JP2016179725A - Operation support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide the sufficient reduction effect, by optimally controlling the timing for switching to collision damage reduction control from collision avoiding control when a driver executes deceleration operation such as a brake.SOLUTION: An upper limit distance (a switching distance) capable of stopping by collision avoiding control of one's own vehicle 1 is set, and when a detection distance between the vehicle 1 and an obstacle by a laser radar 3 is within the upper limit distance, the collision avoiding control is executed in response to deceleration of the vehicle 1 by deceleration operation of a driver, and when the detection distance between the vehicle 1 and the obstacle by the laser radar 3 becomes the upper limit distance, it is switched to collision damage reduction control, and on and after reaching the upper limit distance, the collision damage reduction control is executed with the upper limit distance as an operation distance regardless of a vehicle speed of the vehicle 1.SELECTED DRAWING: Figure 1

Description

  The present invention determines the possibility of collision with an obstacle around the host vehicle, and when there is a possibility of collision, operates the automatic brake means to execute at least one of collision avoidance control and collision damage reduction control. The present invention relates to a driving support device.

  Conventionally, the possibility of a collision with an obstacle existing around the host vehicle is judged, and when there is a collision possibility, an automatic brake is operated to stop the host vehicle at a predetermined distance from the obstacle. It is considered that the collision avoidance control to be performed and the collision damage reduction control to operate the automatic brake for reducing the damage of the collision with the obstacle of the own vehicle are switched and executed at a predetermined timing (for example, Patent Document 1).

JP 2014-118138 A (see paragraphs 0022 to 0032)

  By the way, in the case of the driving assistance apparatus described in Patent Document 1 described above, as the timing for switching from collision avoidance control to collision damage mitigation control, the working distance is usually in accordance with the acceleration / deceleration of the host vehicle as shown in FIG. The collision avoidance control is performed as described above, and when the vehicle speed of the host vehicle reaches a predetermined vehicle speed (for example, 20 km / h), the control is switched to the collision damage reduction control. However, the vehicle speed equal to or higher than the predetermined vehicle speed is constant regardless of the vehicle speed. The collision damage mitigation control is executed at the working distance.

  Therefore, when the driver is decelerating at a certain deceleration, for example, even if the collision avoidance control is executed according to the Y line in FIG. 4 and the automatic brake is activated, the own vehicle speed becomes the predetermined vehicle speed (20 km / h). In addition to switching to the collision damage mitigation control, the working distance of the collision damage mitigation control is automatically set to a distance Lt shorter than the upper limit distance Ls shown in FIG. 4, and even if the host vehicle speed is equal to or higher than the predetermined vehicle speed, Unless the distance Lt is short, the automatic braking by the collision damage reduction control does not substantially operate, and the reduction effect by the collision damage reduction control cannot be sufficiently obtained even though the driver is decelerating the brake or the like. There is a problem of becoming. A similar problem arises when the driver is decelerating at a greater deceleration and the collision avoidance control is executed according to the Z line in FIG. 4 and the automatic brake is activated.

  An object of the present invention is to optimally control the timing of switching from collision avoidance control to collision damage mitigation control when a driver performs a deceleration operation such as a brake so that a sufficient mitigation effect can be obtained. It is another object of the present invention to enable accurate execution of either collision avoidance control or collision damage mitigation control without causing a shift due to various errors such as errors in distance measurement characteristics of the distance measuring means.

  In order to achieve the above-described object, a driving support apparatus according to the present invention includes a distance measuring unit that is attached to a host vehicle and detects a distance between the host vehicle and an obstacle, and a vehicle speed detecting unit that detects a vehicle speed of the host vehicle. And a deriving means for deriving the acceleration / deceleration of the host vehicle from the detection distance by the distance measurement means and the vehicle speed detected by the vehicle speed detection means, based on the detection distance by the distance measurement means and the detection acceleration / deceleration by the deriving means, Collision avoiding means for executing collision avoidance control for operating an automatic brake for stopping the vehicle at a predetermined distance from the obstacle, and a vehicle speed detected by the vehicle speed detecting means When the vehicle speed exceeds an upper limit vehicle speed set in advance as an avoidable vehicle speed, an automatic brake is activated to reduce the damage caused by the collision of the vehicle with the obstacle. In the driving support apparatus including the collision damage reduction means for executing the collision damage reduction control, the collision avoidance control by the collision avoidance means and the timing at which the detection distance by the distance measurement means becomes a preset switching distance; The present invention is characterized by comprising switching control means for performing switching control with the collision damage mitigation control by the collision damage mitigation means (claim 1).

  In addition, the driving support device according to the present invention provides a collision avoidance control that activates an automatic brake for stopping the vehicle at a predetermined distance from the obstacle, or a collision of the vehicle with the obstacle. In a driving support device having a control means for executing at least one of collision damage mitigation control for operating an automatic brake for reducing the damage of the vehicle, a distance between the own vehicle and an obstacle is detected. A distance measuring means, an error in a distance measuring range of the distance measuring means in the vehicle width direction and the vertical direction of the host vehicle, an error in a distance measuring characteristic unique to the distance measuring means in the vehicle width direction, the vehicle width direction The collision avoidance control of the host vehicle based on the error in the vehicle width direction inherent in the steering angle sensor for detecting the steering error of the host vehicle and the steering amount of the host vehicle When the upper limit distance that can be stopped is derived in advance, and the control means performs the collision avoidance control or the collision damage reduction control when the distance detected by the distance measuring means is within the upper limit distance. It is characterized (claim 2).

  According to the first aspect of the present invention, the collision control by the collision avoidance means and the collision damage reduction by the collision damage reduction means are performed by the switching control means at the timing when the detection distance by the distance measuring means becomes a preset switching distance. Since the switching control with the control is performed, there is a situation in which the automatic braking by the collision damage reduction control is not substantially activated unless the vehicle speed is shorter than the upper limit distance even when the own vehicle speed is equal to or higher than the predetermined vehicle speed. Occurrence can be prevented, and when the driver performs a deceleration operation such as a brake, the timing at which the collision avoidance control is switched to the collision damage mitigation control can be optimally controlled, and a sufficient mitigation effect can be obtained.

  According to the second aspect of the present invention, the distance measurement range of the distance measuring means in the vehicle width direction and the vertical direction of the host vehicle, the error in the distance measurement characteristic inherent to the distance measurement means in the vehicle width direction, the distance measurement in the vehicle width direction Based on the installation error of the means and the error in the vehicle width direction inherent to the steering angle sensor that detects the steering amount of the host vehicle, an upper limit distance that can be stopped by the collision avoidance control of the host vehicle is derived in advance through experiments or the like. Since the control means executes either collision avoidance control or collision damage mitigation control when the detection distance by the distance measuring means is within the derived upper limit distance, the distance measurement characteristics of the distance measuring means described above, etc. Even if there is a deviation between the actual distance between the vehicle and the obstacle and the distance between the vehicle and the obstacle detected by the distance measuring means due to various errors, the detection distance by the distance measuring means is Consider deviations due to various errors And one of the collision avoidance control or a collision damage reduction control if within the set upper limit distance which can be performed accurately without misalignment due to an error may occur.

It is a block block diagram of one Embodiment of the driving assistance device which concerns on this invention. It is operation | movement explanatory drawing of FIG. It is operation | movement explanatory drawing of FIG. It is operation | movement explanatory drawing of a prior art example.

  An embodiment of the present invention will be described in detail with reference to the block configuration diagram of FIG. 1 and the operation explanatory diagrams of FIGS.

  As shown in FIG. 1, the driving support device 2 mounted on the host vehicle 1 is provided for avoiding a collision while maintaining a predetermined distance with respect to the obstacle when there is a possibility of collision between the host vehicle 1 and the obstacle. The automatic brake control and the automatic brake control for reducing the damage caused by the collision with the obstacle are executed to assist the driver. As shown in FIG. 1, the distance between the vehicle 1 and the obstacle is determined. A laser radar 3 (corresponding to the distance measuring means and the derivation means in the present invention) that detects and derives the relative speed between the own vehicle 1 and the obstacle and the acceleration / deceleration of the own vehicle 1, and the own vehicle 1 collides with the obstacle. The arithmetic processing unit 4 (comprising the switching control means and the control means in the present invention) is composed of a pre-crash system ECU (PCSECU) having a microcomputer configuration for calculating a predicted collision time (TTC) which is a predicted time until the occurrence of the collision. ), And a brake control unit 5 (corresponding to the collision avoiding means and the collision damage reducing means in the present invention) comprising a microcomputer configured VSC ECU that performs automatic brake control, and the execution of each of the collision avoidance control and the collision damage reducing control can be discriminated. And an alarm unit 6 for informing the user.

  The laser radar 3 receives the reflected light for each angle range obtained by dividing the irradiation range of the laser beam ahead of the host vehicle 1 into a plurality (for example, seven divisions) by a plurality of (seven) light receivers, and irradiates the laser beam. From the time from the start until the reflected light is received by each light receiver, the distance from the plurality of reflection points on the obstacle is calculated to measure the distance from the vehicle 1 to the obstacle, and the obtained distance data The relative speed between the host vehicle 1 and the obstacle is calculated from the time change, and the relative acceleration / deceleration is calculated from the time change, and transmitted to the arithmetic processing unit 4 via the in-vehicle network 7 such as CAN.

  The arithmetic processing unit 4 is a collision prediction time indicating the possibility of collision between the host vehicle 1 and the obstacle based on the distance data and relative speed between the host vehicle 1 and the obstacle received via the in-vehicle network 7 such as CAN. Execution timing of collision avoidance control for calculating TTC every predetermined period (for example, 0.5 ms) and avoiding collision while the own vehicle 1 keeps a predetermined distance (for example, 0.5 m) from an obstacle, And the execution timing of the collision damage reduction control for reducing the damage of the collision with the obstacle is derived.

  Then, the arithmetic processing unit 4 performs automatic braking for collision avoidance control and collision damage reduction control based on the execution timing of the derived collision avoidance control and the execution timing of collision damage reduction control via the in-vehicle network 7. A signal to the effect is transmitted to the brake control unit 5.

  By the way, in the above configuration, as shown in FIG. 2, even when the host vehicle 1 is decelerated at various decelerations by the driver's deceleration operation, the distance between the host vehicle 1 and the obstacle is predetermined. The automatic braking by the collision avoidance control is executed until the upper limit distance Lm that is the switching distance of the vehicle, and when the distance between the host vehicle 1 and the obstacle reaches the upper limit distance Lm, the control is switched to the collision damage reduction control.

  This upper limit distance Lm is set as follows. That is, as shown in FIG. 3, the laser radar 3 which is a distance measuring means mounted on the front portion of the host vehicle 1 includes a distance measurement range error A in the vehicle width direction of the host vehicle 1 and a laser in the vehicle width direction. Ranging characteristic error B inherent to the radar 3, an error C of the mounting position of the laser radar 3 in the vehicle width direction, and a vehicle width specific to a steering angle sensor (not shown) for detecting the steering amount of the host vehicle 1 The error D in the direction is derived in advance, and the total error Σ (= A + B + C + D) of these errors A, B, C, D varies depending on the distance between the host vehicle 1 and the obstacle H ahead. The total error Σ for each is obtained experimentally in advance.

  At this time, when the wrap amount of the obstacle H with respect to the host vehicle 1 is 100%, the collision avoidance control and the collision damage reduction control by the driving support device 2 should be executed. For example, the wrap amount is 50% or 60%. Even so, it is designed so that collision avoidance control and collision damage reduction control by the driving support device 2 are executed in anticipation of safety.

  Since the vehicle 1 is designed so that collision avoidance control and collision damage reduction control are executed when the lap amount is 60% or more, the total error Σ exists as a potential lap amount. As shown in FIG. 3, the actual lap amount W of the obstacle H is added to the total error Σ, so that the automatic brake is not reached even though the lap amount (60%) that should be used to activate the automatic brake has not been reached. Therefore, the distance at which the total error Σ for each distance obtained in advance becomes a value (60%) set in advance as the lap amount for operating the automatic brake is calculated. It is derived as an upper limit distance Lm that is a switching distance that can be stopped by collision avoidance control of the host vehicle 1.

  In this way, the upper limit distance Lm that can be stopped within a predetermined distance (0.5 m) from the obstacle H by the collision avoidance control of the own vehicle 1 is set, and the laser radar 3 between the own vehicle 1 and the obstacle 2 is within a predetermined distance (0.5 m) from the obstacle H according to the deceleration of the host vehicle 1 due to the driver's deceleration operation, as shown in FIG. When the collision avoidance control for stopping the vehicle is executed and the detection distance between the vehicle 1 and the obstacle H by the laser radar 3 reaches the upper limit distance Lm, the damage to the obstacle H is reduced. After switching to the collision damage reduction control and reaching the upper limit distance Lm, the collision damage reduction control with the upper limit distance Lm as the working distance is executed regardless of the vehicle speed of the host vehicle 1.

  Thus, as in the conventional case, even if the vehicle speed of the host vehicle 1 is equal to or higher than a predetermined vehicle speed (for example, 20 km / h), if the distance is not shorter than the upper limit distance Lm, automatic braking by collision damage reduction control is substantially performed. It is prevented that the situation of not operating occurs.

  Therefore, according to the above-described embodiment, the switching control from the collision avoidance control to the collision damage reduction control is performed at the timing when the detection distance by the laser radar 3 becomes the upper limit distance Lm that is a preset switching distance. When the driver performs a deceleration operation such as a brake, the timing at which the collision avoidance control is switched to the collision damage reduction control can be optimally controlled, and a sufficient reduction effect can be obtained.

  Further, the error A of the distance measurement range of the laser radar 3 in the vehicle width direction of the host vehicle 1, the error B of the distance measurement characteristic unique to the laser radar 3 in the vehicle width direction, and the error of the mounting position of the laser radar 3 in the vehicle width direction C and the total error Σ (= A + B + C + D) of the error D in the vehicle width direction inherent to the steering angle sensor (not shown) for detecting the steering amount of the host vehicle 1 are experimentally obtained in advance. In addition, the distance when the total error Σ for each distance obtained in advance becomes a value (for example, 60%) set in advance as the amount of lap to activate the automatic brake is obtained, and this distance is calculated as the distance of the host vehicle 1. In order to set as the upper limit distance Lm, which is a switching distance that can be stopped by the collision avoidance control, the actual distance between the vehicle 1 and the obstacle, and the distance between the vehicle 1 and the obstacle detected by the laser radar 3 Gap between If the detection distance by the laser radar 3 reaches the upper limit distance Lm set in consideration of the deviation due to various errors, the above-described various errors can be obtained by switching from the collision avoidance control to the collision damage reduction control. Therefore, it is possible to switch from collision avoidance control to collision damage reduction control with high accuracy without causing a shift.

  The present invention is not limited to the above-described embodiment, and various modifications can be made without departing from the spirit of the present invention.

  For example, in the above-described embodiment, the case where the distance measuring unit is the laser radar 3 has been described. However, the distance measuring unit may be a radar such as a millimeter wave radar, a camera, or another sensor capable of measuring a distance. The present invention can be applied.

  In the above-described embodiment, the case where the collision avoidance control is switched to the collision damage reduction control when the detection distance between the vehicle 1 and the obstacle by the laser radar 3 reaches the upper limit distance Lm has been described. The collision avoidance control or the collision damage reduction control may be performed at least when the detection distance between the host vehicle 1 and the obstacle is within the upper limit distance Lm.

  Further, in the above-described embodiment, the case where the upper limit distance Lm that is the switching distance is set in consideration of the error in characteristics of the laser radar 3 in the vehicle width direction, the mounting error in the vehicle width direction, and the like has been described. The upper limit distance (switching distance) may be set in consideration of errors in the vertical direction such as the error in the distance measuring range 3 in the vertical direction and the mounting error in the vertical direction.

  Moreover, although the example which detects the obstacle H ahead of the own vehicle 1 was shown in the above-mentioned embodiment, the present invention is applied also to the case where an obstacle behind the own vehicle 1 is detected. It is possible to obtain the same effect as the above-described embodiment.

DESCRIPTION OF SYMBOLS 1 ... Own vehicle 2 Driving support device 3 ... Laser radar (ranging means, deriving means)
4 ... arithmetic processing unit (switching control means, control means)
5. Brake control unit (collision avoidance means and collision damage mitigation means)
Lm ... Upper limit distance (switching distance)
H: Obstacle

Claims (2)

Distance measuring means attached to the host vehicle for detecting the distance between the host vehicle and an obstacle, vehicle speed detecting means for detecting the vehicle speed of the host vehicle, detection distance by the distance measuring means, and vehicle speed detected by the vehicle speed detecting means Based on the deriving means for deriving the acceleration / deceleration of the own vehicle from the distance, the detection distance by the distance measuring means and the detection acceleration / deceleration by the deriving means, the own vehicle is stopped while maintaining a predetermined distance from the obstacle. A collision avoidance means for executing collision avoidance control for operating an automatic brake for performing the above operation, and when the vehicle speed detected by the vehicle speed detection means exceeds an upper limit vehicle speed set in advance as a vehicle speed that can be avoided by the collision avoidance control, A collision damage mitigation means for executing a collision damage mitigation control that activates an automatic brake for mitigating the collision damage of the vehicle with the obstacle. In the rolling support device,
Switching control means for performing switching control between the collision avoidance control by the collision avoidance means and the collision damage reduction control by the collision damage reduction means at a timing when the detection distance by the distance measuring means becomes a preset switching distance. A driving support apparatus comprising: Collision avoidance control that activates an automatic brake for stopping the vehicle at a predetermined distance from the obstacle, or an automatic brake for reducing the damage caused by the collision of the vehicle with the obstacle In a driving assistance device comprising a control means for executing at least one of collision damage reduction control to be activated,
Ranging means attached to the host vehicle for detecting the distance between the host vehicle and the obstacle,
An error in the distance measuring range of the distance measuring means in the vehicle width direction and the vertical direction of the host vehicle, an error in a distance measuring characteristic inherent in the distance measuring means in the vehicle width direction, and the distance measuring means in the vehicle width direction. Based on an attachment error and an error in the vehicle width direction inherent to the steering angle sensor that detects the steering amount of the host vehicle, an upper limit distance that can be stopped by the collision avoidance control of the host vehicle is derived in advance.
The driving means is characterized in that the control means executes either the collision avoidance control or the collision damage reduction control when the distance detected by the distance measuring means is within the upper limit distance.

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