JP2021041806A - Emergency evacuation control device for vehicle - Google Patents

Abstract

To provide an emergency evacuation control device for a vehicle which moves the vehicle to a safe place when a driver of the vehicle goes into a state where he or she has difficulty in performing driving operation of the vehicle while driving support of the vehicle is being performed.SOLUTION: An emergency evacuation control device 1 for a vehicle operates in such a manner that: when a parking brake lever 38 is operated while an own vehicle is in a manual driving mode and is not traveling, an electric parking brake control unit 26 activates an electric parking brake 39; and when the parking brake lever 38 is operated while the own vehicle is in a driving support mode and is traveling, a driving mode changeover unit 22 performs changeover from the driving support mode to an evacuation mode and after completing the evacuation mode, the electric parking brake control unit 26 activates the electric parking brake 39.SELECTED DRAWING: Figure 1

Description

The present invention relates to an emergency evacuation control device for a vehicle equipped with an electronic parking brake.

In recent years, various technologies for realizing vehicle driving support and automatic driving have been developed. The driving assistance of the vehicle supports the steering operation and / or acceleration / deceleration of the vehicle while the driver holds the steering wheel. In the automatic driving of a vehicle, even when the driver releases the steering wheel, the traffic condition is recognized only in a specific place and the operation related to the driving of the vehicle is performed.

In addition, for automatic driving of the vehicle, there is no limitation on the location, such as limiting a specific place and the driver responding in case of emergency or when the system becomes difficult to operate, or the system responding even in an emergency. This includes operations related to the driving of the vehicle by the system.

Regarding such an automatic driving technique, for example, as disclosed in Patent Document 1, there is known control of evacuation traveling in which a system responds to an emergency and evacuation travels the vehicle to a safe place.

Japanese Unexamined Patent Publication No. 2011-226441

By the way, at the time of driving support of the vehicle, the driver performs the steering operation and / or acceleration / deceleration of the vehicle, but when the driver becomes unable to drive the vehicle due to a decrease in consciousness, sudden illness, etc., the occupant of the vehicle is the driver. Of course, it is difficult for passengers to move the vehicle to a safe place. In addition, if the vehicle suddenly stops or meanders on the road, there is a risk that the progress of other vehicles such as the following vehicle may be hindered or a rear-end collision may occur.

In view of such circumstances, the present invention provides an emergency evacuation control device for a vehicle that moves the vehicle to a safe place when the driver falls into a state where it is difficult to drive the vehicle during driving support of the vehicle. The purpose is to do.

The vehicle emergency evacuation control device of one aspect of the present invention can be freely switched between a manual driving mode in which the driver manually performs the driving operation of the own vehicle and a driving support mode in which the driving operation is assisted. An emergency evacuation control device for a vehicle having an evacuation mode that automatically stops the own vehicle in a roadside zone or the like during the mode, and inputs signals from an electric parking brake, a parking brake lever, and the parking brake lever. An electric parking brake control unit that drives and controls the electric parking brake, and an operation mode switching unit that controls the electric parking brake control unit and switches between the manual operation mode, the operation support mode, and the retract mode. When the parking brake lever is operated while the own vehicle is stopped in the manual operation mode, the electric parking brake control unit drives the electric parking brake, and in the driving support mode, the own vehicle When the parking brake lever is operated during traveling, the operation mode switching unit switches from the operation support mode to the retract mode, and after the retract mode ends, the electric parking brake control unit drives the electric parking brake.

According to the present invention, it is possible to provide an emergency evacuation control device for a vehicle that moves the vehicle to a safe place when the driver falls into a state in which it is difficult to drive the vehicle during driving support of the vehicle.

Schematic configuration of the vehicle emergency evacuation control device Schematic diagram showing the configuration of the parking brake lever provided on the center console and the brake mechanism on the rear wheel side. Control flowchart executed by the emergency evacuation control device of the vehicle in the manual driving mode and the driving support mode.

Embodiments of one aspect of the present invention will be described in detail below with reference to the drawings. In the figures used in the following description, the scales of the components are different for each component in order to make each component recognizable in the drawings. It is not limited to the number of components described, the shape of the components, the size ratio of the components, and the relative positional relationship of each component.

The driving support device 1 including the vehicle emergency evacuation control device shown in FIG. 1 is mounted on a vehicle (own vehicle) such as an automobile. The driving support device 1 has a locator unit 11 and a camera unit 21 as sensor units (driving environment recognition means) for recognizing the driving environment outside the vehicle, and both of these units 11 and 21 depend on each other. It constitutes a completely independent multiplex system. Further, the driving support device 1 includes a traveling control unit (hereinafter referred to as "traveling_ECU") 22, an engine control unit (hereinafter referred to as "E / G_ECU") 23, and a power steering control unit (hereinafter referred to as "PS_ECU"). 24, a brake control unit (hereinafter referred to as "BK_ECU") 25, and an electric parking brake control unit (hereinafter referred to as "EPB_ECU") 26 are provided, and each of these control units 22 to 26 is a locator unit 11. And the camera unit 21, they are connected to each other via an in-vehicle communication line 10 such as a CAN (Control Area Network).

The locator unit 11 estimates the position of the own vehicle on the road map, and has a locator calculation unit 12 for estimating the position of the own vehicle. On the input side of the locator calculation unit 12, a front-rear acceleration sensor 13 that detects the front-rear acceleration of the own vehicle, a wheel speed sensor 14 that detects the rotation speed of each of the front-rear left-right wheels, and a gyro that detects the angular velocity or the angular acceleration of the own vehicle. Sensors required for estimating the position of the own vehicle (own vehicle position), such as the sensor 15 and the GNSS receiver 16 that receives positioning signals transmitted from a plurality of positioning satellites, are connected.

Further, a high-precision road map database 18 as a storage means is connected to the locator calculation unit 12. The high-precision road map database 18 is a large-capacity storage medium such as an HDD, and stores high-precision road map information (dynamic map). This high-precision road map information has lane width data, lane center position coordinate data, lane traveling azimuth data, speed limit, and the like as lane data required for automatic driving. This lane data is stored in each lane on the road map at intervals of several meters.

The locator calculation unit 12 includes a vehicle position estimation unit 12a for estimating the vehicle position and a map information acquisition unit 12b. The map information acquisition unit 12b acquires route map information from the current location to the destination from the map information stored in the high-precision road map database 18, based on, for example, the destination set by the driver during automatic driving.

Further, the map information acquisition unit 12b transmits the acquired route map information (lane data on the route map) to the own vehicle position estimation unit 12a. The own vehicle position estimation unit 12a acquires the position coordinates of the own vehicle based on the positioning signal received by the GNSS receiver 16. Further, the own vehicle position estimation unit 12a map-matches the acquired position coordinates on the route map information, estimates the own vehicle position on the road map, identifies the traveling lane, and stores it in the road map data. Obtain the road curvature in the center of the driving lane.

Further, the own vehicle position estimation unit 12a is a wheel detected by the wheel speed sensor 14 in an environment where a valid positioning signal from a positioning satellite cannot be received due to a decrease in sensitivity of the GNSS receiver 16 such as traveling in a tunnel. The vehicle position on the road map is estimated by switching to autonomous navigation that estimates the vehicle position based on the vehicle speed obtained based on the speed, the angular velocity detected by the gyro sensor 15, and the front-rear acceleration detected by the front-rear acceleration sensor 13.

The camera unit 21 is an in-vehicle camera (stereo camera) composed of a main camera 21a and a sub camera 21b which are fixed to the upper center of the front part of the vehicle interior and are arranged symmetrically with respect to the center in the vehicle width direction. It also has an image processing unit (IPU) 21c and a driving environment recognition unit 21d.

The IPU21c predeterminedly performs image processing of the forward traveling environment image information in front of the own vehicle captured by both cameras 21a and 21b, and the forward traveling environment image information (distance image) including the distance information obtained from the amount of deviation of the corresponding target positions. Information) is generated.

Based on the distance image information received from the IPU21c, the driving environment recognition unit 21d has the road curvature [1 / m] of the lane marking that divides the left and right of the traveling path (own vehicle traveling path) on which the own vehicle travels, and the left and right dividing. Find the width between lines (vehicle width). There are various known methods for obtaining the road curvature and the vehicle width. For example, the driving environment recognition unit 21d performs a binarization process of the road curvature by the brightness difference based on the forward driving environment image information to divide the left and right sections. The line is recognized, the curvature of the left and right lane markings is obtained for each predetermined section by a curve approximation formula using the least squares method, and the vehicle width is calculated from the difference in curvature between the two lane markings.

Then, the driving environment recognition unit 21d obtains the road curvature in the center of the lane based on the curvature of the left and right section lines and the lane width, and further, the lateral position deviation of the own vehicle with respect to the center of the lane, to be exact, the center of the lane. Calculates the own vehicle lateral position deviation Xdiff, which is the distance from to the center of the own vehicle in the vehicle width direction.

In addition, the traveling environment recognition unit 21d performs predetermined pattern matching or the like on the distance image information, and recognizes guardrails, curbs, and three-dimensional objects existing along the road. Here, in the recognition of the three-dimensional object by the traveling environment recognition unit 21d, for example, the type of the three-dimensional object, the distance to the three-dimensional object, the speed of the three-dimensional object, the relative speed between the three-dimensional object and the own vehicle, and the like are recognized.

Further, the camera unit 21 has side-rear cameras 21l and 21r for photographing the left-right rear side of the own vehicle. When the side traveling environment image information of the own vehicle captured by these side rear cameras 21l and 21r is input to the IPU 21c, the IPU 21c performs predetermined image processing such as edge detection. Further, the driving environment recognition unit 21d performs predetermined pattern matching or the like on the edge information detected by the IPU 21c, and a three-dimensional object such as a parallel running vehicle existing on the side of the own vehicle or a following vehicle existing on the rear side of the own vehicle. Recognize.

The own vehicle position estimated by the own vehicle position estimation unit 12a of the locator calculation unit 12, the own vehicle lateral position deviation Xdiff obtained by the traveling environment recognition unit 21d of the camera unit 21, the three-dimensional object information, and the like are read by the traveling_ECU 22. Further, on the input side of the driving_ECU 22, as various switches and sensors, an automatic driving switch 33 in which the driver switches on / off of automatic driving (driving support control) and the driver hold (hold) the steering wheel. The steering wheel touch sensor 34 that turns on when the driver is in, the steering torque sensor 35 that detects the steering torque as the driving operation amount by the driver, the brake sensor 36 that detects the depression amount of the brake pedal as the driving operation amount by the driver, and the driver. An accelerator sensor 37 that detects the amount of depression of the accelerator pedal as a driving operation amount is connected.

When the current operation mode is the second operation support mode, which will be described later, the travel_ECU 22 is based on the premise that the on state of the automatic operation switch 33 is maintained, and when the system condition is not satisfied, the traveling_ECU 22 is used. It is determined that the mode should be shifted to the automatic save mode.

A throttle actuator 27 is connected to the output side of the E / G_ECU 23. The throttle actuator 27 opens and closes the throttle valve of the electronically controlled throttle provided in the throttle body of the engine, and opens and closes the throttle valve by a drive signal from the E / G_ECU 23 to adjust the intake air flow rate. This produces the desired engine output.

An electric power steering motor 28 is connected to the output side of the PS_ECU 24. The electric power steering motor 28 applies steering torque to the steering mechanism by the rotational force of the motor. In automatic operation, the electric power steering motor 28 is controlled and operated by a drive signal from PS_ECU 24 to control the current traveling lane. Lane maintenance control for maintaining driving and lane change control for moving the own vehicle to an adjacent lane (lane change control for overtaking control, etc.) are executed.

A brake actuator 29 is connected to the output side of the BK_ECU 25. The brake actuator 29 adjusts the brake hydraulic pressure supplied to the brake wheel cylinders provided on each wheel. When the brake actuator 29 is driven by a drive signal from the BK_ECU 25, the brake pad is applied to the brake wheel 41. A brake caliper 42 (see, for example, FIG. 2) that presses the brake force is generated on each wheel to forcibly decelerate the wheel.

A parking brake lever 38 is connected to the input side of the EPB_ECU 26. A parking brake actuator 39 as an electric parking brake is connected to the output side of the EPB_ECU 26. As shown in FIG. 2, the parking brake actuator 39 is provided on the brake caliper 42 that presses the brake pad against the brake wheel 41 on the rear wheel side.

The parking brake actuator 39 is provided with an electric piston or the like, and the electric piston is driven by inputting a drive signal from the EPB_ECU 26 in response to an ON / OFF operation of the parking brake lever 38 by a driver or the like.

When the parking brake actuator 39 is driven, a braking force is generated on the brake wheel 41 on the rear wheel side to prevent the own vehicle from moving mainly when the vehicle is stopped. As shown in FIG. 2, the parking brake lever 38 here is provided on the center console 40 provided with a shift knob 45 or the like between the driver's seat and the passenger seat.

By the way, in the traveling_ECU 22, a manual driving mode, a first driving support mode, a second driving support mode, and an evacuation mode are set as the driving modes.

Here, the manual operation mode is a steering-requiring operation mode that requires steering by the driver, and is, for example, an operation mode in which the own vehicle is driven according to driving operations such as steering operation, accelerator operation, and brake operation by the driver. Is.

Similarly, the first driving support mode is a steering-requiring operation mode that requires steering by the driver. That is, the first driving support mode mainly reflects the driving operation by the driver and, for example, through the control of E / G_ECU23, PS_ECU24, BK_ECU25, etc., mainly the preceding vehicle tracking control (Adaptive Cruise Control) and the lane keeping (Lane). It is a so-called semi-automatic driving mode in which the own vehicle is driven along the target traveling route by performing the Keep Assist control and the Lane Departure Prevention control in combination.

The second driving support mode does not require the driver to hold the steering wheel, operate the accelerator, and operate the brakes. This is an automatic driving mode in which the vehicle is driven along the target traveling route by combining Cruise Control) with Lane Keep Assist control and Lane Departure Prevention control.

The evacuation mode is, for example, when the driving in the second driving support mode cannot be continued and the driver cannot take over the driving operation (that is, the manual driving mode or the first driving mode). This is a mode for automatically stopping the own vehicle in a roadside zone or the like when the transition to the driving support mode of 1 cannot be performed.

Each operation mode set in this way can be selectively switched in the travel_EUC22, and the travel_EUC22 constitutes the operation mode switching unit.

Here, an example of the routine of the emergency evacuation control executed by the driving support device 1 including the emergency evacuation control device of the vehicle when the parking brake lever 38 is operated in the manual driving mode and the first driving support mode is described below. explain.

As shown in the flowchart of FIG. 3, when the engine of the own vehicle is started, the driving support device 1 is started from the manual driving mode by the traveling_ECU 22 (S1).

The traveling_ECU 22 detects the vehicle speed of the own vehicle from the acceleration sensor 13, the wheel speed sensor 14, the gyro sensor 15, and the like during the manual operation mode, and determines whether or not the vehicle is in a stopped state where the vehicle speed is always 0 (zero). Judging (S2).

When the vehicle speed is 0 (zero), when the parking brake lever 38 is pulled and an ON signal is input to the EPB_ECU 26 (S10), the parking brake actuator 39 is driven by the EPB_ECU 26 (S11). As a result, the own vehicle is braked, and the stopped state (parking state) is maintained.

On the other hand, even when the vehicle speed is 0 (zero), if the parking brake lever 38 is not pulled and the ON signal is not input to the EPB_ECU 26, the automatic driving mode in step S1 is continued.

When the first operation support mode is selected (ON) from the manual operation mode by the automatic operation switch 33 (S3), the traveling_ECU 22 starts the first operation mode control (S4). The first operation support mode is continued until the automatic operation switch 33 in step S3 is operated.

During this first driving support mode, when the parking brake lever 38 is pulled and the ON signal input to the EPB_ECU 26 elapses for a certain period of time T (for example, T ≧ 2 sec) (S5), information from the EPB_ECU 26 is received. The traveling_ECU 22 determines from the above-mentioned various sensors whether or not the vehicle is in a stopped state in which the vehicle speed of the own vehicle becomes 0 (zero) (S6).

When the vehicle speed of the own vehicle is not 0 (zero), the traveling_ECU 22 ends the first driving support mode (S7) and starts the driving control of the retracting mode (S8).

When the operation control of the retract mode that automatically stops the own vehicle in the roadside zone or the like is completed (S9), the parking brake actuator 39 is driven by the EPB_ECU 26 (S11), the own vehicle is braked, and the vehicle is stopped (parking state). ) Is maintained.

In step S6, when the vehicle speed of the own vehicle is 0 (zero), the parking brake actuator 39 is driven by the EPB_ECU 26 (S11), the own vehicle is braked, and the vehicle is stopped (parked state). Be maintained.

In the driving support device 1 including the emergency evacuation control device for the vehicle of the present embodiment configured as described above, when the parking brake lever 38 is pulled while the own vehicle is stopped in the automatic driving mode, the parking brake lever 38 is pulled. The normal parking brake is activated.

Further, in the first driving support mode, when the parking brake lever 38 is pulled while the own vehicle is stopped, the driving support device 1 operates the normal parking brake and the own vehicle is running. When the parking brake lever 38 is pulled for a certain period of time, the first driving support mode is terminated, and automatic driving control of the retracting mode, which is an emergency parking control that does not require monitoring by the driver, is executed.

The driving support device 1 including the emergency evacuation control device for the vehicle that performs such control may cause the driver to be unable to drive the vehicle due to a decrease in consciousness, sudden illness, etc. during the operation of the first driving support mode. If you fall into a state where you cannot monitor ahead, pull the parking brake lever 38 for a certain period of time to switch to the evacuation mode, which is an emergency parking control, to prevent your vehicle from falling into a dangerous state and move to a safe place. can do.

Further, the parking brake lever 38 is provided on the center console 40 between the driver's seat and the passenger seat, and can be operated by passengers in the passenger seat and the rear seat even when the driver cannot operate the parking brake lever 38 by himself / herself. There is.

In the above description, the automatic driving control of the retracting mode is executed by pulling the parking brake lever 38 for a certain period of time in the first driving support mode, but parking is performed for a certain period of time even in the second driving support mode. The retract mode may be switched by pulling the brake lever 38.

The operation support device 1 provided with the ECUs 22 to 26 has a processor including a central processing unit (CPU), a storage device such as a ROM and a RAM, and the like. Further, the configuration of all or a part of the plurality of circuits of the processor may be executed by software. For example, the CPU may read and execute various programs corresponding to each function stored in the ROM.

Further, all or a part of the functions of the processor may be configured by a logic circuit or an analog circuit, or the processing of various programs may be realized by an electronic circuit such as FPGA.

The inventions described in the above embodiments are not limited to those embodiments, and various modifications can be made at the implementation stage without departing from the gist thereof. Further, each of the above forms includes inventions at various stages, and various inventions can be extracted by an appropriate combination of a plurality of disclosed constituent requirements.
For example, even if some constituent requirements are deleted from all the constituent requirements shown in each form, if the described problem can be solved and the stated effect can be obtained, this constituent requirement is deleted. The configuration can be extracted as an invention.

1 ... Driving support device 10 ... In-vehicle communication line 11 ... Locator unit 12 ... Locator calculation unit 12a ... Own vehicle position estimation unit 12b ... Map information acquisition unit 13 ... Front-rear acceleration sensor 13 ... Accelerometer 14 ... Wheel speed sensor 15 ... Gyro sensor 16 ... Receiver 18 ... High-precision road map database 21 ... Camera unit 21a ... Main camera 21b ... Sub camera 21d ... Driving environment recognition unit 21l, 21r ... Side rear camera 22 ... Driving control unit (driving_ECU)
23 ... Engine control unit (E / G_ECU)
24 ... Power steering control unit (PS_ECU)
25 ... Brake control unit (BK_ECU)
26 ... Electric parking brake control unit (EPB_ECU)
27 ... Throttle actuator 28 ... Electric power steering motor 29 ... Brake actuator 33 ... Automatic operation switch 34 ... Handle touch sensor 35 ... Steering torque sensor 36 ... Brake sensor 37 ... Accelerator sensor 38 ... Parking brake lever 39 ... Parking brake actuator 40 ... Center console 41 ... Brake wheel 42 ... Brake caliper 45 ... Shift knob

Claims (4)

It is possible to switch between a manual driving mode in which the driver manually operates the driving operation of the own vehicle and a driving support mode in which the driving operation is assisted, and the own vehicle is automatically moved to the roadside zone or the like during the driving support mode. An emergency evacuation control device for vehicles equipped with an evacuation mode to stop.
With an electric parking brake
Parking brake lever and
An electric parking brake control unit that receives a signal from the parking brake lever to drive and control the electric parking brake, and
An operation mode switching unit that controls the electric parking brake control unit and switches between the manual operation mode, the operation support mode, and the evacuation mode.
Have,
In the manual operation mode, when the parking brake lever is operated while the own vehicle is stopped, the electric parking brake control unit drives the electric parking brake.
When the parking brake lever is operated while the own vehicle is traveling in the driving support mode, the driving mode switching unit switches from the driving support mode to the retracting mode, and after the retracting mode is completed, the electric parking brake control is performed. An emergency evacuation control device for a vehicle, wherein the unit drives the electric parking brake. The emergency evacuation control device for a vehicle according to claim 1, wherein the evacuation mode is executed by operating the parking brake lever for a certain period of time in the driving support mode. The first or second aspect, wherein the electric parking brake control unit drives the electric parking brake when the parking brake lever is operated while the own vehicle is stopped in the driving support mode. Vehicle emergency evacuation control device. The vehicle emergency evacuation control device according to any one of claims 1 to 3, wherein the parking brake lever is provided on a center console between the driver's seat and the passenger seat.

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