. The notification unit notifies the driver of the vehicle for contact avoidance based on the result of the contact determination by the contact determination unit. In the first embodiment, the notification unit performs notification using the motor 18 of the electric power steering.

  Hereinafter, the operation of the driving support system according to Embodiment 1 of the present invention will be described with reference to the flowchart of FIG.

  First, the steering angle sensor 13 detects the steering angle of the steering wheel 17 and stores it in the memory of the control device 20 (step S1). Similarly, in step S <b> 1, the shift position sensor 14 detects a shift position that is the traveling direction of the vehicle 1 and stores it in the memory of the control device 20.

  Further, similarly, in step S1, the left wheel speed sensor 15 and the right wheel speed sensor 16 detect the wheel speeds of the left wheel and the right wheel, respectively, and store them in the memory of the control device 20. The control device 20 calculates the vehicle speed from the average of the wheel speeds of the left and right wheels, and stores it in the memory.

  Subsequently, the contact determination unit determines the left ultrasonic sensor 11 and the right ultrasonic sensor 12 based on the steering angle of the steering wheel 17 detected by the steering angle sensor 13 and the traveling direction of the vehicle 1 detected by the shift position sensor 14. Among them, an ultrasonic sensor used to detect an obstacle is selected (step S2).

  Next, the obstacle detection unit detects the distance to the obstacle in the detection area using the ultrasonic sensor selected in step S2, and determines the distance to the obstacle detected by the selected ultrasonic sensor. And stored in the memory (step S3). Here, the obstacle detection unit specifically performs the obstacle detection as described below.

  That is, if the shift position is reverse (R (Reverse) range) and the steering angle is right steering, the vicinity of the left front corner of the vehicle 1 draws the outermost arc and collides with an obstacle on the left side. Since there is a possibility, the obstacle detection unit performs obstacle detection using the left ultrasonic sensor 11.

  Also, if the shift position is reverse (R range) and the steering angle is left steering, there is a possibility that the vicinity of the right front corner of the vehicle 1 will draw the outermost arc and collide with an obstacle on the right side. Therefore, the obstacle detection unit performs obstacle detection using the right ultrasonic sensor 12.

  On the other hand, if the shift position is forward (D (Drive) range) and the steering angle is right steering, the area near the right rear corner of the vehicle 1 draws the innermost arc, and an obstacle on the right side can be involved. Therefore, the obstacle detection unit performs obstacle detection using the right ultrasonic sensor 12.

  Further, if the shift position is forward (D range) and the steering angle is left steering, the vicinity of the left rear corner of the vehicle 1 may draw the innermost arc, and an obstacle on the left side may be involved. Therefore, the obstacle detection unit performs obstacle detection using the left ultrasonic sensor 11.

  As the left ultrasonic sensor 11 for detecting an obstacle around the left side surface of the vehicle 1, a left ultrasonic sensor (referred to as 11 </ b> A) installed near the rear left side surface of the vehicle 1, and the right side surface periphery of the vehicle 1 In the case where the right ultrasonic sensor 12 (referred to as 12A) installed near the rear right side of the vehicle 1 is provided as the right ultrasonic sensor 12 for detecting the obstacle, the obstacle detection unit specifically includes: Obstacle detection is performed as shown below.

  That is, if the shift position is reverse (R range) and the steering angle is right steering, the vicinity of the right rear corner of the vehicle 1 draws the innermost arc, so the obstacle detection unit detects the right ultrasonic sensor 12A. Obstacle detection using.

  Further, if the shift position is reverse (R range) and the steering angle is left steering, the vicinity of the left rear corner of the vehicle 1 draws the innermost arc, so the obstacle detection unit detects the left ultrasonic sensor 11A. Obstacle detection using.

  On the other hand, if the shift position is forward (D range) and the steering angle is right steering, the obstacle detection unit performs obstacle detection using the right ultrasonic sensor 12A.

  If the shift position is forward (D range) and the steering angle is left steering, the obstacle detection unit performs obstacle detection using the left ultrasonic sensor 11A.

  Subsequently, the obstacle shape setting unit sets the assumed obstacle shape as a virtual shape based on the distance to the obstacle detected by the ultrasonic sensor and the detection area of the ultrasonic sensor (step S4). ). Here, the virtual shape of the obstacle set from the distance to the obstacle detected by the ultrasonic sensor and the detection area of the ultrasonic sensor is shown in FIG.

  In FIG. 3, when the obstacle 31 exists in the detection area 32 of the left ultrasonic sensor 11, the shortest distance between the obstacle 31 and the left ultrasonic sensor 11 is detected as the detection distance L, and the control device 20 Stored in memory.

  At this time, since the position of the obstacle 31 cannot be determined, the obstacle shape setting unit is set based on the stored detection distance L and the predetermined detection area 32 of the left ultrasonic sensor 11. The arc 33 is set as a virtual shape of the obstacle. That is, the arc 33 formed at the overlapping portion of the circle having the radius L and the detection area 32 with the position of the left ultrasonic sensor 11 as the center is set as the virtual shape of the obstacle.

  Next, based on the detected steering angle, the calculated vehicle speed, and the relative position between the virtual shape of the obstacle and the vehicle 1, the contact determination unit determines that the vehicle 1 has the detected steering angle and the calculated vehicle speed. The relative position between the virtual shape of the future obstacle and the vehicle 1 when moving is calculated (step S5). Further, the contact determination unit calculates a predicted contact time until the virtual shape of the obstacle comes into contact with the vehicle 1 based on the calculated relative position.

  Subsequently, the notifying unit changes the assist torque (steering torque) generated by the motor 18 of the electric power steering based on the predicted contact time calculated in step S5, and notifies the driver of the vehicle 1 for contact. Steering for avoidance is urged (step S6).

  Here, in step S5, when the predicted contact time is short and the possibility of contact is high, for example, as shown in FIG. 4, the assist torque is greatly decreased, and the driver's steering torque is increased to drive the vehicle. Inform the person. Then, it returns to step S1.

  In step S5, when the predicted contact time is sufficiently long or there is no possibility of contact, the notification unit returns to step S1 without notifying the driver. The above operations are executed at predetermined time intervals.

As described above, according to the first embodiment, the obstacle shape setting unit assumes the shape of the obstacle that is assumed based on the distance to the obstacle detected by the obstacle detection unit and the predetermined detection area. Is determined as a virtual shape, and the contact determination unit performs contact determination between the virtual shape of the obstacle set by the obstacle shape setting unit and the vehicle.
As a result, there is no need to specify the relative position between the obstacle and the vehicle, so there is no need to narrow the detection area of the sensor, and the blind spot can be reduced. Therefore, it is possible to prevent an erroneous determination that it is determined that the vehicle does not collide although there is a possibility of contact (collision) with the obstacle, and it is possible to reliably notify the driver of the possibility of contact with the obstacle.
That is, with a simple configuration with a small number of sensors, the calculation load is small, and the contact angle with the obstacle can be reliably determined by reducing the blind spot.

  The contact determination unit selects an ultrasonic sensor to be used from a plurality of ultrasonic sensors based on the steering angle detected by the steering angle detection unit and the traveling direction detected by the traveling direction detection unit. To do. Therefore, it is possible to determine the contact between the obstacle 1 and the vehicle 1 with respect to the forward and backward movements and the reverse steering, and it is possible to reduce the calculation load.

  In Patent Document 2 described above, the driver needs to set the turning direction. However, when the driver steers instead of automatic steering, steering that turns in the direction opposite to the set turning direction is performed. Since there is a possibility of doing so, there is a possibility that the target area setting is wrong.

  On the other hand, according to the first embodiment of the present invention, since the contact determination unit selects the ultrasonic sensor based on the steering angle of the driver, it is possible to reliably select an appropriate ultrasonic sensor. . Further, according to the first embodiment of the present invention, since the driver does not need to select the turning direction, the troublesome operation can be eliminated.

  Specifically, if the traveling direction is backward and the steering angle is left steering, among the ultrasonic sensors that detect obstacles around the right side surface of the vehicle 1, the right ultrasonic sensor 12 disposed on the front side of the vehicle. Is preferentially used. Of the ultrasonic sensors for detecting obstacles around the left side surface of the vehicle 1, the left ultrasonic sensor 11A disposed on the vehicle rear side is preferentially used.

  Similarly, if the traveling direction is backward and the steering angle is right steering, among the ultrasonic sensors for detecting obstacles around the left side surface of the vehicle 1, the left ultrasonic sensor 11 disposed on the front side of the vehicle is Used preferentially. Of the ultrasonic sensors that detect obstacles around the right side surface of the vehicle 1, the right ultrasonic sensor 12A disposed on the vehicle rear side is preferentially used.

  On the other hand, if the traveling direction is forward and the steering angle is left steering, the left ultrasonic sensor 11A on the left side disposed on the vehicle rear side is preferentially used, and if the steering angle is right steering. The right ultrasonic sensor 12A on the right side disposed on the vehicle rear side is preferentially used.

  In the first embodiment, it has been described that the vehicle speed is calculated from the average of the wheel speeds of the left and right wheels. However, the present invention is not limited to this, and a vehicle speed sensor may be provided separately. In addition, when notifying the necessity of notification according to the predicted contact time and notifying according to the moving distance of the vehicle 1 until the virtual shape of the obstacle comes into contact with the vehicle 1, the vehicle 1 is detected. Since it can be determined whether or not the vehicle 1 comes into contact with the virtual shape of the obstacle when the vehicle moves at the steering angle, the vehicle speed sensor and the wheel speed sensor become unnecessary.

  Further, in step S5 of FIG. 2 described above, the yaw angular speed of the vehicle 1 is calculated from the difference between the wheel speeds detected by the left and right wheel speed sensors without using the steering angle, and the vehicle speed is calculated from the average of the wheel speeds of the left and right wheels. After the calculation, the contact determination unit determines that the vehicle 1 has moved at the calculated yaw angular velocity and vehicle speed based on the calculated yaw angular velocity and vehicle speed, and the relative position between the virtual shape of the obstacle and the vehicle 1. The relative position between the virtual shape of the future obstacle and the vehicle 1 may be calculated.

  Thereby, since it can be determined whether the virtual shape of an obstruction and the vehicle 1 contact, it is possible to calculate the predicted contact time.

  Furthermore, the shift position is used for determining the traveling direction, and other sensors that can determine the traveling direction, such as a wheel speed sensor or a vehicle speed sensor that can determine the rotational direction, may be substituted.

  The detected distance to the obstacle and the moving distance of the vehicle until it comes into contact with the obstacle corresponding to the steering angle are stored in a memory as a map, and the vehicle 1 from the map until it comes into contact with the obstacle. May be calculated. Similarly, the predicted contact time can also be calculated from the moving distance of the vehicle 1 until it comes into contact with the obstacle and the vehicle speed. In this case, the calculation load can be further reduced.

  In the first embodiment, the method of notifying the driver of the possibility of contact with an obstacle has been described by taking the change of the steering torque by the motor 18 of the electric power steering as an example, but is not limited thereto. The driver may be notified by an alarm sound, an image shown on the display, acceleration / deceleration of the vehicle, or other methods.

  In the first embodiment, the case where the ultrasonic sensor is installed on the side surface of the vehicle 1 has been described as an example. However, the present invention is not limited to this. For example, the ultrasonic sensor is provided on the front and rear sides of the vehicle 1. May be installed. Thereby, the possibility of contact with an obstacle existing on the front side or the rear side of the vehicle 1 can be reliably notified. An ultrasonic sensor may be installed above the vehicle 1. Thereby, it is possible to reliably notify the possibility that the vehicle 1 having a high vehicle height comes into contact with the ceiling.

  DESCRIPTION OF SYMBOLS 1 Vehicle, 11 Left ultrasonic sensor, 12 Right ultrasonic sensor, 13 Steering angle sensor (steering angle detection part), 14 Shift position sensor (traveling direction detection part), 15 Left wheel speed sensor (wheel speed detection part), 16 Right wheel speed sensor (wheel speed detector), 17 steering wheel, 18 motor, 20 control device, 31 obstacle, 32 detection area, 33 arc.

Claims (8)

An obstacle detection unit having a predetermined detection area around the vehicle and detecting a distance to the obstacle in the detection area using an ultrasonic sensor;
Based on the distance to the obstacle detected by the obstacle detection unit and the predetermined detection area, an obstacle shape setting unit that sets an assumed obstacle shape as a virtual shape;
A contact determination unit that performs contact determination between the virtual shape of the obstacle set by the obstacle shape setting unit and the vehicle;
Based on the result of contact determination by the contact determination unit, a notification unit that performs notification for avoiding contact to the driver of the vehicle;
A driving support system characterized by comprising: The obstacle shape setting unit sets, as the virtual shape, an arc formed in an overlapping portion between a circle having a radius as a distance to the obstacle detected by the obstacle detection unit and the predetermined detection area. The driving support system according to claim 1, wherein: A steering angle detector for detecting a steering angle of the steering wheel of the vehicle;
A traveling direction detection unit for detecting a traveling direction of the vehicle,
A plurality of the ultrasonic sensors are provided,
The contact determination unit is an ultrasonic sensor to be used among the plurality of ultrasonic sensors provided based on the steering angle detected by the steering angle detection unit and the traveling direction detected by the traveling direction detection unit. The driving support system according to claim 1, wherein the driving support system is selected. A steering angle detector for detecting a steering angle of the steering wheel of the vehicle;
The contact determination unit determines a moving distance of the vehicle until the obstacle collides with the virtual shape of the obstacle set by the obstacle shape setting unit based on the steering angle detected by the steering angle detection unit. The driving support system according to any one of claims 1 to 3, wherein the driving determination is performed based on the calculated moving distance. A traveling direction detector for detecting a traveling direction of the vehicle;
A vehicle speed detection unit for detecting the speed of the vehicle,
The contact determination unit includes a virtual shape of the obstacle set by the obstacle shape setting unit based on the steering angle detected by the steering angle detection unit and the traveling direction detected by the traveling direction detection unit. When the contact determination with the vehicle is performed and there is a possibility of collision, the predicted contact time is calculated based on the moving distance of the vehicle until the collision and the vehicle speed detected by the vehicle speed detection unit,
The driving support system according to claim 4, wherein the notification unit notifies the driver of the vehicle to avoid contact based on the calculated predicted contact time. A wheel speed detector for detecting a wheel speed of the vehicle wheel;
The contact determination unit is based on the wheel speed detected by the wheel speed detection unit, the moving distance of the vehicle until the obstacle collides with the virtual shape of the obstacle set by the obstacle shape setting unit or The driving support system according to claim 1 or 2, wherein a contact prediction time is calculated, and contact determination is performed based on the calculated movement distance or the contact prediction time. The said notification part performs the notification for a contact avoidance to the driver | operator of the said vehicle by at least one of a warning sound, an image, the change of the steering torque of the said vehicle, and the acceleration / deceleration of the said vehicle. The driving support system according to any one of claims 1 to 6. An obstacle detection step of detecting a distance to the obstacle using an ultrasonic sensor within a predetermined detection area around the vehicle;
Based on the distance to the obstacle detected by the obstacle detection step and the predetermined detection area, an obstacle shape setting step for setting the assumed obstacle shape as a virtual shape;
A contact determination step for performing contact determination between the virtual shape of the obstacle set by the obstacle shape setting step and the vehicle;
Based on the result of the contact determination in the contact determination step, an informing step for informing the driver of the vehicle for contact avoidance;
A driving support method characterized by comprising:

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