JP2023071027A - Driving support device, driving support method, driving support program, and vehicle - Google Patents

Abstract

To suppress acceleration of a vehicle according to whether or not a pedestrian or the like is likely to suddenly jump out to a road while preventing a driver from feeling troublesome, when the driver feels troublesome due to automatic deceleration and acceleration operations of the vehicle, every time the vehicle approaches a crosswalk.SOLUTION: According to a driving support device comprising a control unit for controlling a driving device that generates driving force of one's own vehicle; the control unit acquires information in front of the one's own vehicle (S10) and controls a driving device in such a manner that a level of target acceleration and an increase amount of the target acceleration are suppressed at a preset suppression degree by driving force suppression control, based on the acquired information, when it is determined that a crosswalk is preset in front of the one's own vehicle, and an opposite lane is congested (S70, S80).SELECTED DRAWING: Figure 2

Description

The present invention relates to a driving assistance device, a driving assistance method, a driving assistance program, and a vehicle for a vehicle such as an automobile.

As one of driving support devices, a vehicle control device that automatically decelerates a vehicle when a sign announcing the existence of a pedestrian crossing is recognized is known, for example, as described in Patent Document 1 below. there is According to this type of driving assistance device, when the vehicle approaches a pedestrian crossing, the vehicle can be automatically decelerated without requiring a driver's braking operation.

JP 2019-089516 A

[Problems to be solved by the invention]
In a conventional driving support device such as the vehicle control device described in Patent Document 1, the vehicle is automatically decelerated each time the vehicle approaches a pedestrian crossing, and the driver then increases the speed of the vehicle. Acceleration must be performed. Therefore, the driver may feel annoyed by the automatic deceleration and acceleration operations.

When a vehicle approaches a pedestrian crossing, if the driver recognizes that there is a pedestrian on the side of the crosswalk, the driver stops the vehicle by braking and starts the vehicle after the pedestrian crosses the road. Let However, even if the driver recognizes that there are no pedestrians on the side of the crosswalk, there is a risk of pedestrians suddenly running out onto the road. Even if it doesn't slow down automatically. Acceleration of the vehicle is preferably suppressed.

The main object of the present invention is to prevent pedestrians and others from suddenly entering the road while avoiding the annoyance of drivers due to automatic deceleration and acceleration operations when a vehicle passes through a crosswalk. To suppress acceleration of a vehicle depending on whether there is a risk of jumping out.

[Means for Solving the Problems and Effect of the Invention]
According to the present invention, a driving assistance device (100) including a control unit (driving assistance ECU 10 and drive ECU 20) for controlling a driving device (24) that generates driving force for a vehicle (50), the control unit acquires information ahead of the own vehicle (S10), and when it determines that there is a pedestrian crossing ahead of the own vehicle and that the opposite lane is congested based on the acquired information (S20, S40), the drive Provided is a driving assistance device configured to control a driving device (S70, S140, S150, S190, S200, S230) so that the driving force of the own vehicle is suppressed to a first suppression degree by force suppression control. be done.

Further, according to the present invention, there is provided a driving support method for controlling a drive device that generates a driving force for a host vehicle, comprising a step of acquiring information ahead of the host vehicle (S10), and based on the acquired information, When it is determined that there is a pedestrian crossing in front of the vehicle and that the oncoming lane is congested (S20, S40), the driving force suppression control is performed so that the driving force of the vehicle is suppressed to the first suppression degree. and controlling the driving device (S70, S140, S150, S190, S200, S230).

Further, according to the present invention, there is provided a driving assistance program that causes an electronic control unit (driving assistance ECU 10 and drive ECU 20) mounted on the own vehicle to execute driving assistance for controlling a driving device that generates driving force for the own vehicle. a step of acquiring information ahead of the own vehicle (S10); and, based on the acquired information, when it is determined that there is a pedestrian crossing ahead of the own vehicle and that the oncoming lane is congested (S20, S40), A driving support program including steps (S70, S140, S150, S190, S200, S230) of controlling the driving device so that the driving force of the own vehicle is suppressed to a first degree of suppression by the driving force suppression control. provided.

According to the driving assistance device, the driving assistance method, and the driving assistance program described above, the information ahead of the own vehicle is acquired, and based on the acquired information, there is a pedestrian crossing ahead of the own vehicle and the oncoming lane is congested. When it is determined that the driving force is suppressed, the driving device is controlled so that the driving force of the own vehicle is suppressed to the first suppression degree by the driving force suppression control.

Therefore, even if there is a pedestrian crossing in front of the vehicle, the vehicle is not automatically decelerated. Therefore, the vehicle is automatically decelerated each time the vehicle approaches the pedestrian crossing, and the driver then performs an acceleration operation. It is possible to avoid the driver feeling annoyed due to this.

When there is a pedestrian crossing in front of the vehicle and traffic is congested in the oncoming lane, pedestrians and others suddenly enter the road from between vehicles in the oncoming lane compared to when the oncoming lane is not congested. There is a high risk of jumping out. In that case, the driver often cannot recognize the pedestrian or the like until the pedestrian or the like jumps out from between the vehicles.

According to the driving support device and the like described above, the driving force of the own vehicle is suppressed at the first suppression degree. Even if a person or the like suddenly runs out onto the road, the risk of the vehicle colliding with a pedestrian or the like due to sudden deceleration of the vehicle can be reduced.

[Aspect of the invention]
In one aspect of the present invention, when the control unit (driving support ECU 10 and drive ECU 20) determines that there is a pedestrian crossing in front of the vehicle and that the oncoming lane is not congested based on the acquired information ( S20, S40), and when it is determined that there is no crosswalk in front of the vehicle and that the oncoming lane is congested (S20, S30), the driving force of the vehicle is reduced to the second degree of suppression that is lower than the first degree of suppression. It is configured to control the driving device to be suppressed by the suppression degree (S70, S170, S180, S190, S200, S230).

When there is a crosswalk in front of the vehicle and the oncoming lane is not congested, and when there is no crosswalk in front of the vehicle and the oncoming lane is congested, there is a crosswalk in front of the vehicle and the oncoming traffic Pedestrians and the like are less likely to suddenly run out onto the road than when the lane is congested. Conversely, when there is a pedestrian crossing in front of the vehicle and the oncoming traffic is not congested, and when there is no pedestrian crossing in front of the vehicle and the oncoming traffic is congested, there is a pedestrian crossing in front of the vehicle. There is a high possibility that a pedestrian or the like will suddenly run out onto the road compared to when there is no traffic jam and the oncoming lane is not congested.

According to the above aspect, when it is determined that there is a crosswalk in front of the vehicle and the oncoming lane is not congested, and it is determined that there is no crosswalk in front of the vehicle and the oncoming lane is congested. The driving device is controlled such that the driving force of the own vehicle is suppressed at a second suppression degree that is lower than the first suppression degree.

Therefore, while avoiding excessive suppression of the driving force of the own vehicle, compared to the case where the driving force of the own vehicle is not suppressed at the second degree of suppression, a pedestrian or the like suddenly runs out onto the road. Also, it is possible to reduce the risk of the vehicle colliding with a pedestrian or the like due to sudden deceleration of the vehicle.

In another aspect of the present invention, the control unit (driving support ECU 10 and drive ECU 20) determines, based on the acquired information, that there is a pedestrian crossing ahead of the vehicle, that the oncoming lane is congested, and that the vehicle is in a congested state. When it is determined that there is no preceding other vehicle within a predetermined distance range in front of the vehicle (S20, S40, S50), the driving device is controlled so that the driving force of the host vehicle is suppressed at the first suppression degree. (S70, S140, S150, S190, S200, S230) If there is a pedestrian crossing in front of the own vehicle, the oncoming lane is congested, and there is another vehicle ahead of the own vehicle within a predetermined distance range. When determined (S20, S40, S50), the driving device is controlled so that the inter-vehicle distance between the own vehicle and the other vehicle is equal to or greater than the reference inter-vehicle distance (S60, S210-S230).

According to the above aspect, when it is determined that there is a pedestrian crossing within a predetermined distance range in front of the own vehicle, that the oncoming lane is congested, and that there is no other vehicle ahead of the own vehicle, the The driving device is controlled such that the driving force is suppressed at the first suppression degree. Therefore, since the driving force of the own vehicle is suppressed at the first suppression degree, a pedestrian or the like suddenly jumps out onto the road compared to the case where the driving force of the own vehicle is not suppressed at the first suppression degree. However, it is possible to reduce the risk of the vehicle colliding with a pedestrian or the like due to sudden deceleration of the vehicle.

In addition, in a situation where there is a crosswalk in front of the own vehicle, the opposite lane is congested, and there is another vehicle ahead of the own vehicle within a predetermined distance range, a pedestrian or the like suddenly jumps out onto the road, If the other vehicle suddenly decelerates, there is a risk that the own vehicle will collide with the other vehicle.

According to the above aspect, when it is determined that there is a pedestrian crossing in front of the own vehicle, that the oncoming lane is congested, and that there is another vehicle ahead of the own vehicle within a predetermined distance range in front of the own vehicle, The driving device is controlled such that the inter-vehicle distance to the other vehicle is equal to or greater than the reference inter-vehicle distance. Therefore, compared to the case where the driving device is not controlled so that the inter-vehicle distance between the own vehicle and the other vehicle becomes equal to or greater than the reference inter-vehicle distance, when a pedestrian suddenly runs out onto the road and the other vehicle decelerates rapidly. In addition, it is possible to reduce the risk of the own vehicle colliding with another vehicle.

Furthermore, in another aspect of the present invention, the control unit (the driving support ECU 10 and the drive ECU 20) variably sets the reference inter-vehicle distance according to the vehicle speed so that the higher the vehicle speed, the larger the reference inter-vehicle distance (S210). ).

In a situation where there is another vehicle ahead of the own vehicle within a predetermined distance range, if the other vehicle suddenly decelerates, the risk of the own vehicle colliding with the other vehicle increases as the speed of the own vehicle increases. It is preferable that the inter-vehicle distance increases as the vehicle speed increases.

According to the above aspect, the reference inter-vehicle distance is variably set according to the vehicle speed so that the higher the vehicle speed, the larger the reference inter-vehicle distance. Therefore, compared to the case where the reference inter-vehicle distance is not variably set according to the vehicle speed so that the reference inter-vehicle distance increases as the vehicle speed increases, the other vehicle ahead of the own vehicle within a predetermined distance range is abrupt. It is possible to reduce the risk of the own vehicle colliding with another vehicle when decelerating.

Furthermore, in another aspect of the present invention, the control unit (driving assistance ECU 10 and drive ECU 20) adjusts the first suppression degree according to the vehicle speed so that the higher the vehicle speed, the higher the first suppression degree. It is configured to variably set (S170, S180).

When a pedestrian suddenly runs out onto the road, it becomes more difficult for the vehicle to avoid colliding with the pedestrian, etc., as the vehicle speed increases. is preferably high.

According to the above aspect, the first suppression degree is variably set according to the vehicle speed so that the higher the vehicle speed, the higher the first suppression degree. Therefore, compared to the case where the first degree of suppression is not variably set according to the vehicle speed so that the higher the vehicle speed, the higher the first degree of suppression, even when the speed of the own vehicle is high, the speed of the own vehicle increases. Therefore, it is possible to reduce the risk of colliding with a pedestrian or the like who suddenly jumps out onto the road.

Furthermore, in another aspect of the present invention, the control unit (driving assistance ECU 10 and drive ECU 20) controls the ratio of the driving force of the host vehicle to the driver's drive operation amount and the increase amount of the driver's drive operation amount. The driving device is controlled such that the driving force of the own vehicle is suppressed by reducing at least one of the ratios of the increase amounts of the driving force of the own vehicle.

According to the above aspect, at least one of the ratio of the driving force of the own vehicle to the amount of driving operation by the driver and the ratio of the amount of increase in the driving force of the own vehicle to the amount of increase in the amount of driving operation by the driver is reduced. , the driving force of the host vehicle is suppressed. Therefore, it is possible to reliably suppress the driving force of the host vehicle.

Furthermore, according to the present invention, there is provided a vehicle equipped with the deceleration support device described above. According to this vehicle, it is possible to obtain the same effects as those of the deceleration support device, the deceleration support method, and the deceleration support program described above.

In the above description, in order to facilitate understanding of the present invention, names and/or symbols used in the embodiments are added in parentheses to configurations of the invention corresponding to the embodiments to be described later. However, each component of the present invention is not limited to the component of the embodiment corresponding to the parenthesized names and/or symbols. Other objects, features and attendant advantages of the present invention will be readily understood from the description of embodiments of the present invention described with reference to the following drawings.

1 is a schematic configuration diagram showing an embodiment of a driving support device according to the present invention; FIG. 4 is a flowchart showing a command control routine for driving force suppression in the embodiment; 4 is a flow chart showing a driving force control routine in the embodiment; 4 is a map for calculating a correction coefficient Ka for target acceleration Gdt based on vehicle speed V; 3 is a map for calculating a limit increase amount ΔGdtc of target acceleration Gdt based on vehicle speed V; 4 is a map for calculating a reference inter-vehicle distance Dfc based on a vehicle speed V; FIG. 4 is a diagram showing a case where there is no pedestrian crossing in front of the vehicle and traffic is congested in the oncoming lane. FIG. 3 is a diagram showing a case where there is a pedestrian crossing in front of the vehicle and the oncoming lane is not congested; FIG. 3 is a diagram showing a case where there is a pedestrian crossing in front of the vehicle, the oncoming lane is congested, and there is no preceding vehicle. 10 is a flowchart showing a case where there is a pedestrian crossing in front of the vehicle, the oncoming lane is congested, and there is a preceding vehicle.

A driving assistance device according to an embodiment of the present invention will be described in detail below with reference to the accompanying drawings.

<Configuration>
As shown in FIG. 1, a driving assistance device 100 according to the embodiment is applied to a vehicle 50 and includes a driving assistance ECU 10, a driving ECU 20, a braking ECU 30 and a meter ECU 40. In the following description, the vehicle 50 will be referred to as the own vehicle as necessary in order to distinguish it from other vehicles such as preceding vehicles.

Each ECU is an electronic control unit having a microcomputer as a main part, and is connected via a CAN (Controller Area Network) 52 so as to be able to transmit and receive information to and from each other. The microcomputer of each ECU includes CPU, ROM, RAM, non-volatile memory, interface 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.

As will be described later in detail, the ROM of the driving support ECU 10 stores a driving force suppression command control program corresponding to the flowchart shown in FIG. to run. The ROM of the drive ECU 20 stores a driving force control program for driving support control corresponding to the flowchart shown in FIG. 3, and the CPU executes driving force control according to the program. Therefore, the driving assistance ECU 10 and the driving ECU 20 function as a control unit that cooperates with each other to execute the driving force suppression control of the driving assistance control corresponding to the flowcharts shown in FIGS. 2 and 3 .

As shown in FIG. 1 , a camera sensor 12 , a radar sensor 14 , a navigation device 16 and a vehicle speed sensor 18 are connected to the driving assistance ECU 10 . As will be described later, the camera sensor 12 and the radar sensor 14 function as a forward information acquisition device that acquires information ahead of the vehicle 50 .

Although not shown in the figure, the camera sensor 12 analyzes a camera unit and image data obtained by photographing by the camera unit to detect objects such as road white lines, pedestrian crossings, road signs, traffic lights, and other vehicles. a recognition unit for recognizing the target. A camera unit of the camera sensor 12 photographs the scenery in front of the vehicle 50 . The recognition unit of the camera sensor 12 supplies information about the recognized target to the driving assistance ECU 10 every time a predetermined time elapses. LiDAR (Light Detection And Ranging) may be used instead of the camera sensor 12 .

The radar sensor 14 includes a radar transmitting/receiving unit and a signal processing unit (not shown). It receives millimeter waves (that is, reflected waves) reflected by three-dimensional objects (eg, other vehicles, bicycles, guardrails, etc.) existing in the vehicle. Based on the phase difference between the transmitted millimeter wave and the received reflected wave, the attenuation level of the reflected wave, and the time from when the millimeter wave is transmitted to when the reflected wave is received, the signal processing unit determines whether the vehicle and the three-dimensional object , the relative speed between the vehicle and the three-dimensional object, and the relative position (direction) of the three-dimensional object with respect to the own vehicle (hereinafter referred to as peripheral information) is acquired every predetermined time, and the driving support ECU 10 supply to

The navigation device 16 includes a GPS receiver that detects the position of the vehicle 50, a storage device that stores map information and road information, and a communication device that acquires the latest map information and road information from the outside. The road information includes crosswalk information. Based on the position of the vehicle on the map and the road information, the navigation device 16 outputs a signal indicating that there is a sidewalk in front of the vehicle to the driving assistance ECU 10 .

The vehicle speed sensor 18 detects the vehicle speed V of the vehicle 50 and supplies a signal indicating the vehicle speed V to the driving assistance ECU 10 every predetermined time. At least one of the camera sensor 12, the radar sensor 14, the navigation device 16, and the vehicle speed sensor 18 may be connected to the CAN52.

The drive ECU 20 is connected to an accelerator opening sensor 22 and a drive device 24 that generates drive force for the vehicle 50 . The accelerator opening sensor 22 detects an accelerator opening Acc indicating the amount of drive operation by the driver, and supplies a signal indicating the accelerator opening Acc to the driving support ECU 10 . Drive system 24 includes an engine actuator 26 and an engine 28 .

The engine actuator 26 is an actuator for changing the operating state of the engine 28, and includes, for example, a throttle valve actuator for changing the opening of the throttle valve. The drive ECU 20 calculates a target acceleration Gdt of the vehicle based on the accelerator opening Acc detected by the accelerator opening sensor 22, and controls the engine actuator 26 so that the driving force of the vehicle 50 becomes the driving force corresponding to the target acceleration Gdt. controls the operation of

The drive ECU 20 controls the operation of the engine actuator 26 so as to suppress the output torque (driving force of the vehicle 50) generated by the engine 28 when receiving the driving force suppression command from the driving support ECU 10. When the vehicle is an electric vehicle, the engine actuator 26 is an electric motor driving device, and when the vehicle is a hybrid vehicle, the engine actuator 26 is a driving device for the engine actuator and the electric motor.

A pressure sensor 32 and a braking device 34 that generates a braking force for the vehicle 50 are connected to the braking ECU 30 . The pressure sensor 32 detects a master cylinder pressure Pm indicating the amount of braking operation by the driver, and supplies a signal indicating the master cylinder pressure Pm to the driving support ECU 10 . Braking device 34 includes a brake actuator 36 and a friction brake mechanism 38 .

The brake actuator 32 is provided in a hydraulic circuit between a master cylinder (not shown) that pressurizes hydraulic oil by pressing a brake pedal, and friction brake mechanisms 38 provided on the left and right front wheels and the left and right rear wheels. The friction brake mechanism 38 includes a brake disc 38a that rotates with the corresponding wheel and a brake caliper 38b that is supported by the vehicle body (not shown). The brake actuator 32 adjusts the hydraulic pressure supplied to the wheel cylinder built in the brake caliper 38b in accordance with an instruction from the brake ECU 30, and presses the brake pad (not shown) against the brake disc 38a by the hydraulic pressure to generate friction. generate braking force.

The brake ECU 30 calculates a target deceleration of the vehicle 50 based on the master cylinder pressure Pm detected by the pressure sensor 32, and controls the operation of the brake actuator 32 so that the deceleration of the vehicle reaches the target deceleration. When the braking ECU 30 receives a braking command such as collision prevention from the driving support ECU 10, the braking ECU 30 controls the operation of the brake actuator 32 so that the vehicle 50 decelerates at the required deceleration included in the braking command.

A display 42 is connected to the meter ECU 40 . When the driving force suppression command is output from the driving support ECU 10 (when the driving force suppression flag F is 1 to 3 and the driving force is suppressed), the meter ECU 40 suppresses the driving force. The presence is displayed on the display 42 . The display 42 is, for example, a head-up display or a multi-information display that displays meters and various information.

<Command control routine for driving force suppression>
Next, a command control routine for driving force suppression in the embodiment will be described with reference to the flowchart shown in FIG. The driving force suppression command control according to the flowchart shown in FIG. 2 is repeatedly executed by the CPU of the driving assistance ECU 10 at a predetermined control cycle when the driving assistance switch (not shown in FIG. 1) is on. . In the following description of command control, command control for driving force suppression is simply referred to as "command control". In addition, in the following explanation of command control, the CPU is the CPU of the driving support ECU 10 .

First, in step S10, based on the information supplied from the camera sensor 12 and the radar sensor 14, the CPU determines targets such as white lines on the road in front of the vehicle 50, crosswalks, other vehicles, etc. Determine the distance to the target.

In step S<b>20 , the CPU determines whether or not there is a pedestrian crossing within a predetermined distance (positive constant) in front of the vehicle 50 . The CPU advances command control to step S40 when making an affirmative determination, and advances command control to step S30 when making a negative determination. Information from the navigation device 16 may also be used in determining whether or not there is a pedestrian crossing.

In this case, the crosswalk may be a crosswalk with a traffic light or a crosswalk without a traffic light, but this control is executed when the traffic light is green when viewed from the vehicle 50 in a crosswalk with a traffic light. When the traffic light is red or yellow when viewed from the vehicle 50 at a crosswalk with a traffic light, the driver decelerates the vehicle 50 and stops it. A warning may be displayed that the traffic light is red or yellow.

In step S30, the CPU determines whether or not the oncoming lane is congested. When the CPU makes an affirmative determination, it advances command control to step S80, and when it makes a negative determination, it advances command control to step S90. In this case, there are other vehicles equal to or greater than the reference number (positive constant integer) within the range of the distance (positive constant) for judging congestion in the oncoming lane, and the vehicle speed of the fastest vehicle among these other vehicles is the reference vehicle speed. (positive constant) or less, it may be determined that the oncoming lane is congested.

In step S40, the CPU determines whether or not the oncoming lane is congested, as in step S30. When the CPU makes a negative determination, it advances command control to step S80, and when it makes an affirmative determination, it advances command control to step S50.

In step S50, the CPU determines whether or not there is another vehicle ahead of the host vehicle 50 and within the range of the preceding vehicle determination distance (positive constant) from the host vehicle. When the CPU makes a negative determination, it advances command control to step S70, and when it makes an affirmative determination, it advances command control to step S60.

In step S60, the CPU transmits to drive ECU 20 a signal indicating that flag F is 3, thereby outputting to drive ECU 20 a command to increase the inter-vehicle distance between host vehicle 50 and another preceding vehicle. do.

In step S70, the CPU transmits a signal indicating that the flag F is 1 to the drive ECU 20, thereby outputting to the drive ECU 20 a command to suppress the driving force of the vehicle 50 at the first suppression degree. .

In step S80, the CPU transmits a signal indicating that the flag F is 2 to the drive ECU 20, thereby suppressing the driving force of the vehicle 50 at a second suppression degree lower than the first suppression degree. A power command is output to the drive ECU 20 .

In step S90, the CPU transmits to the drive ECU 20 a signal indicating that the flag F is 0, thereby outputting to the drive ECU 20 a command to perform normal control without suppressing the driving force of the vehicle 50. .

The flag F is initialized to 0 at the start of command control, and thereafter set to 0 to 3 as described above according to the flow chart shown in FIG. For example, the flag F may consist of flags Fa and Fb. In that case, flag F is 0 when flags Fa and Fb are 0, and flag F is 1 when flag Fa is 1 and Fb is 0. Further, the flag F is 2 when the flag Fa is 0 and the Fb is 1, and the flag F is 3 when the flags Fa and Fb are 1.

<Driving force control routine>
Next, the driving force control routine in the embodiment will be described with reference to the flowchart shown in FIG. The driving force control according to the flowchart shown in FIG. 3 is repeatedly executed by the CPU of the drive ECU 20 at a predetermined control cycle when the driving support switch (not shown in FIG. 1) is on. In addition, in the following description of the driving force control, the CPU is the CPU of the drive ECU 20 .

First, in step S110, the CPU determines whether or not the flag F is 0, that is, determines whether or not normal control should be performed without suppressing the driving force of the vehicle 50 . When the CPU makes a negative determination, it advances the driving force control to step S130, and when it makes an affirmative judgment, it advances the driving force control to step S120.

In step S120, the CPU sets the correction coefficient Ka of the target acceleration Gdt of the vehicle 50 to 1, and sets the limit increase amount ΔGdtc of the target acceleration Gdt to ΔGdt3. The limit increase amount ΔGdtc is the maximum value that allows an increase in the target acceleration Gdt for each cycle of driving force control according to the flowchart shown in FIG. A positive constant large enough not to limit.

In step S130, the CPU determines whether or not the flag F is 1, that is, determines whether or not the driving force of the vehicle 50 should be suppressed at the first suppression degree. When the CPU makes a negative determination, it advances the driving force control to step S160, and when it makes an affirmative judgment, it advances the driving force control to step S140.

In step S140, the CPU calculates a correction coefficient Ka (first correction coefficient Ka1) for the target acceleration Gdt of the vehicle 50 by referring to the map indicated by the solid line in FIG. . As shown in FIG. 4, the first correction coefficient Ka1 is variably set according to the vehicle speed so that the higher the vehicle speed V, the smaller the value within the range of 1 or less and greater than 0.

In step S150, the CPU refers to the map indicated by the solid line in FIG. Calculate. As shown in FIG. 5, the first increase limit ΔGdt1 is variably set according to the vehicle speed so that it increases as the vehicle speed V increases.

In step S160, the CPU determines whether or not the flag F is 2, that is, determines whether or not the driving force of the vehicle 50 should be suppressed at the second suppression degree. When the CPU makes a negative determination, it advances the driving force control to step S210, and when it makes an affirmative judgment, it advances the driving force control to step S170.

At step S170, the CPU refers to the map indicated by the dashed line in FIG. . As shown in FIG. 4, the second correction coefficient Ka2 is greater than the first correction coefficient Ka1, and is adjusted according to the vehicle speed so that the higher the vehicle speed V, the smaller the value within the range of 1 or less and greater than 0. variably set.

In step S180, the CPU refers to the map indicated by the dashed line in FIG. Calculate. As shown in FIG. 5, the second limit increment ΔGdt2 is larger than the first limit increment ΔGdt1, and is variably set according to the vehicle speed so that it increases as the vehicle speed V increases.

In step S190, the CPU calculates the target acceleration of the vehicle 50 according to the following formula (1) based on the accelerator opening Acc and the correction coefficient Ka, using Kg as the conversion coefficient from the accelerator opening Acc to the target acceleration Gdt of the vehicle 50. Calculate Gdt.
Gdt=Kg・Ka・Acc (1)

In step S200, the CPU calculates the amount of increase ΔGdt (=Gdt−Gdtf) of the target acceleration Gdt using the previous value of the target acceleration Gdt as Gdtf. Acceleration Gdt is reduced and corrected to Gdtf+ΔGdtc. That is, the CPU limits the increase in the target acceleration Gdt by the limit increase amount ΔGdtc. When the increase amount ΔGdt does not exceed the limit increase amount ΔGdtc, the target acceleration Gdt is not corrected to be reduced.

In step S210, the CPU calculates a reference inter-vehicle distance Dfc by referring to the map shown in FIG. As shown in FIG. 6, the reference inter-vehicle distance Dfc is variably set according to the vehicle speed so that it increases as the vehicle speed V increases.

In step S220, when the inter-vehicle distance Df between the host vehicle 50 and the preceding other vehicle is less than the reference inter-vehicle distance Dfc, the CPU calculates the target acceleration of the vehicle 50 to bring the inter-vehicle distance Df to the reference inter-vehicle distance Dfc. Gdt is computed in a manner known in the art. Although not shown in FIG. 3, when the inter-vehicle distance Df is greater than or equal to the reference inter-vehicle distance Dfc, the CPU advances the driving force control to step S170.

In step S230, the CPU controls the engine 28 via the engine actuator 26 so that the acceleration Gd of the vehicle 50 becomes the target acceleration Gdt. Note that the CPU decelerates the vehicle 50 by controlling the brake device 34 via the brake ECU 30 as necessary.

<Operation of Embodiment>
<C1. When there is no pedestrian crossing in front of the vehicle 50 and the oncoming lane is not congested>
Since negative determinations are made in steps S20 and S30, flag F is set to 0 in step S90. Therefore, in step S110, an affirmative determination is made, and in step S120, the correction coefficient Ka of the target acceleration Gdt of the vehicle 50 is set to 1, and the limit increase amount ΔGdtc of the target acceleration Gdt is set to ΔGdt3.

Therefore, the target acceleration Gdt of the vehicle 50 is calculated as the product of the conversion coefficient Kg and the accelerator opening Acc in step S190, and the increase in the target acceleration Gdt is not limited in step S200. Therefore, in step S230, the acceleration Gd of the vehicle 50 is controlled by normal control that is not suppressed by driving support control.

<C2. When there is no pedestrian crossing in front of the vehicle 50 and the oncoming lane is congested>
In C2, as shown in FIG. 7, the vehicle 50 runs in the lane 60, there is no pedestrian crossing in front of the vehicle 50, the oncoming lane 62 is congested, and many vehicles 64 run at low speed or stop. This is the case when

A negative determination is made in step S20, an affirmative determination is made in step S30, and flag F is set to 2 in step S80. Therefore, negative determinations are made in steps S110 and S130, and affirmative determinations are made in step S160. Further, in step S170, the correction coefficient Ka for the target acceleration Gdt of the vehicle 50 is calculated as the second correction coefficient Ka2, and in step S180, the limit increase amount ΔGdtc of the target acceleration Gdt is calculated as the second limit increase amount ΔGdt2. be.

Therefore, in step S190, the target acceleration Gdt of the vehicle 50 is calculated as the product of the second correction coefficient Ka2, the conversion coefficient Kg, and the accelerator opening Acc. Limited by a large amount ΔGdt2. Therefore, the magnitude and increase of the acceleration Gd of the vehicle 50 are suppressed to the second degree of suppression compared to the normal control, so pedestrians and the like can be seen ahead of the own vehicle from between vehicles congested in the oncoming lane. It is possible to secure the possibility of coping by decelerating even if the vehicle jumps out into the air.

<C3. When there is a pedestrian crossing in front of the vehicle 50 and the oncoming lane is not congested>
In C3, as shown in FIG. 8, the vehicle 50 runs in the lane 60, there is a pedestrian crossing 66 in front of the vehicle 50, the oncoming lane 62 is not congested, and the other vehicles 64 are running smoothly. This is the case when

Since an affirmative determination is made in step S20 and a negative determination is made in step S40, flag F is set to 2 in step S80. Therefore, as in the case of C2, the magnitude and increase of the driving force corresponding to the magnitude and increase of the acceleration Gd of the vehicle 50 are suppressed at the second degree of suppression as compared with the normal control. , even if a pedestrian or the like jumps out onto the sidewalk in front of the vehicle, it is possible to secure the possibility of dealing with it by decelerating or the like.

The second correction coefficient Ka2 is variably set according to the vehicle speed V so as to decrease as the vehicle speed V increases. set. Therefore, in the case of C2 and C3, the higher the vehicle speed V and the longer the braking distance, the higher the second suppression degree for the driving force, so the second suppression degree is constant regardless of the vehicle speed V. Compared to the case, even if a pedestrian or the like jumps out in front of the own vehicle from between vehicles congested in the oncoming lane, it is possible to cope with it by decelerating.

Also, the second degree of suppression is lower than the first degree of suppression in the case of C3, which will be described later. Therefore, in the cases C2 and C3 as well, the acceleration Gd of the vehicle 50 is excessively suppressed compared to the case where the magnitude and increase of the driving force are suppressed at the second suppression degree. It is possible to reduce the possibility that the driver will feel dissatisfied.

<C4. When there is a pedestrian crossing in front of the vehicle 50, the oncoming lane is congested, and there is no preceding vehicle>
In C4, as shown in FIG. 9, the vehicle 50 is traveling in the lane 60, there is a pedestrian crossing 66 in front of the vehicle 50, the oncoming lane 62 is congested, and a predetermined distance range in front of the vehicle 50. This is the case when there is no other vehicle traveling ahead on lane 60 within the vehicle.

Affirmative determinations are made in steps S20 and S40, negative determinations are made in step S50, and flag F is set to 1 in step S70. Therefore, a negative determination is made in step S110, an affirmative determination is made in step S130, the correction coefficient Ka for the target acceleration Gdt of the vehicle 50 is calculated as the first correction coefficient Ka1 in step S140, and the first correction coefficient Ka1 is calculated in step S150. , the limit increase amount ΔGdtc of the target acceleration Gdt is calculated as the first limit increase amount ΔGdt1.

Therefore, in step S190, the target acceleration Gdt of the vehicle 50 is calculated as the product of the first correction coefficient Ka1, the conversion coefficient Kg, and the accelerator opening Acc. Limited by a large amount ΔGdt1. Therefore, the magnitude and increase of the driving force corresponding to the magnitude and increase of the acceleration Gd of the vehicle 50 are suppressed at the first suppression degree, which is higher than the second suppression degree. It is possible to increase the possibility that even if a pedestrian or the like jumps out in front of the own vehicle from the gap, it can be dealt with by decelerating or the like.

The first correction coefficient Ka1 is variably set according to the vehicle speed V so as to decrease as the vehicle speed V increases. set. Therefore, in the case of C4, the higher the vehicle speed V and the longer the braking distance, the higher the first suppression degree for the driving force. In comparison, it is possible to increase the possibility that a pedestrian or the like can be dealt with.

<C5. When there is a pedestrian crossing in front of the vehicle 50, the oncoming lane is congested, and there is a preceding vehicle>
In C5, as shown in FIG. 10, the vehicle 50 runs in the lane 60, there is a crosswalk 66 in front of the vehicle 50, the oncoming lane 62 is congested, and a predetermined distance range in front of the vehicle 50. This is the case when there is another vehicle 68 traveling ahead on the lane 60 within.

Affirmative determinations are made in steps S20, S40 and S50, and flag F is set to 3 in step S60. Therefore, negative determinations are made in steps S110, S130 and S160, and the reference inter-vehicle distance Dfc is calculated in step S210. Further, in step S220, when the inter-vehicle distance Df between the own vehicle 50 and the preceding other vehicle is less than the reference inter-vehicle distance Dfc, the target acceleration Gdt of the vehicle 50 for making the inter-vehicle distance Df equal to the reference inter-vehicle distance Dfc is calculated.

Therefore, when there is a pedestrian crossing in front of the vehicle 50, the oncoming lane is congested, and there is a preceding vehicle, the inter-vehicle distance Df between the own vehicle 50 and the preceding other vehicle is prevented from becoming less than the reference inter-vehicle distance Dfc. , the target acceleration Gdt is calculated, and the driving force of the host vehicle 50 is controlled based on the target acceleration Gdt. Therefore, compared to the case where the driving force is not controlled to control the inter-vehicle distance as described above, even if a pedestrian or the like jumps out in front of the preceding vehicle and the preceding vehicle suddenly decelerates, the subject vehicle It is possible to reduce the risk that the vehicle 50 will collide with the preceding vehicle.

Note that the reference inter-vehicle distance Dfc is variably set according to the vehicle speed V so as to increase as the vehicle speed V increases. Therefore, in the case of C5, the higher the vehicle speed V and the longer the braking distance, the greater the inter-vehicle distance Df between the host vehicle 50 and the preceding other vehicle. As compared with the case where it is constant without any change, it is possible to increase the possibility that the risk of rear-end collision of the own vehicle 50 with the preceding vehicle can be reduced.

As described above, the driving assistance method and the driving assistance program of the present invention include the step of acquiring information ahead of the own vehicle, and based on the acquired information, determining whether there is a pedestrian crossing ahead of the own vehicle and the oncoming lane is congested. and controlling the driving device so that the driving force of the own vehicle is suppressed to the first degree of suppression by the driving force suppression control when it is determined that the driving force suppression control is performed.

The former step corresponds to step S10 in FIG. 2 and is executed by the CPU of the driving assistance ECU 10. FIG. The determination in the latter step corresponds to steps S20 and S40 in FIG. 2, and is executed by the CPU of the driving assistance ECU. Furthermore, the control of the driving device in the latter step corresponds to steps S70, S140, S150, S190, S200 and S230 in FIG.

As can be seen from the above description, according to the embodiment, even if there is a pedestrian crossing in front of the vehicle, the vehicle is not automatically decelerated. It is possible to prevent the driver from feeling annoyed by the vehicle being decelerated immediately and the driver performing an acceleration operation thereafter. Furthermore, when there is a pedestrian crossing in front of the vehicle and/or the oncoming lane is congested, the driving force of the vehicle is suppressed at the first or second suppression degree. Even if a pedestrian or the like suddenly runs out onto the road, the possibility of the vehicle colliding with the pedestrian or the like due to the rapid deceleration of the vehicle can be reduced compared to the case where it is not suppressed.

In particular, according to the embodiment, both the magnitude of the target acceleration Gdt and the increment ΔGdt of the target acceleration are limited. Therefore, the driving force of the own vehicle can be effectively suppressed as compared with the case where only one of the magnitude of the target acceleration Gdt and the increase amount ΔGdt of the target acceleration is limited.

Furthermore, according to the embodiment, when the driving force of the own vehicle is suppressed by the driving force suppression control, the indicator 42 displays that the driving force is suppressed by the driving force suppression control. Therefore, it is possible to reduce the risk that the driver will feel insufficient driving force and perform an excessive acceleration operation.

Although the present invention has been described in detail with respect to specific embodiments, the present invention is not limited to the above-described embodiments, and various other embodiments are possible within the scope of the present invention. It will be clear to those skilled in the art.

For example, in the above-described embodiment, both the magnitude of the target acceleration Gdt and the increase ΔGdt of the target acceleration are limited. However, modification may be made so that only one of the magnitude of the target acceleration Gdt and the amount of increase ΔGdt in the target acceleration is limited.

Further, in the above-described embodiment, the first correction coefficient Ka1 and the second correction coefficient Ka2 are variably set according to the vehicle speed V so as to decrease as the vehicle speed V increases. However, at least one of the first correction coefficient Ka1 and the second correction coefficient Ka2 may be constant regardless of the vehicle speed V.

In the above-described embodiment, the first limit increase amount ΔGdt1 and the second limit increase amount ΔGdt2 are variably set according to the vehicle speed V so as to increase as the vehicle speed V increases. However, at least one of the first increase limit ΔGdt1 and the second increase limit ΔGdt2 may be constant regardless of the vehicle speed V.

In the above-described embodiment, in step S210, the reference inter-vehicle distance Dfc is variably set according to the vehicle speed so that it increases as the vehicle speed V increases. However, the reference inter-vehicle distance Dfc may be constant regardless of the vehicle speed V. Further, the reference inter-vehicle distance Dfc may be variably set according to the relative speed Vr so that the higher the relative speed Vr of the vehicle relative to the preceding other vehicle, the larger the reference distance Dfc.

Further, in the above-described embodiment, the driving force control according to the flowchart shown in FIG. 3 is executed by the CPU of the drive ECU 20 . However, at least part of the steps of the flowchart shown in FIG. 3 may be executed by the CPU of the driving assistance ECU 10 .

Furthermore, in the above-described embodiment, in the case of C5, that is, when there is a pedestrian crossing in front of the vehicle 50, the oncoming lane is congested, and there is a preceding vehicle, the reference inter-vehicle distance Dfc is calculated. When the inter-vehicle distance Df between the vehicle and the preceding other vehicle is less than the reference inter-vehicle distance Dfc, the target acceleration Gdt of the vehicle 50 is calculated to bring the inter-vehicle distance Df to the reference inter-vehicle distance Dfc.
be done. However, when there is a pedestrian crossing in front of the vehicle 50 and the oncoming lane is congested, the magnitude and increase of the acceleration Gd of the vehicle 50 is the same as in the case of C4, regardless of whether there is a preceding vehicle. may be modified such that the magnitude and increase of the driving force corresponding to are suppressed at the first suppression degree compared to normal control.

DESCRIPTION OF SYMBOLS 10... Driving assistance ECU, 12... Camera sensor, 14... Radar sensor, 16... Navigation device, 18... Vehicle speed sensor, 20... Drive ECU, 22... Accelerator opening sensor, 24... Drive device, 28... Engine, 30... Braking ECU 38 Braking mechanism 40 Meter ECU 50 Vehicle 62 Oncoming lane 66 Pedestrian crossing 100 Driving assistance device

Claims (9)

In a driving support device equipped with a control unit that controls a driving device that generates driving force for own vehicle,
The control unit acquires information ahead of the own vehicle, and based on the acquired information, determines that there is a pedestrian crossing ahead of the own vehicle and that the oncoming lane is congested, driving force suppression control is performed. A driving support device configured to control the drive device such that the driving force of the host vehicle is suppressed at a first suppression degree. 2. The driving assistance device according to claim 1, wherein the control unit determines that there is a pedestrian crossing in front of the vehicle and that the oncoming lane is not congested, based on the acquired information; When it is determined that there is no crosswalk in front of and that the oncoming lane is congested, the driving force of the own vehicle is suppressed at a second suppression degree lower than the first suppression degree. A driving assistance device configured to control the device. 3. The driving support device according to claim 1, wherein the control unit determines, based on the acquired information, that there is a pedestrian crossing ahead of the vehicle, that the oncoming lane is congested, and that there is a traffic jam ahead of the vehicle. When it is determined that there is no preceding other vehicle within a predetermined distance range, the driving device is controlled so that the driving force of the own vehicle is suppressed at a first suppression degree, and the vehicle crosses ahead of the own vehicle. When it is determined that there is a sidewalk, that the oncoming lane is congested, and that there is another vehicle ahead of the vehicle within the predetermined distance range, the inter-vehicle distance between the vehicle and the other vehicle is determined. A driving support device configured to control the driving device so that the vehicle-to-vehicle distance is equal to or greater than a reference distance. 4. The driving assistance device according to claim 3, wherein the control unit is configured to variably set the reference inter-vehicle distance according to the vehicle speed so that the reference inter-vehicle distance increases as the vehicle speed increases. . 5. The driving support device according to claim 1, wherein the control unit adjusts the first suppression degree according to the vehicle speed such that the higher the vehicle speed, the higher the first suppression degree. A driving assistance device configured to be variably set. 6. The driving support device according to claim 1, wherein the control unit controls the ratio of the driving force of the own vehicle to the amount of driving operation by the driver and the ratio of the driving force to the amount of driving operation by the driver. A driving support device configured to control the drive device so as to suppress the driving force of the own vehicle by reducing at least one of ratios of increases in the driving force of the own vehicle. In a driving support method for controlling a driving device that generates driving force for own vehicle,
a step of acquiring information ahead of the own vehicle; and when it is determined based on the acquired information that there is a pedestrian crossing ahead of the own vehicle and that the oncoming lane is congested, driving force suppression control is performed on the own vehicle. and a step of controlling the driving device so that the driving force of is suppressed at a first suppression degree. In a driving assistance program that causes an electronic control device mounted on the own vehicle to perform driving assistance for controlling a driving device that generates the driving force of the own vehicle,
a step of acquiring information ahead of the own vehicle; and when it is determined based on the acquired information that there is a pedestrian crossing ahead of the own vehicle and that the oncoming lane is congested, driving force suppression control is performed on the own vehicle. and a step of controlling the driving device so that the driving force of is suppressed at a first suppression degree. A vehicle comprising the driving support device according to any one of claims 1 to 6.

Images