JP2017010450A - Driving support control device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To enable a flying object to return to a travel lane even when the flying object deviates from the travel lane.SOLUTION: A driving support control device 1 includes: a flying object position information obtaining unit 41 obtaining flying position information P1 of an unmanned flying object 3 capable of flying at a target flying position M on a travel lane in which a vehicle 2 travels; a travel lane information obtaining unit 80 obtaining travel lane position information L; a deviating state determination unit 81 determining a deviating state in which the flying object 3 deviates from the travel lane, from the lane position information L and the flying position information P1 of the flying object; and a control unit 4 controlling a flying state of the flying object so that the flying object returns from the position where it has deviated to the travel lane, when the deviating state of the flying object is detected in the deviating state determination unit.SELECTED DRAWING: Figure 7

Description

  The present invention relates to a driving support control device using an unmanned air vehicle.

  2. Description of the Related Art A driving support device is known in which an unmanned flying object equipped with an imaging device such as a video camera is made to fly away from a vehicle and an image captured by the imaging device of the flying object is transmitted to the vehicle and presented to the occupant. (Patent Document 1).

JP 2010-250478 A

In the driving support device described in Patent Document 1, no consideration is given to the return when the flying object deviates from the traveling lane.
An object of the present invention is to make it possible to return to a traveling lane even when the flying object deviates from the traveling lane.

  In order to achieve the above object, a driving support device according to the present invention includes a flying object position information acquisition unit that acquires flight position information of an unmanned flying object capable of flying at a target flight position on a traveling lane on which the vehicle travels; A traveling lane information acquisition unit that acquires positional information of the traveling lane, a departure state determination unit that determines a departure state of the flying object from the traveling lane from the traveling lane position information and the flight position information of the flying object, and a departure state determination When the departure state of the flying object is detected by the unit, a control unit is provided for controlling the flying state of the flying object so that the flying object returns from the position deviating from the flying object to the traveling lane.

  According to the present invention, when the departure state determination unit determines the departure state of the flying object from the traveling lane from the traveling lane position information and the flying position information of the flying object, Since the flight state of the flying object is controlled so as to return to the traveling lane from the position deviating from the above, even when the flying object deviates from the traveling lane, it can return to the traveling lane.

It is a figure which shows schematic structure of the driving assistance control apparatus which concerns on this invention, and the positional relationship of a flying body and a vehicle, (a) is a side view, (b) is a top view. Schematic which shows the structure by the side of the aircraft which comprises a driving assistance control apparatus. The block diagram which shows the structure of the flight body side control part and flight current information acquisition part which are mounted in the flight body. Schematic which shows the structure by the side of the vehicle which comprises a driving assistance control apparatus. The block diagram which shows the structure of the vehicle side control part and driving | running | working current information acquisition part which are mounted in the vehicle. (A) is a figure which shows the departure state and departure position of a flying body, (b) is a figure which shows the departure state, return position, and return path | route of a flying body. The block diagram which shows the structure of the principal part of the departure return control of the flying body by the driving assistance control apparatus which concerns on this invention. The flowchart of the deviation return process by the driving assistance control apparatus which concerns on this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the embodiment, the same member or a member having the same function is denoted by the same reference numeral, and redundant description is appropriately omitted. In view of ease of viewing the drawing, the constituent elements may be partially omitted.
The driving support control device according to the present invention is provided with travel lane position information and a vehicle lane position information in order to be able to return even when an unmanned air vehicle capable of flying at a target flight position on the travel lane on which the vehicle travels leaves the travel lane. Based on the flight position information of the flying object, the departure state determination unit determines the departure state of the flying object from the traveling lane, and when the departure state of the flying object is detected, return from the position deviating from the flying object to the traveling lane. The flight state of the flying object is controlled.
(Outline)
As shown in FIGS. 1 (a) and 1 (b), the driving support control apparatus 1 according to the present embodiment includes a flying body 3 that can fly away from a vehicle (hereinafter referred to as "own vehicle") 2. The information of the captured image is presented to the driver who drives the host vehicle 2 as characters and images, thereby supporting the driver's situation determination and driving assistance.
The host vehicle 2 travels on a travel lane 6 of the road 5. The road 5 includes an automobile exclusive road and a general road. The flying body 3 has a function of flying away from the host vehicle 2 to take an aerial view of the situation around the host vehicle 2 from above the vehicle, and transmitting aerial image information (G) to the host vehicle 2. Yes. The host vehicle 2 has a function of presenting image information (G) transmitted from the flying object 3 to the driver and a function of giving a control instruction for controlling the flight state of the flying object 3. Reference numeral 7 denotes a center line of the road 5, reference numeral 8 denotes a traveling lane in the opposite lane, and reference numeral 9 denotes a sidewalk.

In the embodiment, it is assumed that the flying body 3 flies over the target flight position (M) above the traveling lane 6 ahead of the host vehicle 2 when driving assistance is performed. This target flight position (M) is a position when the flying object 3 flies at a predetermined distance between the host vehicle 2 and the flying object 3. The target flight position (M) is set on the predicted travel route (R) of the host vehicle 2 traveling on the travel lane 6. The target flight position (M) is also a position set on the travel lane 6 through which the host vehicle 2 passes after a predetermined time (T).
In the traveling lane 6, an outside light, a guidance display board, a traffic light, a column supporting various measuring instruments, a pedestrian bridge, and a viaduct such as a railway are appropriately installed. Since the maximum heights of these installations are determined by laws and standards, respectively, the maximum heights of these installations are acquired in advance. The flying height of the flying object 3 is assumed to fly in principle at an altitude lower than or higher than the maximum height of these installations. Moreover, the road 5 may pass through the tunnel. Even in this case, the maximum mine height of the tunnel is acquired in advance, and the flying height of the flying object 3 is assumed to fly at an altitude lower than the maximum mine height. That is, it is assumed that the flying object 3 flies at a flying altitude that does not come into contact with an installation object, a tunnel, or the like.
The driving support control device 1 includes a vehicle body side control unit 40 mounted on the flying body 3 and a vehicle side control unit 50 mounted on the host vehicle 2. The airframe-side control unit 40 and the vehicle-side control unit 50 constitute the control unit 4, which communicates with each other to transmit and receive various information, thereby controlling driving support and the flight state of the aircraft 3.

(Structure of the flying object)
As shown in FIG. 2, the flying object 3 is an unmanned flying object capable of autonomous flight by a flight instruction or autonomous control by remote control. The flying body 3 is a small and unmanned airplane called a so-called MAV (Micro Air Vehicle). The flying body 3 is mounted on the host vehicle 2, takes off from the takeoff / landing unit 20 (see FIG. 1) provided on the host vehicle 2, and landing on the takeoff / landing unit 20. The flying object 3 takes off from the own vehicle 2 to fly when driving assistance to the driver who drives the own vehicle 2 is performed, and is stored in the own vehicle 2 in other cases.
As the flying object 3, for example, an airframe having a tilt rotor type structure or an airframe having a quad rotor type structure can be cited. When the airframe 3 has a tilt rotor type structure, when taking off and landing, and when hovering to stop at a constant altitude, the rotor 3 obtains lift by directing the rotor upward, and during cruise flight, the rotor is tilted sideways. Get the driving force. In the case where the flying body 3 has a quad-rotor type structure, by controlling the inclination angle of each of the plurality of rotor blades or by individually controlling the output of each of the plurality of rotor blades. , Gain lift and propulsion. An airframe having a quad-rotor type structure is exemplified.

Such an aircraft 3 includes a drive motor 30 that is an electric drive source, a rotary blade 31 that is rotationally driven by the drive motor 30, and a battery 32 that is a power source that supplies power to the drive motor 30. Of course, it is not an electric thing, and the flying body which rotates the rotary wing 31 by an engine and flies may be sufficient. In this case, the target controlled by the control unit 4 is an engine that rotationally drives the rotary blade 31.
In the present embodiment, the flying body 3 is an electric quad-rotor type airframe, and includes a plurality of rotor blades 31 and a plurality of drive motors 30 that individually rotate and drive the rotor blades 31. Then, by controlling each drive motor 30 and adjusting the rotation speed of each rotor blade 31, flight in the front-rear direction (forward and reverse), flight in the left-right direction (left-right turn), flight speed (air-to-air) Speed), flight altitude, hovering and other flight conditions can be controlled. The battery 32 can be charged. One or a plurality of batteries 32 may be mounted. When a plurality of batteries 32 are mounted, the power capacity is increased, which is preferable because the flight distance and the flight time can be extended.

The flying object 3 has a drive motor 30, a rotating wing 31, a battery 32, a fuselage-side control unit 40, a GPS receiver 41, a magnetic azimuth meter 42, an angular velocity meter 43, an altimeter 45, a fuselage camera 47, and a wireless transceiver 49. ing.
As shown in FIG. 3, the aircraft-side control unit 40 includes a CPU (Central Processing Unit) as a central processing unit, a ROM (Read Only Memory) and a RAM (Random Access Memory) as input / output interfaces, and the like. Computer configured. A GPS receiver 41, a magnetic azimuth meter 42, an angular velocity meter 43, an altimeter 45, a flight speed meter 46, an aircraft camera 47, and a wireless transceiver 49 are connected to the aircraft controller 40 via signal lines.

The GPS receiver 41 is a flying object position information acquisition unit, and acquires the absolute position of the flying object 3 on the ground coordinates from the GPS satellite by longitude and latitude. The GPS receiver 41 transmits flight position information (P1), which is information indicating the acquired absolute position of the flying object 3, to the aircraft control unit 40. This flight position information (P1) is one piece of current flight information.
The magnetic azimuth meter 42 acquires the absolute azimuth angle of the flying object 3. The magnetic azimuth meter 42 transmits to the airframe-side control unit 40 as flight direction information that is information indicating the acquired absolute azimuth angle of the aircraft 3. This flight direction information is one of the current flight information.
The angular velocity meter 43 is a three-axis gyroscope, and measures and acquires the angular velocity of the flying object 3 in the roll angle, pitch angle, and yaw angle directions. The angular velocity meter 43 transmits aircraft posture information, which is information indicating the acquired angular velocity of the flying vehicle 3, to the aircraft-side control unit 40. This aircraft attitude information is one of the current flight information. The flying body 3 can be automatically controlled by the airframe side control unit 40 based on the airframe attitude information output from the angular velocity meter 43.
The altimeter 45 is a barometric altimeter, for example, which measures and acquires the altitude from the ground surface of the flying object 3. The altimeter 45 transmits the aircraft altitude information, which is information indicating the acquired altitude of the flying vehicle 3, to the aircraft-side control unit 40. This aircraft altitude information is one of the current flight information. Since the altimeter 45 measures the atmospheric pressure and converts it into an altitude, it measures and acquires the atmospheric pressure over which the flying vehicle 3 flies, and transmits the atmospheric pressure information, which is information indicating the acquired atmospheric pressure, to the aircraft-side control unit 40. You can also
The flight speed meter 46 measures and acquires the flight speed (ground speed) of the flying object 3. The altimeter 45 transmits aircraft speed information (Vd), which is information indicating the acquired flight speed of the aircraft 3, to the aircraft-side control unit 40. This aircraft speed information (Vd) is one piece of current flight information. As the flight speed meter 46, one that measures and acquires the ground speed can be used.
The GPS receiver 41, the magnetic azimuth meter 42, the angular velocity meter 43, the altimeter 45, and the flight speed meter 46 constitute a current flight information acquisition unit that acquires current flight information of the flying object 3.

The airframe camera 47 is a situation acquisition unit mounted on the flying body 3 and an imaging device as an example, and captures and acquires an image from the flying body 3. The body camera 47 can capture moving images and still images. That is, the flying object 3 can be aerial photographed. The body camera 47 transmits image information G indicating the acquired image from the flying body 3 to the body side control unit 40. The body camera 47 is of a type that can capture both moving images and still images, but may be of a type that can capture only one of the motion and still images. As shown in FIG. 2, the airframe camera 47 has an autofocus function, and is mounted on the flying body 3 so that a casing portion 47 a having a lens faces downward (on the ground) of the flying body 3. . The body camera 47 is configured such that the casing 47a can be rotated by 360 °, and the photographing direction can be freely changed by an imaging instruction sent from the vehicle-side control unit 50. The body camera 47 starts moving image capturing or still image capturing in response to an imaging start signal included in the imaging instruction sent from the vehicle-side control unit 50. The airframe camera 47 stops moving image capturing and still image capturing in response to an imaging stop signal included in the imaging instruction sent from the vehicle-side control unit 50.
The wireless transceiver 49 is a communication device that is mounted on the flying body 3 and transmits and receives signals and information between the flying body 3 and the host vehicle 2. The wireless transceiver 49 transmits the flight current information and the image information (G) transmitted from the airframe side control unit 40 to the host vehicle 2, and also transmits the flight instruction and imaging instruction information transmitted from the host vehicle 2 side. Received and input to the airframe side control unit 40.

  The flying body 3 may include a distance meter. The distance meter detects an obstacle existing around the flying object 3 and measures and acquires a distance to the detected obstacle. The rangefinder detects obstacles around the flying object 3 when the flying object 3 is in flight, and measures and acquires the distance to the detected obstacle. Obstacle distance information, which is information indicating the distance, is transmitted to the airframe side control unit 40. With such a distance meter, it is possible to obtain obstacles based on the obstacle distance information without having to obtain altitude information about the installation that hinders the flight of the vehicle 3 and the maximum tunnel height of the tunnel in advance. It is preferable to control the flight state (for example, flight direction and flight altitude) of the flying object 3 before the distance to the object becomes zero, so that contact between the flying object 3 and the obstacle can be avoided. As the distance meter, for example, a known configuration in which a laser, a millimeter wave radar, or the like is irradiated and the distance is measured from the reflected light or the reflected wave can be used.

The airframe side control unit 40 receives the flight instruction and imaging instruction information transmitted from the vehicle side control unit 50 via the wireless transceiver 49. Based on the received information indicating the flight instruction, the airframe-side control unit 40 makes the target flight position (M) where the flying body 3 flies away from the own vehicle 2 by a preset separation distance in the traveling direction of the own vehicle 2. Then, the flying object 3 is controlled to fly. That is, the fuselage-side control unit 40 flies at the target flight position (M) at the target flight position (M) set on the predicted travel route (R) of the host vehicle 2 traveling on the travel lane 6. Control.
The airframe-side control unit 40 individually sets the rotational speeds of the rotor blades 31 that are rotationally driven by the drive motors 30 so that the flying object 3 flies at a predetermined distance from the own vehicle 2 in the traveling direction of the own vehicle 2. Control.
The airframe side control unit 40 controls to determine the shooting direction of the airframe camera 47 based on the imaging instruction transmitted from the vehicle side control unit 50 and to capture an image. The airframe side control unit 40 controls to stop the imaging of the airframe camera 47 based on the imaging instruction transmitted from the vehicle side control unit 50. The airframe side control unit 40 also functions as an imaging control unit. The body side control unit 40 transmits the image information G transmitted from the body camera 47 to the vehicle side control unit 50 of the host vehicle 2 via the wireless transceiver 49.

(Configuration of own vehicle)
As shown in FIGS. 4 and 5, the host vehicle 2 includes a vehicle-side control unit 50, a GPS receiver 51, a handle angle information acquisition unit 52, an angular velocity meter 53, an accelerometer 54, a brake information acquisition unit 55, and a vehicle speed meter 56. The accelerator opening information acquisition unit 57, the surrounding environment acquisition unit 58, the display device 59, and the wireless transceiver 60 are included.
The vehicle-side control unit 50 is a computer that includes a CPU, a ROM, a RAM, an input / output interface, and the like. The vehicle-side control unit 50 includes a GPS receiver 51, a steering wheel angle information acquisition unit 52, an angular velocity meter 53, an accelerometer 54, a brake information acquisition unit 55, a vehicle speed meter 56, an accelerator opening information acquisition unit 57, and a surrounding environment acquisition unit. 58, a display device 59, and a wireless transceiver 60 are connected via a signal line.

The GPS receiver 51 is a vehicle position information acquisition unit, and acquires the absolute position of the host vehicle 2 on the ground coordinates from the GPS satellite by latitude and longitude, and also acquires the altitude of the host vehicle 2. The GPS receiver 51 transmits the acquired vehicle position information (P2), which is information indicating the absolute position of the host vehicle 2, and altitude information to the vehicle control unit 50 as vehicle current position information. This vehicle current position information is one of the traveling current information.
The steering wheel angle information acquisition unit 52 detects and acquires the steering wheel angle of the host vehicle 2. The steering wheel angle information acquisition unit 52 transmits the traveling direction information of the host vehicle 2 from the steering wheel angle of the host vehicle 2 to the vehicle side control unit 50. This traveling direction information is one of the traveling current information.
Here, the angular velocity meter 53 is a biaxial gyro that measures and acquires the angular velocity of the yaw angle and the roll angle at which the host vehicle 2 is inclined. The angular velocity meter 53 may measure the angular velocity of the yaw angle and the roll angle separately instead of the biaxial gyro. The angular velocity meter 53 transmits information on the yaw angle of the host vehicle 2 and the angular velocity of the roll angle to the vehicle-side control unit 50 as vehicle posture information. This vehicle attitude information is one piece of current travel information.
The accelerometer 54 measures and acquires the angular velocity of the pitch angle when the host vehicle 2 is tilted back and forth. The angular velocity meter 53 transmits information on the angular velocity of the pitch angle of the host vehicle 2 to the vehicle-side control unit 50 as vehicle posture information. This vehicle attitude information is one piece of current travel information.

The brake information acquisition part 55 detects whether the brake of the own vehicle 2 is operated. The brake information acquisition part 55 will transmit to the vehicle side control part 50 as deceleration information, if the brake operation of the own vehicle 2 is performed by the driver | operator. This deceleration information is one of the traveling current information B.
The vehicle speed meter 56 measures and acquires the movement amount and speed of the host vehicle 2. The vehicle speed meter 56 transmits information indicating the speed to the vehicle-side control unit 50 as vehicle speed information (Vv). This vehicle speed information is one piece of current travel information. The vehicle speed meter 56 is a vehicle speed acquisition unit.
The accelerator opening information acquisition unit 57 measures and acquires the amount of depression of the accelerator pedal of the host vehicle 2. The accelerator opening information acquisition unit 57 transmits information on the depression amount of the accelerator pedal to the vehicle-side control unit 50. This depression amount information is one piece of current travel information.
The GPS receiver 51, the steering wheel angle information acquisition unit 52, the angular velocity meter 53, the accelerometer 54, the brake information acquisition unit 55, the vehicle speed meter 56, and the accelerator opening information acquisition unit 57 constitute a traveling current information acquisition unit. .

The surrounding environment acquisition unit 58 is, for example, a navigation device that reads the map information, acquires the surrounding environment of the host vehicle 2 and displays it on the display device 59. The surrounding environment acquisition part 58 transmits map information to the vehicle side control part 50 as surrounding environment information.
Note that the altitude information of the installed object and the maximum mine height of the tunnel may be acquired in advance and stored in the ROM of the vehicle-side control unit 50 for storage. Or you may download and memorize | store suitably in ROM of the vehicle side control part 50 via communication lines, such as the internet. Alternatively, the altitude information of the installed object and various data of the maximum tunnel mine height may be stored in an external storage medium such as a memory card and read by the surrounding environment acquisition unit 58.
The display device 59 is a monitor device that displays the map information as the surrounding environment information, the position of the host vehicle 2 and the travel route, and the image information G from the body camera 47 as an image or a character. The display device 59 functions as a presentation unit that presents information corresponding to the image captured by the body camera 47 to the passenger (driver) of the host vehicle 2.
The wireless transceiver 60 is a communication device that is mounted on the host vehicle 2 and transmits and receives signals and information between the flying vehicle 3 and the host vehicle 2. The wireless transceiver 60 transmits the flight instruction and the imaging instruction transmitted to the vehicle-side control unit 50, receives the current flight information and the image information G transmitted from the flying object 3, and receives the vehicle-side control unit 50. To enter.

The vehicle-side control unit 50 includes vehicle current position information transmitted from the GPS receiving unit 51, traveling direction information transmitted from the steering wheel angle information acquiring unit 52, and vehicle attitude information transmitted from the angular velocity meter 53 and the accelerometer 54. Current information such as brake information transmitted from the brake information acquisition unit 55, speed information (Vv) transmitted from the vehicle speedometer 56, accelerator pedal depression amount information transmitted from the accelerator opening information acquisition unit 57, etc. From the information, the current running state (running current state) of the host vehicle 2 is determined. The current travel state includes the latitude, longitude and altitude, which are vehicle current position information of the host vehicle 2, the traveling direction and the vehicle speed, whether the vehicle is stopped or traveling, whether traveling straight, or traveling on a curve. The vehicle-side control unit 50 displays the running state on the display device 59 with icons, characters, or numbers together with the vehicle development information corresponding to the running state of the host vehicle 2.
The vehicle-side control unit 50 recognizes the position of the flying object 3 based on the current flight information from the flying object 3, and flies via the radio transceiver 60 together with the imaging instruction with the target separation position (M) as the flying instruction. Send to body 3.

In the driving support control device 1 having such a configuration, in the flying object 3 that flies ahead of the host vehicle 2, the flight instruction and the imaging instruction are received by the wireless transmitter / receiver 49, and the contents are controlled by the aircraft-side control unit 40. to decide. The airframe-side control unit 40 controls the driving of each drive motor 30 and adjusts the rotational speed of each rotor blade 31 so that the flight state at the instructed target separation position (M) is achieved. Control. In addition, the airframe side control unit 40 captures a moving image or a still image with the airframe camera 47 around the road 5 around the host vehicle 2. The captured image is transmitted as image information G from the flying vehicle 3 to the host vehicle 2 via the wireless transceiver 49.
In the host vehicle 2, the transmitted image is received by the wireless transceiver 60, input to the vehicle-side control unit 50, and displayed together with the map information on the display device 59, so that the driver can see the front of the host vehicle 2. Present information.
For this reason, the driver can recognize in advance before reaching the information around the host vehicle 2 and the traveling direction (for example, a traffic jam location, a location with a parked vehicle, various construction locations, an accident site) Improved drivability.

In the embodiment, the driving assistance is described as presenting information on the image captured by the body camera 47 to the driver. However, the driving assistance is not limited to presenting image information to the driver. Absent.
For example, when the flying object 3 includes the GPS receiver 41, the position of the host vehicle 2 can be obtained from position information from the GPS receiver 41 by flying right above the host vehicle 2. For this reason, when the GPS receiver 51 of the own vehicle 2 breaks down, the vehicle-side control unit 50 acquires position information from the GPS receiver 41 as a substitute. And it can utilize for driving assistance by using it as information on the own vehicle position of a navigation system.
Alternatively, when the flying object 3 includes the barometer (altimeter) 45 and the anemometer 46, the vehicle-side control unit 50 acquires the barometric information from the barometer and the wind speed information from the anemometer. On the other hand, a predetermined threshold value, an atmospheric pressure change rate, a wind speed change rate, and the like are set in advance in the vehicle-side control unit 50. Then, the atmospheric pressure information and the wind speed information sent from the flying object 3 are compared with the threshold value, the atmospheric pressure change rate and the wind speed change rate, and the atmospheric pressure information and the wind speed information sent from the flying object 3 are When the rate of change is exceeded, it may be presented to the driver that the weather condition of the area where the host vehicle 2 is traveling has deteriorated. In this case, it is possible to support the driving by displaying the local weather change on the display device 59 and notifying the driver. In this case, the barometer (altimeter) 45 and the anemometer 46 serve as a situation acquisition unit that acquires the situation around the host vehicle 2.
In the embodiment, the display device 59 that displays an image is exemplified as the presentation unit. However, for example, when notifying the driver of a local weather change, the display device 59 is not displayed on the display device 59, but by light or sound. It may be presented by informing.

(Aircraft departure return control)
As shown in FIG. 6A, the flying object 3 flies at a target flight position (M) indicated by a broken line set on the traveling lane 6 through which the host vehicle 2 passes after a predetermined time (T). . In the present embodiment, the target flight position (M) is a separation position that is separated from the vehicle position information (P2) of the host vehicle 2 by a predetermined distance, and is set in advance as a separation distance.
However, the flying object 3 may deviate from the target flight position (M) due to external factors. External factors include gusts and contact with birds. When the flying object 3 receives a gust of wind or comes into contact with a bird or the like, the flying object 3 may be separated from the target flight position (M). If the departure position (R1) of the flying vehicle 3 indicated by the solid line is above the travel lane 8 in the opposite lane of the road 5, contact with the oncoming vehicle is concerned, and the departure position (R1) is above the sidewalk 9. There is concern about contact with installations on the sidewalk 9. For this reason, when the flying object 3 deviates from the target flight position (M), and the deviation amount is large and is swept away from the traveling lane 6, it is important to quickly return the flying object 3 to the traveling lane 6. Become.

Therefore, in the driving support control device 1 according to the present embodiment, as shown in FIG. 6B, when the flying object 3 deviates from the travel lane 6 where the target flight position (M) is set, the departure position ( The departure return control is executed so as to control the flight state of the vehicle 3 so as to return to the traveling lane 6 from R1) preferably in the shortest time. FIG. 6B shows the process of returning from the sidewalk 9.
FIG. 7 is a block diagram showing a configuration of a control system that the driving support control device 1 has to perform control for returning the departure state of the flying object 3.
The driving support control device 1 includes a travel lane information acquisition unit 80 that acquires the position information of the travel lane 6, the position information of the travel lane 6, and the flight position information (P 1) of the flying object 3 acquired by the GPS receiver 41. A departure state determination unit 81 that determines a departure state of the flying vehicle 3 from the traveling lane 6 is provided. Hereinafter, the position information of the traveling lane 6 is referred to as lane position information (L).

The traveling lane information acquisition unit 80 may acquire, for example, the coordinate data information of the road in the map information to obtain the lane position information (L). Alternatively, the lane position information (L) may be acquired from the vehicle position information (P2) of the host vehicle 2 and the vehicle speed information (Vv) indicating the running state. That is, the position of the traveling lane 6 is estimated from the vehicle position information (P2) in a state where the host vehicle 2 is traveling.
As an estimation method, information on the road 6 on which the host vehicle 2 is traveling is acquired from the map information as coordinate data from the vehicle position information (P2), and coordinates corresponding to the width of the road 6 are added to the coordinate data. Thus, the lane position can be estimated. The travel lane information acquisition unit 80 has a function of transmitting lane position information (L) indicating the estimated travel lane position to the vehicle-side control unit 50. The lane position information (L) is information on the width of the traveling lane 6.
Alternatively, when the host vehicle 2 includes a camera as an imaging device that images the front of the vehicle, a line (white line or the like) indicating the travel lane 6 reflected in the image captured by the camera is subjected to image processing, and the travel lane The position (width information) may be estimated and transmitted to the vehicle-side controller 50 as lane position information (L) indicating the traveling lane position.

The departure state determination unit 81 determines that the flying object 3 is in a departure state from the traveling lane 6 when the flight position information (P1) of the flying object 3 deviates from the lane position information (L) (coordinate range). It is the determination part to do.
The driving support control device 1 includes a target flight position deriving unit (82) that derives the target flight position (M) from the vehicle position information (P2) of the host vehicle 2 acquired by the GPS receiver 51. The target flight position deriving unit 82 derives a target flight position (M) that is a position at which the flying object 3 flies at a predetermined separation distance with respect to the vehicle position information (P2). The separation distance is stored and set in advance in the ROM of the vehicle-side control unit 50 as predetermined numerical information. The target flight position deriving unit 82 reads information on the separation distance from the ROM of the vehicle-side control unit 50, and calculates the target flight position (M) from the vehicle position information (P2) and the separation distance.

Based on the flight position information (P1) and lane position information (L) acquired by the GPS receiver 41, the driving support control device 1 moves to the driving lane 6 at the shortest distance from the departure position (R1) that is the departure position. A return position deriving unit 83 for deriving the return position (R2) to be returned is provided. Here, as shown in FIG. 6 (b), instead of heading from the departure position (R1) to the target flight position (M), first, on the travel lane 6 (road 5), preferably on the travel route of the vehicle 2 The flying object 3 is returned. This is because, when the departure position (R1) is the side lane 9 or the traveling lane of the opposite lane 8, the purpose is to avoid contact between the installation object and the oncoming vehicle and the flying object 3.
In the present embodiment, the return position (R2) that returns to the travel lane 6 at the shortest distance from the departure position (R1) is a position in the closest coordinate area of the travel lane 6 from the departure position (R1). 6 is a position reached by flying the flying object 3 in a direction orthogonal to 6 and is coordinate information.

When the flight position of the flying object 3 moves from the departure position (R1) onto the travel lane 6 (when it is positioned at the return position (R2)), the control unit 4 moves toward the target flight position (M). The flight state of the flying object 3 is controlled so as to fly. The control unit 4 controls the flight state of the flying object 3 so as to fly toward the latest target flight position (Ma) derived by the target flight position deriving unit 82.
That is, the control unit 4 controls the flight state of the flying object 3 so that the flying object 3 flies over the return position (R2) derived by the return position deriving unit 83.
When the departure state determination unit 81 detects the departure state of the flying object 3, the vehicle-side control unit 50 constituting the control unit 4 returns the flying object 3 from the departure position (R1) to the shortest position on the travel lane 6. A control instruction for controlling the flight state of the flying vehicle 3 is given to the airframe side control unit 40 so as to return to the position (R2).
When the flight position of the flying object 3 moves from the departure position (R1) onto the travel lane 6 (when positioned at the return position (R2)), the vehicle-side control unit 50 determines the latest target flight position (Ma The aircraft body side control unit 40 is instructed to control the flight state of the flying vehicle 3 so as to fly toward the aircraft). The latest target flight position (Ma) is the latest target flight position (Ma) derived by the target flight position deriving unit 82 based on the position of the host vehicle 2 after the departure of the flying body 3. The vehicle-side control unit 50 gives the aircraft-side control unit 40 a control instruction for controlling the flight state of the flying object 3 so as to fly toward the latest target flight position (Ma).
The vehicle-side control unit 50 gives a control instruction for controlling the flight state of the flying object 3 to the aircraft-side control unit 40 so that the flying object 3 flies over the return position (R2) derived by the return position deriving unit 83. Do.
Each flight instruction given from the vehicle-side control unit 50 is transmitted toward the flying object 3 via the wireless transceiver 49.

The contents of the departure return process of the flying object 3 will be described using the flowchart shown in FIG. In the departure return control of the flying object 3, the process up to the flight instruction is executed by the vehicle-side control unit 50, the flight of the flying object 3 from the separation position (R1) to the return position (R2), and the return position (R2). The flight control itself relating to the flight from to the latest target flight position (Ma) is executed by the fuselage-side control unit 40.
The driving assistance control apparatus 1 acquires the flight position information (P1) transmitted from the flying body 3 by the wireless transceiver 60, stores it in the RAM of the vehicle body side control unit 50, and stores it (step ST1).
The driving support control device 1 takes in the vehicle position information (P2) acquired by the GPS receiver 51, stores it in the RAM of the vehicle body side control unit 50, and stores it (step ST2).
The driving support control device 1 acquires the lane position information (L) by the travel lane information acquisition unit 80, stores it in the RAM of the vehicle body side control unit 50, and stores it (step ST3).
The driving support control device 1 calculates the target flight position (M) by the target flight position deriving unit 82, stores it in the RAM of the vehicle body side control unit 50, and stores it (step ST4).

The driving support control device 1 compares the lane position information (L) and the flight position information (P1), and the flight position information (P1) of the flying object 3 deviates from the lane position information (L) (coordinate range). It is determined by the departure state determination unit 81 (step ST5). If the flight position information (P1) of the flying object 3 is not deviated from the lane position information (L), this control is finished. On the other hand, when the flight position information (P1) deviates from the lane position information (L), it is determined that the flight position information (P1) has departed, and the flight position information (P1) is set as the departure position (R1) (step ST6). .
The driving assistance control device 1 derives the return position (R2) that returns to the travel lane 6 with the shortest distance from the departure position (R1) by the return position deriving unit 83 (step ST7).
The vehicle-side control unit 50 transmits the return position (R2) as a flight instruction to the flying object 3 via the radio transceiver 60 so as to fly toward the return position (R2) derived by the return position deriving unit 83. (Step ST8).
On the aircraft 3 side, the flight instruction (return position (R2)) transmitted from the host vehicle 2 is received by the wireless transceiver 60, and stored in the RAM by the aircraft-side control unit 40 (step ST9).
The aircraft-side control unit 40 controls the drive of each drive motor 30 shown in FIGS. 2 and 3 to adjust the rotation speed of each rotor blade 31 so as to be a flight instruction (return position (R2)). The state is controlled (step ST10).
When the flight position information (P1) is the departure position (R1), the driving support control device 1 re-acquires the vehicle position information (P2) at that time, and obtains the latest target flight position (Ma) as the target flight position derivation 82. And stored in the RAM of the vehicle body side control unit 50 (steps ST11 and ST12).
The driving support control device 1 controls the flight state of the flying object 3 with the control unit 4 so as to fly toward the latest target flight position (Ma) derived by the target flight position derivation 82. Specifically, the vehicle body side control unit 50 transmits the latest target flight position (Ma) as a flight instruction to the flying object 3 via the wireless transceiver 60 (step ST13).

On the aircraft 3 side, the flight instruction (latest target flight position (Ma)) transmitted from the host vehicle 2 is received by the wireless transceiver 60, and stored and stored in the RAM by the aircraft controller 40 (step ST14). ).
The airframe side control unit 40 adjusts the rotational speed of each rotor blade 31 by controlling the drive of each drive motor 30 shown in FIGS. 2 and 3 so that the flight instruction (latest target flight position (Ma)) is obtained. Then, the flight state is controlled (step ST15).
Such deviation return control processing from step ST1 to step ST15 is repeated, for example, every second.

According to the present embodiment, the departure state determination unit 81 determines the departure state of the flying object 3 from the traveling lane 6 from the lane position information (L) and the flying position information (P1) of the flying object 3. Since the flight state of the flying object 3 is controlled by the control unit 4 so as to return the flying object 3 from the departure position (R1) to the return position (R2) on the travel lane 6, the flying object 3 is detected. Even when 3 deviates from the traveling lane 6, it can return to the traveling lane 6. For this reason, even if the flying object 3 deviates to the opposite lane 8 or the sidewalk 9, it is possible to reduce the possibility of coming into contact with the oncoming vehicle or the installation object. And the risk of dropping associated therewith can be reduced.
Since the return position (R2) of the flying object 3 is on the travel lane 6 that is the shortest distance from the departure position (R1), the time required to fly on the opposite lane 8 or the sidewalk 9 at the time of return flight can be shortened. The possibility of coming into contact with an oncoming vehicle or an installed object can be reduced, and along with protection of the oncoming vehicle and pedestrians, it is possible to reduce the risk of damage to the flying body 3 and the accompanying fall.
When the flying object 3 returns to the traveling lane 6, the flight state of the flying object 3 is controlled by the control unit 4 so as to fly toward the latest target flight position (Ma). It is possible to fly at a target flight position (M) as a position, preferably the latest target flight position (Ma), and by obtaining image information (G) as support information at the position, stable driving support can be obtained. Yes.

As mentioned above, although preferable embodiment of this invention was described, this invention is not limited to this specific embodiment, Unless it is specifically limited by the above-mentioned description, this invention described in the claim is described. Various modifications and changes are possible within the scope of the gist of the invention. For example, in the embodiment, the flying object 3 that has taken off from the own vehicle 2 has been described as returning to the own vehicle 2, but the takeoff of the flying object 3 is performed from a point different from the own vehicle 2. May be controlled by the vehicle-side control unit 50 and returned to the host vehicle 2.
The image information (G) captured by the airframe camera 47 is transmitted from the flying vehicle 3 to the host vehicle 2 and used for driving support during driving support, but may be used for other purposes. For example, the airframe camera 47 is activated even when returning, and the subject vehicle 2 is aerial photographed from the flying object 3, the aerial image information G <b> 1 is transmitted to the subject vehicle 2, and the position of the takeoff and landing part 20 of the subject vehicle 2 is determined by the vehicle. Image processing may be performed by the side control unit 50, and the flying object 3 may be returned to the take-off and landing unit 20 as a target.
The effects described in the embodiments of the present invention are only the most preferable effects resulting from the present invention, and the effects of the present invention are limited to those described in the embodiments of the present invention. is not.

  DESCRIPTION OF SYMBOLS 1 ... Driving assistance control apparatus, 2 ... Vehicle, 3 ... Flying object, 4 ... Control part, 6 ... Driving lane, 30 ... Drive source, 40 ... Airframe side control , 41 ... Aircraft position information acquisition unit, 47 ... Situation acquisition unit, imaging device, 50 ... Vehicle side control unit, 51 ... Vehicle position information acquisition unit, 59 ... Presentation unit, Display device: 80 ... running lane information acquisition unit, 81 ... deviation state determination unit, 82 ... target flight position deriving unit, 83 ... return position deriving unit, L ... running lane position information, M ... target flight position, Ma ... latest target flight position, P1 ... flight position information, ... travel lane information, P2 ... travel position information, R1 ... departure position, R2. ..Return position.

Claims (9)

An aircraft position information acquisition unit for acquiring flight position information of an unmanned aircraft capable of flying at a target flight position on a travel lane in which the vehicle is traveling; and
A travel lane information acquisition unit for acquiring position information of the travel lane;
A departure state determination unit that determines a departure state of the flying object from the traveling lane from the traveling lane position information and the flight position information of the flying object,
When the departure state determination unit detects the departure state of the flying object, the departure state determination unit includes a control unit that controls the flight state of the flying object so as to return to the traveling lane from a position that has departed from the flying object. A driving support control device. In the driving assistance control device according to claim 1,
When the departure state determination unit detects the departure state of the flying object, the control unit controls the flying state of the flying object so as to return to the traveling lane in the shortest time from the position where the departure from the flying object is detected. A driving support control device characterized by: In the driving assistance control device according to claim 1 or 2,
The control unit controls the flight state of the flying object so that the flying position of the flying object moves toward the target flight position when the flight position moves from the deviated position onto the traveling lane. A driving assistance control device characterized by the above. In the driving assistance control device according to claim 3,
A vehicle position information acquisition unit for acquiring vehicle position information of the vehicle;
A target flight position deriving unit for deriving the target flight position from the vehicle position information of the vehicle;
The driving support control device, wherein the control unit controls the flight state of the flying body so as to fly toward the latest target flight position derived by the target flight position deriving unit. In the driving assistance control device according to any one of claims 1 to 4,
Based on the flight position information and the travel lane information, a return position deriving unit for deriving a return position to return to the travel lane at the shortest distance from the deviated position,
The driving support control apparatus, wherein the control unit controls a flight state of the flying object so that the flying object flies over the return position derived by the return position deriving unit. In the driving assistance control device according to any one of claims 1 to 5,
The target flight position (M) is a position set on a travel lane through which the vehicle passes after a predetermined time. In the driving assistance control device according to any one of claims 1 to 6,
The control unit includes a vehicle-side control unit mounted on the vehicle and an airframe-side control unit mounted on the flying body,
The vehicle-side control unit controls the flight state of the flying body so as to return to the traveling lane from a position that deviates from the flying body when the departure state determination unit detects the departure state of the flying body. A driving support control device, wherein a control instruction is given to the airframe side control unit. In the driving assistance control device according to any one of claims 1 to 7,
A situation acquisition unit that is mounted on the flying body and acquires the situation around the vehicle;
A driving support control apparatus comprising: a presentation unit that presents information acquired by the situation acquisition unit to an occupant of the vehicle. In the driving assistance control device according to claim 8,
The situation acquisition unit is an imaging device that images the situation around the vehicle,
The driving support control device, wherein the presenting unit is a display device that displays contents according to information captured by the imaging device.

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