JP2017047710A - Operation support apparatus and operation support method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an operation support apparatus capable of realizing both safety and comfort in a vehicular travel.SOLUTION: An operation support apparatus 30, for use in support of an operation of a vehicle, includes: an information obtainment part 31 for obtaining a travel parameter including at least one of a speed of the vehicle, a relative speed of a preceding vehicle relative to the vehicle and an inter-vehicle distance between the vehicle and preceding vehicle; a travel control part 32 for executing automatic travel control in which a vehicle 1 is accelerated and decelerated by controlling a drive system 10 of the vehicle 1 and a brake system 20 thereof so that the travel parameter approaches a given target value; and a curve determination part 33 for determining a curve travel section in which the vehicle 1 performs a curve travel and inhibiting acceleration by the automatic travel control in the curve travel section.SELECTED DRAWING: Figure 2

Description

  The present disclosure relates to a driving support device and a driving support method that support driving of a vehicle.

  In recent years, adaptive cruise control (hereinafter referred to as “ACC”) has attracted attention as one of the technologies for supporting driving of a vehicle (see, for example, Patent Document 1). The ACC acquires the vehicle speed of the vehicle, the relative speed of the preceding vehicle with respect to the vehicle, the inter-vehicle distance from the preceding vehicle, etc., and the vehicle drive system so that the vehicle speed and the inter-vehicle distance from the preceding vehicle are kept constant. And a technology for controlling a braking system. For example, ACC accelerates the vehicle by increasing the fuel injection amount of the engine when the speed of the vehicle decreases or the distance between the vehicles increases. By adopting such a technique, it is possible to reduce the burden on the driver's operation and improve the driving comfort.

Japanese Patent Laid-Open No. 7-17295

  However, when running on a curved road or the like, acceleration is not preferable from a safety standpoint. On the other hand, in order to prevent such acceleration, it is troublesome for the driver to start the normal driving including the brake operation by performing the operation of releasing the ACC every time the vehicle approaches a curved road. Therefore, a technique that can achieve both safety and comfort in vehicle travel is desired.

  An object of the present disclosure is to provide a driving support device and a driving support method that can achieve both safety and comfort in vehicle travel.

  The driving support device according to the present disclosure is a driving support device that supports driving of a vehicle, and includes a vehicle speed of the vehicle, a relative speed of a preceding vehicle with respect to the vehicle, and an inter-vehicle distance between the vehicle and the preceding vehicle. An information acquisition unit for acquiring a travel parameter including at least one, and an automatic and an acceleration / deceleration of the vehicle by controlling a drive system and a brake system of the vehicle so that the travel parameter approaches a predetermined target value A travel control unit that performs travel control; and a curve determination unit that determines a curve travel section in which the vehicle travels in a curve and prohibits the acceleration by the automatic travel control in the curve travel section.

  The driving support method of the present disclosure is a driving support method for supporting driving of a vehicle, and includes a vehicle speed of the vehicle, a relative speed of a preceding vehicle with respect to the vehicle, and an inter-vehicle distance between the vehicle and the preceding vehicle. Including the step of starting acquisition of a travel parameter including at least one, and controlling the drive system and the brake system of the vehicle to accelerate and decelerate the vehicle so that the travel parameter approaches a predetermined target value. A step of starting automatic traveling control; and a step of determining a curved traveling section where the vehicle travels in a curved line, and prohibiting the acceleration by the automatic traveling control in the curved traveling section.

  According to the present disclosure, both safety and comfort in vehicle travel can be achieved.

The block diagram which shows an example of a structure of the vehicle in one embodiment of this indication The figure which shows an example of a structure of the driving assistance device which concerns on this Embodiment. A flowchart showing an example of a travel control process in the present embodiment Flow chart showing an example of curve determination processing in the present embodiment

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

<Vehicle configuration>
First, a configuration of a vehicle including a driving support device according to an embodiment of the present disclosure will be described.

  FIG. 1 is a block diagram illustrating an example of a configuration of a vehicle including a driving support apparatus according to the present embodiment. Here, the illustration and description will be made with a focus on the parts related to the driving support device.

  A vehicle 1 shown in FIG. 1 is, for example, a large vehicle such as a truck equipped with an inline 6-cylinder diesel engine. As shown in FIG. 1, the vehicle 1 includes a drive system 10 that travels the vehicle 1, a braking system 20 that decelerates the vehicle 1, and a driving support device 30 that assists the driver in driving the vehicle 1.

  The drive system 10 includes an engine 11, a clutch 12, a transmission (transmission) 13, a propulsion shaft (propeller shaft) 14, a differential gear (differential gear) 15, a drive shaft (drive shaft) 16, wheels 17, an engine ECU 18, And a power transmission ECU 19.

  The engine ECU 18 and the power transmission ECU 19 are connected to the driving support device 30 by an in-vehicle network such as a CAN (Controller Area Network), and can transmit / receive necessary data and control signals to / from each other. The engine ECU 18 controls the output of the engine 11 in accordance with a drive command from the driving support device 30. The power transmission ECU 19 controls the connection and disconnection of the clutch 12 and the shift of the transmission 13 in accordance with a drive command from the driving support device 30.

  The power of the engine 11 is transmitted to the transmission 13 via the clutch 12. The power transmitted to the transmission 13 is further transmitted to the wheel 17 via the propulsion shaft 14, the differential device 15, and the drive shaft 16. Thereby, the motive power of the engine 11 is transmitted to the wheels 17 and the vehicle 1 travels.

  The braking system 20 includes a service brake 21, auxiliary brakes 22 and 23, a parking brake (not shown), and a brake ECU 24.

  The service brake 21 is a brake generally called a main brake, a friction brake, a foot brake, or a foundation brake. The service brake 21 is, for example, a drum brake that obtains a braking force by pressing a brake lining against the inside of a drum that rotates together with the wheels 17.

  The auxiliary brake 22 is a retarder that obtains a braking force by directly applying a load to the rotation of the propulsion shaft 14 (hereinafter referred to as “retarder 22”), and is, for example, an electromagnetic retarder. The auxiliary brake 23 is an exhaust brake that uses the rotational resistance of the engine to enhance the effect of the engine brake (hereinafter referred to as “exhaust brake 23”). By providing the retarder 22 and the exhaust brake 23, the braking force can be increased and the frequency of use of the service brake 21 can be reduced, so that wear such as brake lining can be suppressed.

  The brake ECU 24 is connected to the driving support device 30 through an in-vehicle network such as CAN, and can transmit and receive necessary data and control signals to and from each other. The brake ECU 24 controls the braking force of the service brake 21 (the brake fluid pressure of the wheel cylinder of the wheel 17) according to the braking command from the driving support device 30.

  The braking operation of the service brake 21 is controlled by the driving support device 30 and the brake ECU 24. The braking operation of the retarder 22 and the exhaust brake 23 is controlled on / off by the driving support device 30. Since the braking force of the retarder 22 and the exhaust brake 23 is substantially fixed, the service brake 21 capable of finely adjusting the braking force is suitable for accurately generating the desired braking force.

  The driving support device 30 acquires various types of information from the inter-vehicle distance detection unit 41, the ACC operation unit 42, the accelerator operation detection unit 43, the brake operation detection unit 44, the vehicle speed sensor 45, and the curve detection unit 46. Based on this, the operation of the drive system 10 and the braking system 20 is controlled.

  In addition, the driving support device 30 outputs various information related to traveling from the information output unit 50.

  In addition, the driving support device 30 realizes ACC (adaptive cruise control). That is, the driving support device 30 performs constant speed traveling control and follow-up traveling control (hereinafter collectively referred to as “automatic traveling control”) in the vehicle 1.

  The constant speed traveling control means that the traveling speed of the vehicle 1 (hereinafter referred to as “vehicle speed”) approaches a predetermined target value (value or a range of values) when there is no preceding vehicle in a predetermined range. This is control for operating the driving system 10 and the braking system 20.

  In the follow-up running control, when a preceding vehicle is present in a predetermined range, the driving system 10 and the braking system 20 are set so that the inter-vehicle distance is within a predetermined target range and the relative speed is close to zero. It is the control which operates. Details of the driving support device 30 will be described later.

  The inter-vehicle distance detection unit 41 measures (detects) the inter-vehicle distance (hereinafter simply referred to as “inter-vehicle distance”) between the vehicle 1 and the preceding vehicle, and outputs the measurement result to the driving support device 30. For example, a laser radar, a millimeter wave radar, an imaging device, or the like can be applied to the inter-vehicle distance detection unit 41 alone or in combination. The above-described driving support device 30 controls the operation of the drive system 10 and the braking system 20 during constant speed traveling and following traveling based on the detection result of the inter-vehicle distance detection unit 41.

  The ACC operation unit 42 includes a main switch for enabling execution of ACC and an ACC setting switch for setting / releasing ACC. The ACC operation unit 42 includes a speed setting button for setting a target value of the vehicle speed and an inter-vehicle distance setting button for setting the inter-vehicle distance. These switches and buttons may be a user interface displayed on a display with a touch panel. The ACC operation unit 42 outputs an operation signal indicating the content of the operation performed in the ACC operation unit 42 to the driving support device 30. The above-described driving support device 30 sets information related to automatic travel control based on an operation signal from the ACC operation unit 42 (operation of the driver performed through the ACC operation unit 42).

  The accelerator operation detection unit 43 detects whether or not the accelerator pedal for accelerating the vehicle has been depressed, and the amount of depression of the accelerator pedal, and outputs the detection result to the driving support device 30. The driving support device 30 sends a drive command to the engine ECU 18 and the power transmission ECU 19 based on the depression amount of the accelerator pedal.

  The brake operation detection unit 44 detects whether or not the brake pedal for operating the service brake 21 has been depressed, and the amount of depression of the brake pedal. The brake operation detection unit 44 detects whether or not an auxiliary brake lever that operates the retarder 22 or the exhaust brake 23 is operated. Then, the brake operation detection unit 44 outputs detection results regarding the brake pedal and the auxiliary brake lever to the driving support device 30. The above-described driving support device 30 sends a braking command to the brake ECU 24 based on the depression amount of the brake pedal. The driving assistance device 30 controls the on / off operation of the retarder 22 or the exhaust brake 23 based on the operation of the auxiliary brake lever.

  The vehicle speed sensor 45 is attached to the propulsion shaft 14, for example, detects the vehicle speed, and outputs the detection result to the driving support device 30.

  The curve detection unit 46 acquires travel direction information including at least one of the yaw rate of the vehicle 1, information related to the travel route of the vehicle 1, and the steering angle of the vehicle 1, and uses the acquired travel direction information as driving assistance. Output to device 30.

  In the present embodiment, the curve detection unit 46 is a yaw rate sensor fixed to the vehicle 1, and the traveling direction information is the yaw rate of the vehicle 1. The yaw rate of the vehicle 1 is the speed at which the yaw angle of the vehicle 1 changes, that is, the rotational angular velocity of the vehicle 1 in the horizontal direction or the direction of the ground plane of the vehicle 1.

  The information output unit 50 includes, for example, a speaker and a display unit (display) such as a so-called instrument panel or a display (not shown) of a navigation system. The driving support device 30 uses the information output unit 50 to display various instruments such as a speedometer, a tachometer, a fuel meter, a water temperature meter, a distance meter, and information related to automatic travel control, output an alarm sound, and the like. Do.

  The engine ECU 18, the power transmission ECU 19, the brake ECU 24, and the driving support device 30 are not shown, but are, for example, a storage medium such as a CPU (Central Processing Unit) and a ROM (Read Only Memory) storing a control program. , A working memory such as a RAM (Random Access Memory), and a communication circuit. In this case, for example, the function of each part described later constituting the driving support device 30 is realized by the CPU executing the control program. Note that all or part of the engine ECU 18, the power transmission ECU 19, the brake ECU 24, and the driving support device 30 may be configured integrally.

  The vehicle 1 having such a configuration can perform not only normal traveling based on the operation of the driver but also traveling by automatic traveling control based on the vehicle speed, the inter-vehicle distance, and the like by the driving support device 30.

<Configuration of driving support device>
Next, the configuration of the driving support device 30 will be described.

  FIG. 2 is a diagram illustrating an example of the configuration of the driving support device 30.

  As illustrated in FIG. 2, the driving support device 30 includes an information acquisition unit 31, a travel control unit 32, a curve determination unit 33, and an alarm output unit 34.

  The information acquisition unit 31 acquires a target value of the vehicle speed, relative speed, or inter-vehicle distance based on, for example, input information from the ACC operation unit 42, and outputs the acquired target value to the travel control unit 32.

  In addition, the information acquisition unit 31 is based on input information from the vehicle speed sensor 45 and the inter-vehicle distance detection unit 41, the relative speed of the preceding vehicle with respect to the vehicle 1 (hereinafter simply referred to as “relative speed”), and the inter-vehicle distance. And get. For example, the information acquisition unit 31 records the input information and calculates the relative speed from the time change of the inter-vehicle distance. Then, the information acquisition unit 31 outputs the acquired vehicle speed, relative speed, and inter-vehicle distance to the travel control unit 32.

  For example, the information acquisition unit 31 appropriately sets the target value of the vehicle speed and the target value of the inter-vehicle distance based on the current vehicle speed and the inter-vehicle distance and the inter-vehicle range preset by the user (inter-vehicle distance level). It may be set. For example, when the engine 11 is started, the information acquisition unit 31 receives an operation for selecting one of a plurality of preset inter-vehicle ranges from the driver via the inter-vehicle distance setting button of the ACC operation unit 42. . And the information acquisition part 31 sets the target value of inter-vehicle distance with a larger value, so that the longer inter-vehicle range is selected or the present vehicle speed is large. The information acquisition unit 31 may cause the information output unit 50 to display information indicating the set inter-vehicle range.

  Further, the information acquisition unit 31 acquires the yaw rate of the vehicle 1 based on the input information from the curve detection unit 46, and outputs the acquired yaw rate to the curve determination unit 33.

  The travel control unit 32 controls the drive system 10 and the braking system 20 of the vehicle 1 so that at least one of the vehicle speed, the relative speed, and the inter-vehicle distance approaches each target value. That is, the traveling control unit 32 performs the above-described automatic traveling control.

  For example, the traveling control unit 32 performs proportional control (P control) on the difference between the vehicle speed and the target value and the difference between the relative speed and the target value, and the inter-vehicle distance and the target value (inter-vehicle range). Integral control (I control) is performed on the difference. Thereby, the traveling control unit 32 calculates the acceleration / deceleration that brings each of these differences close to 0 as a target value of acceleration / deceleration (hereinafter referred to as “target acceleration / deceleration”), and a value corresponding to the calculated target acceleration / deceleration Is output as a control value for the drive system 10 and the braking system 20.

  The traveling control unit 32 accelerates the vehicle 1 by increasing the fuel injection amount of the engine 11 when the target value of acceleration of the vehicle 1 exceeds a predetermined threshold. However, as described above, such acceleration is not preferable when the vehicle 1 is traveling along a curved road.

  Therefore, the traveling control unit 32 increases the fuel injection amount of the engine 11 on condition that a curve flag set by a curve determination unit 33 described later is on.

  The curve flag is a flag indicating whether or not the vehicle 1 is in a curve traveling section, that is, whether or not the vehicle 1 is traveling in a curve. That is, when the vehicle 1 is traveling in a curved line, the traveling control unit 32 does not increase the fuel injection amount of the engine 11 even if the acceleration target value exceeds the predetermined threshold value. 1 is not accelerated. The curve flag may be held by the travel control unit 32 or the curve determination unit 33.

  Moreover, the traveling control unit 32 cancels the automatic traveling control at a predetermined timing, and notifies the alarm output unit 34 to that effect. For example, when the vehicle speed drops to a predetermined threshold such as 35 km / h, the traveling control unit 32 cancels the automatic traveling control and switches to normal traveling by the driver's operation. The traveling control unit 32 may maintain only the control of the main brake in the ACC until the vehicle speed is reduced to 15 km / h or the like.

  The traveling control unit 32 includes the drive system 10 and the braking system 20 based on the operation of an operation interface (all not shown) such as an accelerator, a brake, a shift lever, and a handle when the ACC is not working. Each part of the vehicle 1 is controlled. Since such control is the same as control in normal running in a conventional vehicle, description thereof is omitted here.

  The curve determination unit 33 determines a curve travel section in which the vehicle 1 travels in a curve, and prohibits acceleration by automatic travel control in the curve travel section. More specifically, the curve determination unit 33 sequentially calculates the curve radius (R value) of the road on which the vehicle 1 is traveling based on the yaw rate and the vehicle speed, and from when the curve radius falls below the first threshold. Next, the section until the curve radius exceeds the second threshold is determined as the curve travel section. Then, the curve determination unit 33 turns on the above-described curve flag in the curve travel section, and turns off the above-described curve flag in the other sections. The curve determination unit 33 may acquire the vehicle speed from the information acquisition unit 31 or may acquire from the travel control unit 32.

  The alarm output unit 34 starts alarm output using the information output unit 50 when the automatic travel control is canceled in the travel control unit 32. The alarm output is, for example, an alarm sound output from a speaker of the information output unit 50.

  Such a driving support device 30 does not perform acceleration in a curve travel section in which the vehicle 1 travels in a curve in automatic travel control in which the vehicle 1 is accelerated and decelerated so that the travel parameter approaches a predetermined target value. Can be. That is, when the vehicle 1 enters a curved road, the driving assistance device 30 can switch to automatic traveling control that prevents a collision with a preceding vehicle or a curved road shoulder while limiting acceleration.

<Operation of driving support device>
Next, the operation of the driving support device 30 will be described. Here, the operation of the driving support device 30 includes a process mainly including the travel control unit 32 (hereinafter referred to as “travel control process”) and a process mainly including the curve determination unit 33 (hereinafter referred to as “curve determination process”). This will be explained separately.

  For example, when an ACC start operation is performed in the ACC operation unit 42, the driving support device 30 starts a travel control process and a curve determination process described below. The information acquisition unit 31 may invalidate the ACC start operation when the vehicle speed is less than a predetermined value (for example, 35 km / h) or when the vehicle speed exceeds another predetermined value (for example, 110 km / h). In addition, the driving support device 30 is, for example, when the vehicle speed is reduced to a predetermined value such as 35 km / h, or when an ACC release operation is performed in the ACC operation unit 42, a driving control process and a curve described below. The determination process ends.

  FIG. 3 is a flowchart illustrating an example of the travel control process.

  In step S1100, the information acquisition unit 31 acquires the vehicle speed v, the relative speed vr, and the inter-vehicle distance d, and records them in the memory or the like of the driving support device 30.

  In step S1200, the traveling control unit 32 determines the target acceleration / deceleration A based on the vehicle speed v, the relative speed vr, and the inter-vehicle distance d. The target acceleration / deceleration A is an amount of change per unit time of speed, and takes a positive value in the case of acceleration and takes a negative value in the case of deceleration.

  In step S1300, the traveling control unit 32 determines whether or not the curve flag is on. As described above, the curve flag is a flag set by the curve determination unit 33 and indicates whether or not the vehicle 1 is in a curve travel section. If the curve flag is on (S1300: YES), travel control unit 32 advances the process to step S1400. When the curve flag is off (S1300: NO), traveling control unit 32 advances the process to step S1600 described later.

  In step S1400, the traveling control unit 32 determines whether or not the target acceleration / deceleration A is greater than a predetermined threshold value α (where α> 0). If the target acceleration / deceleration A is larger than the threshold value α (S1400: YES), the traveling control unit 32 advances the process to step S1500. In addition, when the target acceleration / deceleration A is equal to or less than the threshold value α (S1400: NO), the traveling control unit 32 advances the process to step S1600 described later.

  In step S1500, the travel control unit 32 increases the fuel injection amount of the engine 11 and accelerates the vehicle 1 so that the acceleration / deceleration of the vehicle 1 approaches the target acceleration / deceleration A.

  That is, the traveling control unit 32 does not increase the fuel injection amount of the engine 11 when the curve flag is on. The traveling control unit 32 may realize such an operation by setting the target acceleration / deceleration A (that is, the target value of acceleration) to zero when the target acceleration / deceleration A is a positive value.

  In step S1600, the traveling control unit 32 determines whether or not the target acceleration / deceleration A is smaller than a predetermined threshold value β (where β <0). When the target acceleration / deceleration A is smaller than the threshold value β (S1600: YES), traveling control unit 32 advances the process to step S1700. If the target acceleration / deceleration A is equal to or greater than the threshold β (S1600: NO), the traveling control unit 32 advances the process to step S1800 described later. When the target acceleration / deceleration A is equal to or greater than the threshold value β, the traveling control unit 32 may return the process to step S1100.

  In step S1700, the traveling control unit 32 reduces the fuel injection amount of the engine 11 and decelerates the vehicle 1 so that the acceleration / deceleration of the vehicle 1 approaches the target acceleration / deceleration A.

  In step S1800, the traveling control unit 32 determines whether or not the target acceleration / deceleration A is smaller than a predetermined threshold γ (where γ <β). If the target acceleration / deceleration A is smaller than the threshold γ (S1800: YES), the traveling control unit 32 advances the process to step S1900. In addition, when the target acceleration / deceleration A is equal to or greater than the threshold γ (S1800: NO), the traveling control unit 32 advances the process to step S2000 described later. Note that if the target acceleration / deceleration A is equal to or greater than the threshold γ, the traveling control unit 32 may return the process to step S1100.

  In step S1900, the traveling control unit 32 operates the auxiliary brake to decelerate the vehicle 1 so that the acceleration / deceleration of the vehicle 1 approaches the target acceleration / deceleration A.

  In step S2000, the traveling control unit 32 determines whether or not the target acceleration / deceleration A is smaller than a predetermined threshold value δ (where δ <γ). If the target acceleration / deceleration A is smaller than the threshold δ (S2000: YES), the traveling control unit 32 advances the process to step S2100. Moreover, the traveling control part 32 returns a process to step S1100, when the target acceleration / deceleration A is more than threshold value (delta) (S2000: NO).

  In step S2100, the traveling control unit 32 operates the main brake to decelerate the vehicle 1 so that the acceleration / deceleration of the vehicle 1 approaches the target acceleration / deceleration A.

  FIG. 4 is a flowchart illustrating an example of the curve determination process.

  In step S3100, the curve determination unit 33 starts acquiring the vehicle speed and the yaw rate. It is desirable for the curve determination unit 33 to acquire such information at a predetermined cycle such as every 0.1 second.

In step S3200, the curve determination unit 33 uses the following equation (1) from the acquired vehicle speed v and yaw rate ω, for example, the curve radius of the road on which the vehicle 1 is traveling (or the turning radius of the vehicle 1) R. Is calculated. The curve radius R is a value that approaches infinity when the vehicle 1 is traveling in a state close to a straight line, and becomes closer to zero as the vehicle turns at a steeper angle (the steeper curve). is there.
R = v / ω (1)

  The curve determination unit 33 records the vehicle speed and yaw rate, or the curve radius R for a predetermined time length, and uses a value obtained by averaging the values for the predetermined time length, for example, by changing the lane. You may make it ignore the reduction | decrease of the curve radius R for a short time. Further, the curve determination unit 33 reduces the influence of noise by ignoring the corresponding value when the change amount per unit time of the vehicle speed and the yaw rate or the curve radius R is equal to or greater than a predetermined threshold. May be.

  In step S3300, the curve determination unit 33 compares the calculated curve radius R with a predetermined first threshold Th1, and determines whether the curve radius R is equal to or less than the first threshold Th1. The first threshold Th1 is a value corresponding to a curve radius of 300 m, for example.

  When the curve radius R is not less than or equal to the first threshold Th1 (S3300: NO), the curve determination unit 33 returns the process to step S3200. Moreover, the curve determination part 33 will advance a process to step S3400, when the curve radius R becomes below 1st threshold value Th1 (S3300: YES).

  In step S3400, the curve determination unit 33 turns on the curve flag.

  In step S3500, the curve determination unit 33 compares the calculated curve radius R with a predetermined second threshold Th2, and determines whether or not the curve radius R is equal to or greater than the second threshold Th2. The second threshold Th2 is a value larger than the first threshold Th1, and is a value corresponding to a curve radius of 400 m, for example.

  When the curve radius R is not greater than or equal to the second threshold Th2 (S3500: NO), the curve determination unit 33 repeats the determination process in step S3500. If the automatic travel control is canceled during this time, the curve determination unit 33 desirably turns off the curve flag. Moreover, the curve determination part 33 will advance a process to step S3600, when the curve radius R becomes more than 2nd threshold value Th2 (S3500: YES).

  In step S3600, the curve determination unit 33 turns off the curve flag and returns the process to step S3200.

  By such an operation, the driving support device 30 does not perform acceleration in a curve traveling section from when the curve radius R becomes equal to or smaller than the first threshold Th1 until it returns to the second threshold Th2. Can be realized.

<Effects of the present embodiment>
As described above, the driving support device 30 according to the present embodiment includes the information acquisition unit 31 that acquires a travel parameter including at least one of the vehicle speed, the relative speed, and the inter-vehicle distance of the vehicle 1. In addition, the driving support device 30 includes a traveling control unit that performs automatic traveling control that controls the driving system and the braking system of the vehicle 1 to accelerate and decelerate the vehicle 1 so that the traveling parameter approaches a predetermined target value. Have. The driving support device 30 includes a curve determination unit curve determination unit 33 that determines a curve travel section in which the vehicle 1 travels in a curve and prohibits acceleration by automatic travel control in the curve travel section.

  Thereby, the driving assistance device 30 according to the present embodiment can be switched to the automatic travel control that prevents the collision with the preceding vehicle while limiting the acceleration when the vehicle 1 enters the curved road. Therefore, the driving support device 30 according to the present embodiment can achieve both safety and comfort in vehicle travel.

<Modification of the present embodiment>
The curve determination unit 33 may calculate the yaw rate from a change in acceleration data detected by an acceleration sensor such as a gyro sensor.

  Further, the travel direction information is not limited to the above-described example. For example, information on the travel route of the vehicle 1 such as map information representing the shape of the road and a captured image in front of the vehicle 1, and the steering angle of the vehicle 1. (Steering angle) may be used.

  In addition, the value to be subjected to the threshold determination for determining the curve travel section is not limited to the curve radius, and for example, the front of the vehicle at a steering angle or a predetermined distance (for example, 50 m) ahead of the vehicle. It may be the distance or angle of the travel path with respect to the direction.

  Further, the curve determination unit 33 may determine that the curve travel section starts from a point that is a predetermined time or distance before the point where the curve radius is equal to or less than the first threshold. Thereby, the driving assistance device 30 can prohibit the acceleration by the automatic travel control from before entering the curve.

  Further, the curve determination unit 33 may determine whether the constant speed traveling control is being performed or the following traveling control is being performed, and prohibiting the acceleration may be performed only during the following traveling control. Furthermore, the curve determination unit 33 determines the detection accuracy of the relative distance of the preceding vehicle, and prohibits the acceleration during the following traveling control only when it is determined that the detection accuracy is lower than a predetermined level. May be.

  Further, the content of the automatic travel control performed by the travel control unit 32 is not limited to the above-described example. For example, the vehicle is within a predetermined acceleration / deceleration range so that only the inter-vehicle distance approaches a predetermined target value. 1 acceleration / deceleration may be controlled.

  Further, the timing at which the travel control unit 32 triggers the cancellation of the automatic travel control is not limited to the above example, and the relative speed, the inter-vehicle distance, or the elapsed time since the start of the automatic travel control is predetermined. The timing at which the above condition is satisfied may be used.

  A part of the configuration of the driving support device 30 described above may be physically separated from other parts of the configuration of the driving support device 30. In this case, those configurations need to include communication units for communicating with each other.

<Summary of this disclosure>
The driving support device according to the present disclosure is a driving support device that supports driving of a vehicle, and includes a vehicle speed of the vehicle, a relative speed of a preceding vehicle with respect to the vehicle, and an inter-vehicle distance between the vehicle and the preceding vehicle. An information acquisition unit for acquiring a travel parameter including at least one, and an automatic and an acceleration / deceleration of the vehicle by controlling a drive system and a brake system of the vehicle so that the travel parameter approaches a predetermined target value A travel control unit that performs travel control; and a curve determination unit that determines a curve travel section in which the vehicle travels in a curve and prohibits the acceleration by the automatic travel control in the curve travel section.

  In the driving support device, the information acquisition unit acquires travel direction information including at least one of the yaw rate of the vehicle, information on a travel route of the vehicle, and a steering angle of the vehicle, The curve determination unit may determine the curve travel section based on the travel parameter and the travel direction information.

  In the driving support apparatus, the curve determination unit sequentially calculates a curve radius of a road on which the vehicle is traveling based on the yaw rate and the vehicle speed, and the curve radius is less than a first threshold value. The next section from when the curve radius exceeds the second threshold may be determined as the curve travel section.

  Moreover, the said driving assistance apparatus WHEREIN: The said 2nd threshold value may be larger than a said 1st threshold value.

  The driving support method of the present disclosure is a driving support method for supporting driving of a vehicle, and includes a vehicle speed of the vehicle, a relative speed of a preceding vehicle with respect to the vehicle, and an inter-vehicle distance between the vehicle and the preceding vehicle. Including the step of starting acquisition of a travel parameter including at least one, and controlling the drive system and the brake system of the vehicle to accelerate and decelerate the vehicle so that the travel parameter approaches a predetermined target value. A step of starting automatic traveling control; and a step of determining a curved traveling section where the vehicle travels in a curved line, and prohibiting the acceleration by the automatic traveling control in the curved traveling section.

  The driving support device and the driving support method of the present disclosure are useful as a driving support device and a driving support method that can achieve both safety and comfort in vehicle travel.

DESCRIPTION OF SYMBOLS 1 Vehicle 10 Drive system 11 Engine 12 Clutch 13 Transmission 14 Propulsion shaft 15 Differential device 16 Drive shaft 17 Wheel 18 ECU for engine
19 Power transmission ECU
20 Braking System 21 Service Brake 22 Retarder 23 Exhaust Brake 24 Brake ECU 24
DESCRIPTION OF SYMBOLS 30 Driving assistance device 31 Information acquisition part 32 Travel control part 33 Curve determination part 34 Alarm output part 41 Inter-vehicle distance detection part 42 ACC operation part 43 Accelerator operation detection part 44 Brake operation detection part 45 Vehicle speed sensor 46 Curve detection part 50 Information output Part

Claims (5)

A driving support device for supporting driving of a vehicle,
An information acquisition unit that acquires a travel parameter including at least one of a vehicle speed of the vehicle, a relative speed of a preceding vehicle with respect to the vehicle, and an inter-vehicle distance between the vehicle and the preceding vehicle;
A traveling control unit that performs automatic traveling control, which controls the driving system and braking system of the vehicle to accelerate and decelerate the vehicle so that the traveling parameter approaches a predetermined target value;
A curve determination unit that determines a curve travel section in which the vehicle travels in a curve and prohibits the acceleration by the automatic travel control in the curve travel section;
Driving assistance device. The information acquisition unit
Obtaining travel direction information including at least one of the yaw rate of the vehicle, information on the travel route of the vehicle, and the steering angle of the vehicle;
The curve determination unit
Determining the curve travel section based on the travel parameter and the travel direction information;
The driving support device according to claim 1. The curve determination unit
The curve radius of the road on which the vehicle is traveling is sequentially calculated based on the yaw rate and the vehicle speed, and when the curve radius falls below the first threshold, the curve radius then exceeds the second threshold. The section until the time is determined as the curve traveling section,
The driving support device according to claim 2. The second threshold is greater than the first threshold;
The driving support device according to claim 3. A driving support method for supporting driving of a vehicle,
Initiating acquisition of travel parameters including at least one of a vehicle speed of the vehicle, a relative speed of a preceding vehicle with respect to the vehicle, and an inter-vehicle distance between the vehicle and the preceding vehicle;
Starting automatic travel control for controlling the drive system and braking system of the vehicle to accelerate and decelerate the vehicle so that the travel parameter approaches a predetermined target value;
Determining a curve travel section in which the vehicle performs a curve travel, and prohibiting the acceleration by the automatic travel control in the curve travel section,
Driving support method.

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