JP2020111214A - Lane-change assist apparatus - Google Patents

Abstract

To facilitate a driver to shift to a standby state.SOLUTION: A lane-change assist apparatus executes an LCA (S27) in a case where an LCA requirement operation of a driver is detected (Yes for S21; Yes for S22) under a condition of a control state being in a standby state. The apparatus includes information provision means for providing a driver with a notification that an LCA requirement cannot be accepted (S25) and with operation method information informing an operation method for shifting to a standby state (S26), in a case where a control state is in non-standby state (No for S22), with a vehicle itself positioned on an activation target road (Yes for S23), when the LCA operation requirement operation is detected.SELECTED DRAWING: Figure 8

Description

The present invention relates to a lane change assisting device that implements lane change assisting control that is control for changing a lane in which a vehicle is traveling.

BACKGROUND ART Conventionally, as proposed in Patent Document 1, there is known a lane change assisting device that performs lane change assisting control that is control for assisting a steering operation (steering wheel operation) for changing lanes. The lane change assisting device changes the lane in which the vehicle travels without applying a steering operation by a driver, for example, by applying a steering torque to a steering mechanism using an electric power steering system. The lane change assisting device proposed in Patent Document 1 detects the operation of the winker lever performed by the driver and starts the lane change assisting control based on the operation of the winker lever.

JP, 2009-274594, A

By the way, according to UN regulations, there are restrictions on the roads where lane change support control is permitted. Specifically, the road on which the lane change support control is permitted (hereinafter referred to as an operation target road) is “two or more lanes on each side”, “a pedestrian and a bicycle cannot enter”, and The condition that "a median strip is formed" must be satisfied.

Further, in order to receive the lane change support, the driver performs a standby operation for setting the control state of the lane change support device to the standby state in which the lane change support request is accepted before performing the lane change support request operation. It must be made. This standby operation is accepted when the vehicle is located on the operation target road. Therefore, after the vehicle enters the operation target road, the driver needs to perform the standby operation to keep the control state in the standby state and then perform the lane change support request operation. The lane change assist control is performed by appropriately performing these two operations.

However, even if the vehicle leaves the operation target road even after shifting to the standby state, the vehicle is automatically returned to the non-standby state. , Need to do standby operation. However, the driver may perform the lane change support request operation without noticing that the driver has returned to the non-standby state. In that case, the driver cannot receive the lane change support even if the lane change support request operation is performed.

Further, even if the driver knows the lane change support request operation method but does not know the standby operation method, the driver cannot receive the lane change support.

The present invention has been made to solve the above problems, and an object thereof is to allow a driver to easily shift to a standby state.

In order to achieve the above object, the features of the lane change support device of the present invention are:
Lane change support control means (10) for executing lane change support control, which is control for changing the lane in which the host vehicle is traveling,
Operation target road determination means (S11) for determining whether or not the own vehicle is located on an operation target road that is a road for which the execution of the lane change support control is permitted,
When a standby request by a driver's operation is detected in a situation where the host vehicle is located on the operation target road, the control state is changed from the non-standby state to the standby state, and the vehicle is placed in the standby state. And a standby state switching means (S11 to S17) that shifts the control state from the standby state to the non-standby state when the condition that the host vehicle is located on the operation target road is not satisfied. Equipped with
When a lane change assistance request by a driver's operation is detected in a situation where the control state is in the standby state (S21: Yes, S22: Yes), the lane change assistance control means causes the lane change assistance control to be performed. (S27) is a lane change support device,
When the lane change assistance request is detected, the control state is the non-standby state (S22: No), and the own vehicle is located on the operation target road (S23: Yes) Is notified to the driver that the lane change support request cannot be accepted (S25), and the operation method information indicating the operation method for making the transition to the standby state, or the transition request to the standby state. And an information providing means (S26, S30) for providing the driver with answer operation guidance information for instructing to perform an answer operation regarding presence or absence.

The lane change support device of the present invention includes lane change support control means, operation target road determination means, and standby state switching means. The lane change assistance control means implements lane change assistance control that is control for changing the lane in which the vehicle is traveling. For example, the lane change assist control means confirms the situation of an adjacent lane and, when it is determined that the own vehicle can be safely changed in lane, applies steering torque to the steering mechanism to steer the steered wheels. Then, the own vehicle is moved to the adjacent lane.

The operation target road determination means determines whether or not the host vehicle is located on the operation target road, which is a road for which execution of the lane change support control is permitted.

The standby state switching means shifts the control state from the non-standby state to the standby state when the standby request by the driver's operation is detected in the situation where the host vehicle is located on the operation target road. When the condition that the host vehicle is located on the operation target road is not satisfied under the existing condition, the control state is shifted from the standby state to the non-standby state.

The lane change assistance control means performs lane change assistance control when a lane change assistance request by a driver's operation is detected in a situation where the control state is in a standby state. For example, the driver makes a lane change support request by performing a predetermined operation on the winker lever.

Even if the vehicle leaves the operation target road even after shifting to the standby state, the standby state switching means automatically returns the vehicle to the non-standby state, so the driver enters the operation target road. Later, it is necessary to perform the standby operation again. However, if the driver performs the lane change support request operation without noticing that the driver has returned to the non-standby state, the driver cannot receive the lane change support.

Therefore, the lane change support device of the present invention includes an information providing unit. When the lane change assistance request is detected, the information providing means provides the driver with lane change assistance when the control state is the non-standby state and the vehicle is located on the operation target road. The driver is notified that the request cannot be accepted, and the operation method information that indicates the operation method for shifting to the standby state, or the reply operation guidance information that guides the user to answer whether there is a request to shift to the standby state. To provide.

For example, if the driver performs a lane change assistance request operation when the control state is the non-standby state and the vehicle is on the operation target road, the lane change assistance request is issued to the driver. Is notified that the request cannot be accepted. Therefore, the driver can know that the lane change support cannot be received as it is. At the same time, the operation method indicating the operation method for shifting to the standby state is notified. Therefore, even if the driver does not know the operation method for shifting to the standby state, the driver can know the operation method from the operation method information provided by the information providing means, and can easily shift to the standby state. You can

Alternatively, the driver is guided (guided) to perform an answer operation regarding the presence/absence of a request to shift to the standby state. Therefore, the driver can respond to the presence/absence of a request to shift to the standby state according to his/her intention. Based on this answer operation, the standby state switching means can shift the control state from the non-standby state to the standby state when the driver's request to shift to the standby state is detected. Thus, the driver can easily set the standby state without knowing the operation method for shifting to the standby state.

In the above description, in order to facilitate understanding of the invention, the reference numerals used in the embodiments are attached in parentheses to the configuration requirements of the invention corresponding to the embodiment. It is not limited to the embodiment defined by.

FIG. 1 is a schematic configuration diagram of a lane change support device for a vehicle according to an embodiment of the present invention. It is a top view showing the attachment position of a peripheral sensor and a camera sensor. It is a figure for explaining lane-related vehicle information. It is a figure for explaining operation of a blinker lever. It is a front view of a steering wheel. It is a figure showing the track of the own vehicle. 6 is a flowchart showing a standby state switching control routine. It is a flowchart showing a non-standby notification control routine. It is a flowchart showing the modification of a non-standby notification control routine.

Hereinafter, a lane change support device for a vehicle according to an embodiment of the present invention will be described with reference to the drawings.

The lane change support device according to the embodiment of the present invention is applied to a vehicle (hereinafter, may be referred to as “own vehicle” in order to distinguish from other vehicles), and as shown in FIG. The driving assist ECU 10, the electric power steering ECU 20, the meter ECU 30, the steering ECU 40, the engine ECU 50, the brake ECU 60, and the navigation ECU 70.

These ECUs are electric control units (Electric Control Units) that mainly include a microcomputer, and are connected to each other via CAN (Controller Area Network) 100 so that information can be transmitted and received mutually. In this specification, the microcomputer includes a CPU, a ROM, a RAM, a non-volatile memory, an interface I/F, and the like. The CPU implements various functions by executing instructions (programs, routines) stored in the ROM. Some or all of these ECUs may be integrated into one ECU.

Further, the CAN 100 is connected with a plurality of types of vehicle state sensors 80 for detecting a vehicle state and a plurality of types of driving operation state sensors 90 for detecting a driving operation state. The vehicle state sensor 80 includes, for example, a vehicle speed sensor that detects the traveling speed of the vehicle, a longitudinal acceleration sensor that detects the longitudinal acceleration of the vehicle, a lateral acceleration sensor that detects the lateral acceleration of the vehicle, and a yaw rate of the vehicle. For example, a yaw rate sensor for detecting.

The driving operation state sensor 90 detects an accelerator operation amount sensor that detects the operation amount of the accelerator pedal, a brake operation amount sensor that detects the operation amount of the brake pedal, a brake switch that detects whether or not the brake pedal is operated, and a steering angle. The steering angle sensor, the steering torque sensor that detects the steering torque, the shift position sensor that detects the shift position of the transmission, and the like.

Information (referred to as sensor information) detected by the vehicle state sensor 80 and the driving operation state sensor 90 is transmitted to the CAN 100. Each ECU can appropriately use the sensor information transmitted to the CAN 100. It should be noted that the sensor information is information on the sensor connected to a specific ECU, and may be transmitted from the specific ECU to the CAN 100. For example, the accelerator operation amount sensor may be connected to the engine ECU 50. In this case, the engine ECU 50 transmits the sensor information indicating the accelerator operation amount to the CAN 100. For example, the steering angle sensor may be connected to the steering ECU 40. In this case, the steering ECU 40 transmits the sensor information indicating the steering angle to the CAN 100. The same applies to other sensors. Further, a configuration may be adopted in which the sensor information is exchanged by direct communication between specific ECUs without intervening the CAN 100.

The driving assistance ECU 10 is a central control device that provides driving assistance to the driver, and performs lane change assistance control.

As shown in FIG. 2, a central front peripheral sensor 11FC, a right front peripheral sensor 11FR, a left front peripheral sensor 11FL, a right rear peripheral sensor 11RR, and a left rear peripheral sensor 11RL are connected to the driving assistance ECU 10. Each of the peripheral sensors 11FC, 11FR, 11FL, 11RR, 11RL is a radar sensor, and basically has the same configuration as each other except that the detection areas thereof are different from each other. Hereinafter, when it is not necessary to individually distinguish the peripheral sensors 11FC, 11FR, 11FL, 11RR, and 11RL, they are referred to as peripheral sensors 11.

The peripheral sensor 11 includes a radar transmission/reception unit and a signal processing unit (not shown), and the radar transmission/reception unit emits radio waves in the millimeter wave band (hereinafter, referred to as “millimeter wave”), and the emission range. A millimeter wave (that is, a reflected wave) reflected by a three-dimensional object existing inside (for example, another vehicle, a pedestrian, a bicycle, a building, etc.) is received. The signal processing unit determines the phase difference between the transmitted millimeter wave and the received reflected wave, the attenuation level of the reflected wave, and the time from the transmission of the millimeter wave to the reception of the reflected wave, etc. The driving assistance ECU 10 acquires information (hereinafter, referred to as peripheral information) indicating the distance between the vehicle and the three-dimensional object, the relative speed between the vehicle and the three-dimensional object, the relative position (direction) of the three-dimensional object with respect to the vehicle, and the like every predetermined time. Supply to. Based on this peripheral information, it is possible to detect the front-rear direction component and the lateral component in the distance between the own vehicle and the three-dimensional object, and the front-rear direction component and the lateral component in the relative speed between the own vehicle and the three-dimensional object.

As shown in FIG. 2, the central front peripheral sensor 11FC is provided in the front central portion of the vehicle body and detects a three-dimensional object existing in the front region of the host vehicle. The front right peripheral sensor 11FR is provided in the front right corner of the vehicle body, mainly detects a three-dimensional object existing in the front right area of the host vehicle, and the front left peripheral sensor 11FL is provided in the front left corner of the vehicle body. The three-dimensional object existing in the front left area of the vehicle is detected. The right rear peripheral sensor 11RR is provided in the right rear corner portion of the vehicle body, mainly detects a three-dimensional object existing in the right rear area of the host vehicle, and the left rear peripheral sensor 11RL is provided in the left rear corner portion of the vehicle body. , Mainly detects a three-dimensional object existing in the left rear area of the vehicle. Hereinafter, the three-dimensional object detected by the peripheral sensor 11 may be referred to as a target.

Although the peripheral sensor 11 is a radar sensor in the present embodiment, other sensors such as a clearance sonar may be used instead of the radar sensor.

A camera sensor 12 is connected to the driving assistance ECU 10. The camera sensor 12 includes a camera unit and a lane recognition unit that analyzes image data obtained by the camera unit and recognizes a white line on a road. The camera sensor 12 (camera unit) captures a landscape in front of the vehicle. The camera sensor 12 (lane recognition unit) supplies the recognized white line information to the driving support ECU 10.

Based on the information supplied from the camera sensor 12, the driving assistance ECU 10 causes the lane center line CL to be the center position in the width direction of the left and right white lines WL in the lane in which the host vehicle C is traveling, as shown in FIG. To set. The driving support ECU 10 also calculates the curvature Cu of the curve of the lane center line CL.

The driving support ECU 10 also calculates the position and orientation of the host vehicle C in the lane divided by the left and right white lines WL. For example, as shown in FIG. 3, the driving assistance ECU 10 causes the distance Dy in the road width direction between the reference point P (for example, the center of gravity position) of the host vehicle C and the lane center line CL, that is, the host vehicle C is in the lane. A distance Dy deviated from the center line CL in the road width direction is calculated. This distance Dy is called lateral deviation Dy. Further, the driving assistance ECU 10 determines that the angle formed by the direction of the lane center line CL and the direction of the host vehicle C, that is, the direction of the host vehicle C with respect to the direction of the lane center line CL is horizontal. The deviation angle θy is calculated. This angle θy is called a yaw angle θy. Hereinafter, the information (Cu, Dy, θy) indicating the curvature Cu, the lateral deviation Dy, and the yaw angle θy is referred to as lane-related vehicle information.

Further, the camera sensor 12 includes not only the lane of the own vehicle but also the adjacent lanes, the type of the detected white line (solid line, broken line), the distance between the adjacent left and right white lines (lane width), the shape of the white line, and the like. Information regarding the white line is also supplied to the driving support ECU 10. When the white line is a solid line, it is prohibited for the vehicle to change lanes across the white line. On the other hand, when the white line is a broken line (white line which is intermittently formed at constant intervals), the vehicle is allowed to change lanes across the white line. Such lane-related vehicle information (Cu, Dy, θy) and information about white lines are collectively referred to as lane information.

In the present embodiment, the driving assistance ECU 10 calculates lane-related vehicle information (Cu, Dy, θy), but instead, the camera sensor 12 calculates lane-related vehicle information (Cu, Dy, θy). Then, the calculation result may be supplied to the driving support ECU 10.

Further, the camera sensor 12 can detect a three-dimensional object existing in front of the host vehicle based on the image data. Therefore, in addition to the lane information, front peripheral information may be obtained by calculation. In this case, for example, the peripheral information acquired by the center front peripheral sensor 11FC, the right front peripheral sensor 11FR, and the left front peripheral sensor 11FL and the peripheral information acquired by the camera sensor 12 are combined to detect the detection accuracy. A combination processing unit (not shown) that generates high front peripheral information may be provided, and the peripheral information generated by this combination processing unit may be supplied to the driving assistance ECU 10 as front peripheral information of the vehicle.

A buzzer 13 is connected to the driving assistance ECU 10. The buzzer 13 inputs a buzzer ringing signal from the driving support ECU 10 to ring. The driving support ECU 10 causes the buzzer 13 to ring when notifying the driver of the driving support situation, when calling the driver's attention, and the like.

The driving assistance ECU 10 provides the peripheral information supplied from the peripheral sensor 11, the lane information obtained based on the white line recognition of the camera sensor 12, the vehicle state detected by the vehicle state sensor 80, and the driving operation state sensor 90. The lane change support control is performed based on the driving operation state and the like detected as above.

A setting operation device 14 operated by a driver is connected to the driving support ECU 10. The setting operation device 14 is a common operation device used by the driver to perform various settings, and is provided on the steering wheel SWH (in this example, on the right side of the pad portion) as shown in FIG. 5, for example. There is. The driving assistance ECU 10 inputs a setting signal from the setting operation device 14 and performs various setting processes. The setting operation device 14 is, for example, a push-type switch that outputs an ON signal by a push operation. Instead, for example, the setting operation device 14 is selected from a neutral position to a “Yes” position and a “No” position. It is possible to employ various operation devices such as a selection switch that can be operated (for example, a slide operation) and that outputs a selection signal according to an operation position. The position where the setting operation device 14 is provided is not limited to the steering wheel SWH, and may be any position that can be operated by the driver while seated in the driver's seat.

Further, a standby controller 15 operated by a driver is connected to the driving support ECU 10. The standby operation device 15 is an operation device for switching the control state of the driving support ECU 10 from the non-standby state to the standby state. The standby operation device 15 is provided, for example, on the steering handle SWH (in this example, on the left side of the pad portion), as shown in FIG. The standby operation device 15 is, for example, a push button, and outputs an ON signal to the driving assistance ECU 10 while the push operation is being performed. When the ON signal output from the standby operation unit 15 is detected, the driving assistance ECU 10 detects the driver's standby request (request to shift the control state from the non-standby state to the standby state). Hereinafter, the operation in which the driver makes a standby request (push operation of the standby operation device 15) is referred to as a standby operation. The position where the standby operation device 15 is provided is not limited to the steering wheel SWH, and may be any position where the driver can operate it while seated in the driver's seat.

The electric power steering ECU 20 is a control device of the electric power steering device. Hereinafter, the electric power steering ECU 20 will be referred to as an EPS/ECU (Electric Power Steering ECU) 20. The EPS/ECU 20 is connected to the motor driver 21. The motor driver 21 is connected to the steering motor 22. The steered motor 22 is incorporated in a "steering mechanism including a steering handle, a steering shaft connected to the steering handle, a steering gear mechanism, and the like" of a vehicle (not shown). The EPS/ECU 20 detects the steering torque input to the steering wheel by the driver by the steering torque sensor provided on the steering shaft, controls the energization of the motor driver 21 based on the steering torque, and turns the steering motor. 22 is driven. By driving the assist motor, steering torque is applied to the steering mechanism to assist the driver in steering operation.

When the EPS/ECU 20 receives a steering command from the driving support ECU 10 via the CAN 100, the EPS/ECU 20 drives the steering motor 22 with a control amount specified by the steering command to generate a steering torque. This steering torque is different from the above-described steering assist torque applied to lighten the steering operation (steering wheel operation) of the driver, and does not require the steering operation of the driver, and is operated by the steering command from the driving assistance ECU 10 according to the steering mechanism. Represents the torque applied to the.

The meter ECU 30 is connected to a display 31 and right and left turn signals 32 (meaning a turn signal lamp, which may be called a turn lamp). The display unit 31 is, for example, a multi-information display provided in front of the driver's seat, and displays various information in addition to the display of measured values of meters such as vehicle speed. For example, when the meter ECU 30 receives a display command according to the driving support state from the driving support ECU 10, the meter ECU 30 causes the display unit 31 to display the screen specified by the display command. As the display device 31, a head-up display (not shown) may be used instead of or in addition to the multi-information display. When a head-up display is adopted, a dedicated ECU for controlling the display on the head-up display may be provided.

Further, the meter ECU 30 includes a turn signal drive circuit (not shown), and when a turn signal blink command is received via the CAN 100, the turn signal 32 in the direction (right, left) designated by the turn signal blink command is blinked. Let Further, the meter ECU 30 transmits the blinker blinking information indicating that the blinker 32 is in the blinking state to the CAN 100 while the blinker 32 is blinking. Therefore, the blinking state of the winker 32 can be grasped in other ECUs.

The steering ECU 40 is connected to the winker lever 41 and the hand-release sensor 42. The winker lever 41 is an operating device for operating (blinking) the winker 32, and is provided on the steering column. The winker lever 41 is provided so as to be rotatable about the spindle in two stages of operation strokes in each of the clockwise operation direction and the counterclockwise operation direction.

As shown in FIG. 4, the winker lever 41 makes a first stroke rotation from the neutral position PN in each of a clockwise operation direction and a counterclockwise operation direction (a first angle θW1 rotation around the support shaft O). The first operation position P1L (P1R) which is the position) and the second stroke that is deeper than the first operation position P1L (P1R) from the neutral position PN (the second angle θW2 (>θW1 around the support shaft O). The second operation position P2L (P2R) which is the (rotated) position is selectively operable. The neutral position PN is a position where the winker lever 41 is not operated, that is, a position where the winker 32 is turned off.

The winker lever 41 gives a click feeling to the driver when it is tilted to the first operation position P1L (P1R) by the driver, and when the operation force to the winker lever 41 is released from that state, a spring or the like is released. Is mechanically returned to the neutral position PN by a return mechanism (not shown). Further, when the winker lever 41 is tilted to the second operation position P2L (P2R) by the driver, even if the operation force is released by the mechanical lock mechanism (not shown), the second operation position P2L( P2R).

The winker lever 41 is turned on only when it is tilted to the first operation position P1L (P1R), and is turned on only when it is tilted to the second operation position P2L (P2R). The second switch 412L (412R) is provided.

The first switch 411L (411R) transmits an ON signal to the steering ECU 40 while the winker lever 41 is located at the first operation position P1L (P1R), and the second switch 412L (412R) causes the winker lever 41 to move. While being in the second operation position P2L (P2R), the ON signal is transmitted to the steering ECU 40. In the above description, the operation positions and switches in which the reference numerals are given in parentheses represent the operation positions and switches in the clockwise operation direction.

The winker lever 41 is held in the second operation position P2L (P2R), and when the steering wheel is rotated in the reverse direction to return to the neutral position, or the driver operates the winker lever 41 in the neutral position direction. In this case, the lock by the lock mechanism is released and the lock mechanism is returned to the neutral position PN. That is, when the winker lever 41 is operated to the second operation position P2L (P2R), the winker lever 41 operates in the same manner as a winker blinking device that has been conventionally generally implemented. Hereinafter, the operation of tilting the winker lever 41 to the first operation position P1L (P1R) is referred to as “shallow pressing operation”, and the operation of tilting the winker lever 41 to the second operation position P2L (P2R) is “deep pressing operation”. ".

The winker lever 41 in which the switch signal is switched by such a two-step operation stroke is known, for example, in Japanese Patent Laid-Open No. 2005-138647 and the like, and such a known configuration can be adopted also in the present embodiment.

The steering ECU 40 determines whether there is a shallow push operation of the winker lever 41, that is, a monitor signal indicating the on/off state of the first switch 411L (411R), and whether there is a deep push operation of the winker lever 41, that is, the second switch. A monitor signal indicating the on/off state of 411L (411R) is transmitted to the driving assistance ECU 10. Hereinafter, the monitor signal indicating the on/off state of the first switch 411L (411R) is referred to as a “shallow press operation monitor signal”, and the “deep press operation monitor signal” indicating the on/off state of the second switch 411L (411R). Call. The shallow pressing operation monitor signal and the deep pressing operation monitor signal also include a signal for specifying the operation direction (left-right direction) of the winker lever 41.

Further, the steering ECU 40 blinks the winker 32 in the direction in which the winker lever 41 is operated while the first switch 411L (411R) is on. When blinking the blinker 32, the steering ECU 40 transmits a blinker blinking command specifying the operation direction (left-right direction) of the blinker lever 41 to the meter ECU 30 while the first switch 411L (411R) is on. .. The meter ECU 30 blinks the blinker 32 in the designated direction while receiving the blinker blinking command. Therefore, the driver can make the blinker 32 blink by depressing the blinker lever 41.

The steering ECU 40 determines that the period in which the first switch 411L (411R) is on is shorter than a preset minimum blinking time (that is, when the blinker 32 blinks less than the minimum blinking number). The blinker blinking command may be transmitted to the meter ECU 30 for the minimum blinking time so that the minimum blinking time is secured. In this case, the driver can blink the winker 32 the set number of times (minimum number of times of blinking) only by momentarily pressing the winker lever 41 shallowly. When the first switch 411L (411R) is turned on, the steering ECU 40 always sets the turn signal 32 so that the turn signal 32 blinks the set number of times regardless of how long the first switch 411L (411R) is turned on. The blinker blinking command may be transmitted to the meter ECU 30 only for minutes.

Further, the steering ECU 40 blinks the winker 32 in the operating direction while the second switch 412L (412R) is on. In this case, the steering ECU 40 transmits to the meter ECU 30 a turn signal blinking command specifying the operation direction (left-right direction) while the second switch 412L (412R) is on. The meter ECU 30 blinks the blinker 32 in the designated direction while receiving the blinker blinking command. Therefore, when the winker lever 41 is deeply pressed, the blinker 32 continues to blink between the start of the deep push operation and the return operation of the winker lever 41 or the steering wheel return operation.

The driving assistance ECU 10 receives the shallow press operation monitor signal and the deep press operation monitor signal. The driving assistance ECU 10 determines that the shallow pressing operation monitor signal is on for the duration (the duration for which the first switch 411L (411R) is on, that is, the blinker lever 41 is held at the first operation position P1L (P1R). Time) is measured, and it is determined whether or not the ON duration is equal to or longer than the preset support request confirmation time (for example, 1 second).

The driving assistance ECU 10 decides the lane change assistance request of the driver when the ON duration of the shallow pressing operation monitor signal continues for the assistance request decision time or more. The shallow pressing operation of the winker lever 41 that has continued for the support request fixing time or longer is called an LCA request operation. The driving assistance ECU 10 detects the driver's lane change assistance request by detecting that the LCA request operation has been performed.

The lane change support control is started based on the detection of the LCA request operation.

In the present embodiment, the winker lever 41 is locked at that position even if the driver releases the operating force when the deep push operation is performed, but instead, the deep push operation is performed. In this case, similarly to the shallow pressing operation, the mechanical returning mechanism (not shown) may automatically return to the neutral position when the driver releases the operating force. In the case of this configuration, the steering ECU 40 operates until the steering wheel returns to the vicinity of the neutral position based on the steering angle, even if the second switch 412L (412R) is switched from the ON state to the OFF state. The transmission of the blinker blinking command of the direction blinker 32 is continued.

The hand-release sensor 42 is a sensor that detects that the driver is not holding the steering wheel. The hand-release sensor 42 transmits a hand-release detection signal indicating whether or not the driver holds the steering wheel to the driving assistance ECU 10 via the CAN 100. The driving assistance ECU 10 determines that the vehicle is in the "hand-released state" when the state in which the driver's steering wheel is not held continues for a preset hand-release determination time during execution of the lane change assistance control. When the driving support ECU 10 determines that the vehicle is in the released state, the driving assistance ECU 10 sounds the buzzer 13 to call the driver's attention. This alert is called a let-off warning.

The engine ECU 50 is connected to the engine actuator 51. The engine actuator 51 is an actuator for changing the operating state of the internal combustion engine 52. In the present embodiment, the internal combustion engine 52 is a gasoline fuel injection/spark ignition type/multi-cylinder engine, and is provided with a throttle valve for adjusting the intake air amount. The engine actuator 51 includes at least a throttle valve actuator that changes the opening of the throttle valve. The engine ECU 50 can change the torque generated by the internal combustion engine 52 by driving the engine actuator 51. The torque generated by the internal combustion engine 52 is transmitted to a drive wheel (not shown) via a transmission (not shown). Therefore, the engine ECU 50 can control the driving force of the host vehicle and change the acceleration state (acceleration) by controlling the engine actuator 51.

The brake ECU 60 is connected to the brake actuator 61. The brake actuator 61 is provided in a hydraulic circuit between a master cylinder (not shown) that pressurizes hydraulic oil by the depression force of a brake pedal and a friction brake mechanism 62 provided on the left and right front wheels. The friction brake mechanism 62 includes a brake disc 62a fixed to the wheels and a brake caliper 62b fixed to the vehicle body. The brake actuator 61 adjusts the hydraulic pressure supplied to the wheel cylinder built in the brake caliper 62b in response to an instruction from the brake ECU 60, and operates the wheel cylinder by the hydraulic pressure to press the brake pad against the brake disc 62a to cause friction. Generates braking force. Therefore, the brake ECU 60 can control the braking force of the host vehicle by controlling the brake actuator 61.

The navigation ECU 70 includes a GPS receiver 71 that receives a GPS signal for detecting the current position of the vehicle, a map database 72 that stores map information and the like, and a touch panel (touch panel display) 73. The navigation ECU 70 identifies the current position of the host vehicle based on the GPS signal, performs various arithmetic processes based on the position of the host vehicle and map information stored in the map database 72, and uses the touch panel 73. Route guidance.

The map information stored in the map database 72 includes road information. The road information includes a parameter indicating the shape of the road in each section of the road (for example, the radius of curvature or curvature of the road indicating the degree of bending of the road, the lane width of the road, etc.). Further, the road information includes road type information capable of distinguishing whether the road is a motorway, lane number information, and a median strip capable of distinguishing whether a median strip is provided. Information is also included.

<Lane change support control (LCA)>
The lane change support control monitors the surroundings of the own vehicle and determines that the lane can be changed safely, and then monitors the surroundings of the own vehicle while lanes adjacent to the lane in which the own vehicle is currently traveling. In this control, the steering torque is applied to the steering mechanism so that the driver moves to the vehicle, and the steering operation (lane change operation) of the driver is assisted. Therefore, according to the lane change support control, it is possible to change the lane in which the vehicle is traveling without requiring the driver's steering operation (steering wheel operation). Hereinafter, the lane change assist control will be referred to as LCA (lane change assist).
<Calculation of target trajectory>
When performing LCA, the driving assistance ECU 10 calculates the target trajectory of the host vehicle based on the current lane information supplied from the camera sensor 12 and the vehicle state of the host vehicle. The target track takes the target lane change time based on the target lane change time, and the lane in the lane change support request direction adjacent to the original lane from the lane in which the vehicle is currently traveling (called the original lane) It is a track that is moved to the widthwise center position (called the target lane) (called the final target lateral position). The target trajectory has a shape as shown in FIG. 6, for example. The target trajectory is expressed using the target lateral position y of the host vehicle with respect to the elapsed time t from the start of operation of the LCA, with the lane center line CL of the original lane (see FIG. 3) as a reference.

In the present embodiment, the target lateral position y is calculated by the target lateral position function y(t) shown in the following equation (1). The lateral position function y(t) is a quintic function using the elapsed time t.

y(t)=a·t ⁵ +b·t ⁴ +c·t ³ +d·t ² +e·t+f (1)

Here, the constants a, b, c, d, e, and f are determined based on the running state of the host vehicle, lane information, the target lane change time, and the like at the time of calculation. In the present embodiment, by using the vehicle model stored in advance and inputting the running state of the host vehicle, the lane information, and the target lane change time into the vehicle model, a smooth target trajectory can be obtained. a, b, c, d, e, f are calculated. The target lateral position function y(t) is obtained by substituting the calculated a, b, c, d, e, f into the equation (1). By substituting the elapsed time t from the disclosure time of the LCA into the target lateral position function y(t), the target lateral position at that time is obtained. In this case, f is set to a value equal to the lateral deviation Dy because t=0, that is, f represents the initial lateral position of the host vehicle at the start of LCA.

Further, the target lateral position y does not have to be calculated using a quintic function, and may be calculated using an arbitrarily set function.

<Calculation of target rudder angle>
The driving assistance ECU 10 calculates a target steering angle and generates steering torque so as to obtain the target steering angle. In the calculation of the target rudder angle, the target curvature Cu*, the target yaw angle θy*, and the target lateral deviation Dy* are determined based on the shape of the target trajectory represented by the above equation (1).

The driving assistance ECU 10 calculates the target steering angle θlca* at a predetermined calculation cycle by the following equation (2) as the LCA control amount.

θlca*=Klca1・Cu*+Klca2・(θy*-θy)+Klca3・(Dy*-Dy)
+Klca4・Σ(Dy*-Dy) (2)

Here, as θy and Dy, values represented by lane-related vehicle information (Cu, Dy, θy) at the present time (at the time of calculation) are used. Klca1, Klca2, Klca3 and Klca4 are control gains.

The first term on the right-hand side is a steering angle component acting in a feedforward manner, which is determined according to the target curvature Cu* determined by the shape of the target trajectory. The second term on the right side is a steering angle component that acts in a feedback manner so as to reduce the deviation between the target yaw angle θy* determined by the shape of the target trajectory and the actual yaw angle θy. The third term on the right side is a steering angle component that acts like a feedback to reduce the deviation between the target lateral deviation Dy* determined by the shape of the target trajectory and the actual lateral deviation Dy. The fourth term on the right side is a steering angle component that acts like a feedback so as to reduce the integrated value Σ(Dy*−Dy) of the deviation between the target lateral deviation Dy* and the actual lateral deviation Dy.

Every time the driving assistance ECU 10 calculates the target steering angle θlca*, the driving assistance ECU 10 transmits a steering command representing the target steering angle θlca* to the EPS/ECU 20. As a result, the host vehicle travels along the target track and the lane is changed.

<Conditions for permitting LCA>
As described above, the LCA is started by detecting a lane change support request (detection of LCA request operation). In carrying out this LCA, the following conditions are set.

One of them is road conditions. Specifically, roads that are permitted to carry out LCA (hereinafter referred to as operation target roads) are "two or more lanes on each side", "pedestrians and bicycles cannot enter", and "central separation". The band must be formed".

On the other hand, the LCA shifts the control state of the lane change assist device from the non-standby state to the standby state by operating the standby operation unit (standby operation) when the own vehicle is located on the operation target road. The condition is that it can be started later by the LCA request operation with the turn signal lever. Further, there is also a condition that the control state must be returned from the standby state to the non-standby state when the own vehicle exits the operation target road even after shifting to the standby state by the standby operation.

LCA is performed in situations where these conditions are met.

Therefore, the driver needs to perform the standby operation and the LCA request operation when performing the LCA. In other words, the driver performs a standby operation after the vehicle has entered the operation target road to shift the control state of the lane change support device from the non-standby state to the standby state, and in this standby state, performs the LCA request operation. There is a need to do. The LCA is started when the driving support ECU 10 receives an LCA request by the LCA request operation.

<Standby state switching control routine>
The driving assistance ECU 10 carries out a standby state switching control process for switching its control state between a non-standby state and a standby state. FIG. 7 shows a standby state switching control routine. The driving assistance ECU 10 repeatedly executes the standby state switching control routine at a predetermined calculation cycle.

When starting the standby state switching control routine, the driving assistance ECU 10 first determines in step S11 whether or not the road on which the vehicle is located (referred to as the vehicle traveling road) is the operation target road. For example, when the map information stored in the map database 72 includes road information capable of determining whether or not the road is an operation target road, the driving assistance ECU 10 determines that the current position information of the vehicle and the map. Based on the information (road information), it is determined whether or not the vehicle traveling road is the operation target road.

Alternatively, the image data obtained by the camera sensor 12 may be analyzed to determine whether or not the vehicle traveling road is the operation target road.

Alternatively, whether the vehicle traveling road is the operation target road by receiving the road information transmitted from the outside (for example, the road information transmitted from the radio wave side device or the road information transmitted from the vehicle information center). It may be determined whether or not. In this case, the lane change support device includes, for example, a receiver that receives road information transmitted from the outside, and a structure that supplies the road information received by the receiver to the driving support ECU 10 via the CAN 100. Good.

When the driving assistance ECU 10 determines that the vehicle traveling road is not the operation target road (S11: No), the process proceeds to step S12 and the standby operation completion flag F is set to the value “0”. The standby operation completion flag F is a flag indicating whether or not the standby operation is completed. A value "1" indicates that the standby operation is completed, and a value "0" indicates that the standby operation is completed. It means not. The initial value of the standby operation completion flag F is "0".

Then, in step S13, the driving assistance ECU 10 sets the control state to the non-standby state and once ends the standby state switching control routine. The driving assistance ECU 10 repeats the standby state switching control routine at a predetermined calculation cycle. Therefore, in the situation where the host vehicle has not entered the operation target road, the above-described processing (S11, S12, S13) is repeated.

When such a process is repeated and the host vehicle enters the operation target road, the driving assistance ECU 10 determines “Yes” in step S11, and advances the process to step S14. The driving assistance ECU 10 determines in step S14 whether or not the standby operation by the standby operation device 15 is detected. When the standby operation is not detected (S14: No), the driving assistance ECU 10 advances the process to step S16 and determines whether or not the standby operation completion flag F has the value “1”.

In this case, the standby operation completion flag F has the value “0”, so the driving assistance ECU 10 determines “No” and advances the process to step S13. Therefore, the control state is maintained as it is in the non-standby state.

When the driver performs a standby operation using the standby operation device 15 while the vehicle is traveling on the operation target road, the driving assistance ECU 10 detects the standby request. In this case, the driving assistance ECU 10 determines “Yes” in step S14 and advances the process to step S15. In step S15, the driving assistance ECU 10 sets the standby operation completion flag F to the value "1". Subsequently, the driving assistance ECU 10 advances the process to step S16, and determines whether or not the standby operation completion flag F has the value "1".

In this case, since the standby operation completion flag F is set to the value "1", the driving assistance ECU 10 determines "Yes", advances the process to step S17, and sets the control state to the standby state. Therefore, the control state of the driving assistance ECU 10 is switched from the non-standby state to the standby state.

When the control state is set to the standby state, the driving assistance ECU 10 once ends the standby state switching control routine.

The driving assistance ECU 10 repeats the standby state switching control routine at a predetermined calculation cycle. In this case, since the standby operation completion flag F is set to the value "1", even if the driver cancels the operation of the standby operation device 15 (S14: No), the host vehicle remains on the operation target road. Keeps the control state in the standby state (S16: Yes, S17).

When the vehicle exits from the operation target road while the processing is being repeated, the driving assistance ECU 10 determines “No” in step S11. Therefore, the standby operation completion flag F is cleared to zero (1→0), and the non-standby state is set regardless of whether the control state up to that point was the standby state (S13).

<Non-standby notification control routine>
LCA is performed when an LCA request operation is detected in a situation where the control state is in the standby state. However, the driver may not be aware that the standby operation needs to be performed before the LCA request operation, or may not know the standby operation method. In such a case, the driver cannot receive the lane change assistance even if the LCA request operation is performed.

Therefore, the driving assistance ECU 10 repeatedly executes the non-standby notification control routine shown in FIG. 8 at a predetermined calculation cycle in parallel with the standby state switching control routine (FIG. 7).

When starting the non-standby notification control routine, the driving assistance ECU 10 first determines in step S21 whether or not the LCA request operation is detected. When the LCA request operation is not detected, the driving assistance ECU 10 once ends the non-standby notification control routine.

When the LCA request operation is detected (S21: Yes), the driving support ECU 10 repeatedly performs such a process (S21: Yes), and advances the process to step S22 to determine whether or not the control state of the self at the present time is the standby state. judge. In this case, the driving assistance ECU 10 reads the current standby operation completion flag F set in the standby state switching control routine described above, and determines whether it is in the standby state (F=1) or in the non-standby state (F=0). Determine if there is.

If the control state is not the standby state (S22: No), the driving assistance ECU 10 advances the process to step S23 and determines whether or not the vehicle traveling road is the operation target road. If the vehicle traveling road is not the operation target road (S23: No), the driving assistance ECU 10 advances the process to step S24 to notify the driver that the LCA request cannot be accepted.

In this case, the driving assistance ECU 10 transmits an LCA unacceptable display command to the meter ECU 30. When the meter ECU 30 receives the LCA unacceptable display command, the meter ECU 30 displays a message or an icon on the display 31 indicating that the LCA request has not been accepted. In this case, the driving assistance ECU 10 may cause the buzzer 13 to ring at the same time as the transmission of the LCA unacceptable display command.

On the other hand, when the vehicle traveling road is the operation target road (S23: Yes), the driving assistance ECU 10 advances the process to step S25. In step S25, the driving assistance ECU 10 notifies the driver that the LCA request cannot be accepted because it is in the non-standby state.

In this case, the driving assistance ECU 10 transmits a non-standby LCA acceptance impossible display command to the meter ECU 30. When the meter ECU 30 receives the non-standby LCA unacceptable display command, the meter ECU 30 displays a message or an icon on the display 31 indicating that the LCA request has not been accepted because the non-standby state. In this case, the driving assistance ECU 10 may cause the buzzer 13 to ring at the same time as the transmission of the non-standby LCA unacceptable display command.

Subsequently, the driving assistance ECU 10 advances the processing to step S26 to notify the driver of the method of switching to the standby state. In this case, the driving assistance ECU 10 transmits a standby operation method display command to the meter ECU 30. Upon receiving the standby operation method display command, the meter ECU 30 displays the operation method for shifting to the standby state on the display unit 31. For example, the meter ECU 30 displays on the display device 31 a display for guiding the push switch (standby operation device 15) provided on the left side of the steering wheel to perform a push operation.

When the driver wants to receive lane change assistance, the driver sees the operation method for shifting to the standby state displayed on the display unit 31, shifts the control state to the standby state, and then performs the LCA request operation. ..

The driving support ECU 10 that executes the processing of steps S25 and S26 corresponds to the information providing means of the present invention.

After performing the processing of step S24 or step S26, the driving assistance ECU 10 once ends the non-standby notification control routine.

When the LCA request operation is detected again (S21: Yes), the driving support ECU 10 repeatedly performs such a process (S21: Yes) and advances the process to step S22 to determine whether or not its own control state at the present time is the standby state. Or not. When the control state is the standby state (S22), the driving assistance ECU 10 advances the process to step S27 and accepts the LCA request. As a result, the driving assistance ECU 10 starts LCA.

In this case, the driving assistance ECU 10 transmits an LCA acceptance display command to the meter ECU 30. When the meter ECU 30 receives the LCA acceptance display command, the display 31 displays a message or icon indicating that the LCA request has been accepted, that is, the LCA is started.

When the driving assistance ECU 10 starts the LCA, it confirms the situation of the adjacent lane by the peripheral sensor 11 and the camera sensor 12 and waits until it is determined that the own vehicle can be safely changed to another lane. When it is determined that the vehicle can be changed to another lane, steering torque is applied to the steering mechanism to steer the steered wheels to move the vehicle to the adjacent lane.

Further, the driving support ECU 10 transmits a blinking command of the winker 32 in the winker operation direction to the meter ECU 30 during the execution of the LCA. The blinker 32 blinks before and after the LCA is activated by a blinking command transmitted from the steering ECU 40 in response to a shallow pressing operation of the blinker lever 41, but even if the blinking command transmitted from the steering ECU 40 is stopped, the LCA is stopped. Until just before the completion, the blinking is continued as it is by the blinking command from the driving support ECU 10.

The driving assistance ECU 10 does not execute the non-standby notification control routine while the LCA is being executed. Then, when the LCA is completed, the non-standby notification control routine is repeated again at a predetermined calculation cycle.

According to the lane change support device of the present embodiment described above, when the control state is the non-standby state and the host vehicle is located on the operation target road when the LCA request operation is detected. Notifies the driver that the LCA request cannot be accepted (S25). Therefore, the driver can know that the lane change support cannot be received as it is.

At the same time, the operation method for shifting to the standby state is displayed on the display unit 31 (S26). Therefore, the driver can easily set the standby state based on the operating method displayed on the display 31 even if the driver does not know the operating method for shifting to the standby state.

In the present embodiment, the notification that the LCA request cannot be accepted (S25) and the notification of the method of switching to the standby state (S26) are separately performed, but they are combined and processed. Good.

<Modification of non-standby notification control routine>
Next, a modified example of the non-standby notification control routine will be described. FIG. 9 is a flowchart showing a modified example of the non-standby notification control routine. Regarding the processing common to the non-standby notification control routine (FIG. 8) of the embodiment, common step symbols are attached to the drawings, and description thereof is omitted. The driving assistance ECU 10 repeatedly executes the non-standby notification control routine shown in FIG. 9 at a predetermined calculation cycle in parallel with the standby state switching control routine (FIG. 7).

In step S25, the driving assistance ECU 10 notifies the driver that the LCA request cannot be accepted because it is in the non-standby state, and then the process proceeds to step S30.

In step S30, the driving assistance ECU 10 suggests to the driver to switch to the standby state. In this case, the driving assistance ECU 10 causes the buzzer 13 to ring and transmits a standby shift proposal display command to the meter ECU 30. When the meter ECU 30 receives the standby shift proposal display command, the meter ECU 30 displays a proposal to shift to the standby state (a message asking whether to shift to the standby state) on the display unit 31. For example, the meter ECU 30 causes the display 31 to display a message "Would you like to enter the standby state?"

In this way, the display for instructing the driver to perform a reply operation regarding the presence/absence of a request to shift to the standby state corresponds to the provision of reply operation guidance information of the present invention. The driving support ECU 10 that executes the processing of steps S25 and S30 corresponds to the information providing means of the present invention.

In a vehicle equipped with a lane change assisting device, not only LCA but also questions (selected items) displayed on the display 31 can be answered by operating the setting operation device 14. Therefore, the driver can answer the proposal (question) in step S30 by operating the setting operation device 14.

For example, when the acceptance operation (push operation in this example) is performed by the setting operation device 14, it can be considered that the operation of shifting from the non-standby state to the standby state is performed by the driver's intention. it can. Therefore, the driving support ECU 10 determines whether the accepting operation (push operation in this example) is performed by the setting operation device 14 until a predetermined time elapses after the suggestion to shift to the standby state is displayed on the display device 31. Considers the acceptance operation to be a standby operation.

Subsequently, the driving assistance ECU 10 determines in step S31 whether or not the driver has performed an acceptance operation. In this case, the driving assistance ECU 10 determines whether or not the accepting operation has been performed by the setting operation device 14 until a predetermined time elapses after displaying the proposal to shift to the standby state on the display device 31. When the acceptance operation is performed (S31: Yes), the driving assistance ECU 10 sets the standby operation completion flag F to the value “1” in step S32, and once ends the non-standby notification control routine. When the acceptance operation is not performed (S31: No), the driving assistance ECU 10 skips the process of step S32 and once ends the non-standby notification control routine.

The driving assistance ECU 10 repeatedly executes the non-standby notification control routine at a predetermined calculation cycle. Therefore, when the acceptance operation is detected (S31: Yes), the LCA request is accepted and the LCA is started again at the timing (S21: Yes) when the LCA request operation is detected again (S27). The driving assistance ECU 10 does not execute the non-standby notification control routine while the LCA is being executed. Then, when the LCA is completed, the non-standby notification control routine is repeated again at a predetermined calculation cycle.

According to the non-standby notification control routine of the modified example described above, when the control state is the non-standby state and the host vehicle is located on the operation target road when the LCA request operation is detected. Notifies the driver that the LCA request cannot be accepted (S25). Therefore, the driver can know that the lane change support cannot be received as it is.

At the same time, the user is instructed to perform a reply operation regarding the presence/absence of a request to shift to the standby state (S30). Therefore, the driver can use the setting operation device 14 to perform an answer operation regarding the presence/absence of a request to shift to the standby state. When this reply operation is a consent operation (S31: Yes), the driving assistance ECU 10 shifts the control state from the non-standby state to the standby state (S32). As a result, the driver can easily set the standby state by operating the setting operation unit 14 according to the guidance displayed on the display unit 31, even if the driver does not know the operation method for shifting to the standby state. it can.

In this modification, the notification that the LCA request cannot be accepted (S25) and the guidance of the reply operation regarding the presence/absence of the request to shift to the standby state (S30) are separately performed. May be combined and processed.

Although the lane change assisting device for a vehicle according to the present embodiment and the modification has been described above, the present invention is not limited to the above-described embodiment and the modification, and various modifications can be made without departing from the object of the present invention. Is possible.

For example, in the present embodiment, the notification (information provision) to the driver is performed using the display device 31, but it is also possible to use another method such as a voice announcement.

Further, for example, as the LCA control method, various other known control methods can be adopted.

10... Driving support ECU 10, 11... Peripheral sensor, 12... Camera sensor, 14... Setting operation device, 15... Standby operation device, 20... EPS/ECU, 21... Motor driver, 22... Steering motor, 30... Meter ECU , 31... Indicator, 32... Turn signal, 40... Steering ECU, 41... Turn signal lever, 70... Navigation ECU, 71... GPS receiver, 72... Map database, 80... Vehicle state sensor, 90... Driving operation state sensor, F ...Standby operation completion flag, SWH... Steering handle.

Claims (1)

A lane change support control means for executing lane change support control, which is a control for changing the lane in which the host vehicle travels,
An operation target road determination means for determining whether or not the own vehicle is located on an operation target road that is a road for which execution of the lane change support control is permitted;
When a standby request by a driver's operation is detected in a situation where the host vehicle is located on the operation target road, the control state is changed from the non-standby state to the standby state, and the vehicle is placed in the standby state. A standby state switching means for shifting the control state from the standby state to the non-standby state when the condition that the host vehicle is located on the operation target road is not satisfied under
The lane change assistance control means is a lane change assistance device that executes the lane change assistance control when a lane change assistance request by a driver's operation is detected in a situation where the control state is in the standby state. hand,
When the lane change assistance request is detected, if the control state is the non-standby state and the host vehicle is located on the operation target road, the lane change assistance is provided to the driver. While notifying that the request cannot be accepted, operation method information indicating an operation method for shifting to the standby state, or reply operation guidance information for guiding the user to perform a reply operation regarding whether there is a request to shift to the standby state. Lane change assisting device, which is provided with an information providing means for providing the driver with information.

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