JP4384952B2 - Vehicle operation support device - Google Patents

Description

  The present invention relates to a vehicle operation support device that supports a driver's avoidance operation for avoiding a vehicle from contacting an obstacle.

In a vehicle automatic braking device that detects the relative distance and relative speed between the vehicle and the obstacle with a radar device, and performs automatic braking to avoid contact with the obstacle based on the detection result, the driver turns the blinker Japanese Patent Application Laid-Open No. 2004-151867 discloses that when an operation is performed, the automatic braking is prohibited or weakened so that unnecessary automatic braking is not performed and the entry into a branch road or the like is smoothly performed.
Japanese Patent Laid-Open No. 5-24518

  By the way, even when the driver's turn signal operation is detected, it may be desirable to execute automatic braking depending on the driving state of the vehicle and the positional relationship with the obstacle. When the turn signal operation is detected, the automatic braking is uniformly suppressed, so that there is a possibility that the function of avoiding contact with an obstacle by automatic braking cannot be fully utilized.

  The present invention has been made in view of the above circumstances, and in a vehicle operation support device, avoidance support and deceleration intervention for avoiding contact with an obstacle are uniformly suppressed when a driver's turn signal operation is detected. The purpose is to prevent it.

In order to achieve the above object, according to the invention described in claim 1, it is determined that an obstacle detection means for detecting an obstacle ahead of the host vehicle and an obstacle avoidance operation by the driver have been performed. The avoidance operation determination means and the avoidance support control amount required to avoid the obstacle based on the output of the obstacle detection means when the avoidance operation determination means determines that the obstacle avoidance operation by the driver has been performed . Alternatively, an avoidance support control amount / deceleration intervention control amount setting means for setting a deceleration intervention control amount and an obstacle according to the avoidance support control amount or the deceleration intervention control amount set by the avoidance support control amount / deceleration intervention control amount setting means. Vehicle motion control means for controlling the motion of the vehicle to avoid, turn signal operation detection means for detecting the turn signal operation of the driver, and avoidance support system when the turn signal operation of the driver is detected The avoidance support control amount / deceleration intervention control amount decrease correction means for correcting the amount or the deceleration intervention control amount in a decreasing direction, wherein the avoidance support control amount / deceleration intervention control amount decrease correction means includes a vehicle speed and vehicle operation assisting device is proposed which is characterized in that to increase the correction amount of the decreasing direction of avoidance support control quantity or deceleration intervention control amount in response to at least one of an increase in the margin time to contact the obstacle.

  The radar device Sa of the embodiment corresponds to the obstacle detection means of the present invention, the winker switch Se of the embodiment corresponds to the winker operation detection means of the present invention, and the vehicle lateral motion control means M6 and the vehicle of the embodiment The longitudinal motion control means M8 corresponds to the vehicle motion control means of the present invention.

  According to the configuration of the first aspect, when the winker operation detection unit does not detect the winker operation of the driver, the obstacle detection unit determines that the avoidance operation determination unit determines that the obstacle avoidance operation has been performed by the driver. The avoidance support control amount or the deceleration intervention control amount necessary for avoiding the obstacle ahead of the host vehicle detected by the vehicle is set by the avoidance support control amount / deceleration intervention control amount setting means, and the vehicle motion control means sets the avoidance support control The contact avoidance operation by the driver can be supported by controlling the movement of the vehicle to avoid the obstacle according to the amount or the deceleration intervention control amount. On the other hand, if the driver is willing to change the course and the winker operation detection means detects the driver's turn signal operation, the avoidance support control amount / deceleration intervention control amount decrease correction means is the avoidance support control amount or deceleration intervention. Since the control amount is corrected in the decreasing direction, it is possible to prevent the driver from feeling uncomfortable due to unnecessary avoidance assistance or deceleration intervention.

In particular, since avoidance assistance control quantity or deceleration intervention control amount decrease correction means increases the amount of correction of decreasing direction of avoidance support control quantity or deceleration intervention control amount in accordance with the increase in the margin time until the contact with the vehicle speed or obstruction When driving at low speeds such as turning left or right at an intersection, avoiding or weakening correction in the direction of decrease in avoidance support control amount or deceleration intervention control amount, performing avoidance support or deceleration intervention to make the intersection turn right and left more safely If the margin time is small, canceling or weakening the correction of the avoidance support control amount or the deceleration intervention control amount in the decreasing direction can execute avoidance support or deceleration intervention to ensure contact with the obstacle. It can be avoided.

  DESCRIPTION OF THE PREFERRED EMBODIMENTS Embodiments of the present invention will be described below based on examples of the present invention shown in the accompanying drawings.

  1 to 6 show an embodiment of the present invention. FIG. 1 is a diagram showing the overall configuration of an automobile equipped with an operation support device, FIG. 2 is a block diagram showing the configuration of a braking device, and FIG. FIG. 4 is a block diagram of a control system of the operation support device, FIG. 5 is a diagram showing a map for searching for an avoidance support control amount decrease correction coefficient, and FIG. 6 is a search for a deceleration intervention control amount decrease correction coefficient. It is a figure which shows the map to do.

  As shown in FIGS. 1 and 2, the four-wheeled vehicle equipped with the operation support device of the present embodiment has left and right front wheels WFL, WFR as drive wheels to which the driving force of the engine E is transmitted via a transmission T. The left and right rear wheels WRL and WRR are driven wheels that rotate as the vehicle travels. A brake pedal 1 operated by a driver is connected to a master cylinder 3 via an electronically controlled negative pressure booster 2. The electronically controlled negative pressure booster 2 mechanically boosts the depressing force of the brake pedal 1 to operate the master cylinder 3, and at the time of automatic braking, the braking command signal from the electronic control unit U is not used regardless of the operation of the brake pedal 1. Thus, the master cylinder 3 is operated. When a pedaling force is input to the brake pedal 1 and a braking command signal is input from the electronic control unit U, the electronically controlled negative pressure booster 2 outputs the brake hydraulic pressure in accordance with whichever is larger. The input rod of the electronically controlled negative pressure booster 2 is connected to the brake pedal 1 through a lost motion mechanism, and the electronically controlled negative pressure booster 2 is actuated by a signal from the electronic control unit U so that the input rod is moved forward. The brake pedal 1 remains in the initial position even when moved to.

  A pair of output ports 3a, 3b of the master cylinder 3 are connected to brake calipers 5FL, 5FR, 5RL, 5RR provided on the front wheels WFL, WFR and the rear wheels WRL, WRR via the hydraulic control device 4, respectively. The hydraulic control device 4 includes four pressure regulators 6 corresponding to the four brake calipers 5FL, 5FR, 5RL, and 5RR, and each pressure regulator 6 is connected to the electronic control unit U. The operation of brake calipers 5FL, 5FR, 5RL, 5RR provided on the front wheels WFL, WFR and the rear wheels WRL, WRR is individually controlled.

  Therefore, if the brake hydraulic pressure transmitted to the brake calipers 5FL, 5FR, 5RL, and 5RR is independently controlled by the pressure regulator 6 when the vehicle turns, a difference is generated in the braking force between the left and right wheels, and the yaw of the vehicle is increased. The moment can be arbitrarily controlled to stabilize the vehicle behavior when turning. Further, when the brake hydraulic pressure transmitted to each of the brake calipers 5FL, 5FR, 5RL, and 5RR is controlled independently during braking, anti-lock brake control that suppresses the locking of the wheels can be performed.

  FIG. 3 shows the structure of the vehicle steering apparatus 10. The rotation of the steering wheel 11 is transmitted to the rack 15 via the steering shaft 12, the connecting shaft 13 and the pinion 14, and the reciprocating movement of the rack 15 is also performed on the left and right tie rods. 16 and 16 are transmitted to the left and right front wheels WFL and WFR. The power steering device 17 provided in the steering device 10 includes a drive gear 19 provided on the output shaft of the steering actuator 18, a driven gear 20 that meshes with the drive gear 19, a screw shaft 21 that is integral with the driven gear 20, A nut 22 that meshes with the screw shaft 21 and is connected to the rack 15 is provided. Therefore, when the steering actuator 18 is driven, the driving force is transmitted to the left and right front wheels WFL, WFR via the drive gear 19, the driven gear 20, the screw shaft 21, the nut 22, the rack 15, and the left and right tie rods 16,16. be able to.

  The electronic control unit U emits electromagnetic waves such as millimeter waves toward the front of the vehicle body, and based on the reflected waves, the relative distance between the obstacle and the vehicle, the relative speed between the obstacle and the vehicle, A radar device Sa that detects the relative position to the host vehicle and the size of the obstacle, a vehicle speed sensor Sb that detects the vehicle speed from the rotational speeds of the front wheels WFL and WFR and the rear wheels WRL and WRR, and the steering angle of the steering wheel 11 Are connected to a steering angle sensor Sc for detecting the yaw rate, a yaw rate sensor Sd for detecting the yaw rate of the vehicle, and a winker switch Se for detecting the operation of the winker by the driver.

  Note that a laser radar can be employed in place of the radar device Sa composed of a millimeter wave radar.

  Based on signals from the radar device Sa, the vehicle speed sensor Sb, the steering angle sensor Sc, the yaw rate sensor Sd, and the winker switch Se, the electronic control unit U includes the electronically controlled negative pressure booster 2, the hydraulic control device 4, and the steering actuator 18. By controlling the operation, avoidance support and deceleration intervention to avoid contact with obstacles are performed.

  As shown in FIG. 4, the electronic control unit U includes target yaw rate setting means M1, avoidance operation determination means M2, avoidance support control amount / deceleration intervention control amount setting means M3, avoidance support control amount / deceleration intervention control amount. A decrease correction unit M4, a target yaw rate correction unit M5, a vehicle lateral direction momentum control unit M6, a target deceleration calculation unit M7, and a vehicle longitudinal direction momentum control unit M8 are provided.

  Next, the operation of the embodiment of the present invention having the above configuration will be described mainly with reference to FIG.

  Based on the steering angle δ detected by the steering angle sensor Sc and the vehicle speed V detected by the vehicle speed sensor Sb..., The target yaw rate setting means M1 sets a target yaw rate (reference yaw rate) to be generated in the vehicle by, for example, a map search. To do.

  The avoidance operation determination means M2 is an obstacle when, for example, the time change rate of the steering angle δ detected by the steering angle sensor Sc is a predetermined value or higher, that is, when the driver operates the steering handle 11 at a speed higher than the predetermined value. It is determined that the avoidance operation has been performed.

  The avoidance support control amount / deceleration intervention control amount setting means M3 is input with the relative speed and relative position of an obstacle such as a preceding vehicle in front of the host vehicle detected by the radar device Sa. When the avoidance operation by the driver is determined, the avoidance support control amount / deceleration intervention control amount setting means M3 sets an avoidance support control amount and a deceleration intervention control amount for avoiding contact with an obstacle, for example, by map search. The avoidance support control amount corresponds to the yaw rate added to the yaw rate to further increase the yaw rate for obstacle avoidance generated by the driver's steering operation. The deceleration intervention control amount corresponds to the deceleration added to further increase the deceleration for obstacle avoidance generated by the driver's braking operation.

  The avoidance support control amount / deceleration intervention control amount decrease correction means to which the relative speed and relative position of the obstacle detected by the radar device Sa, the vehicle speed V detected by the vehicle speed sensor Sb, and the operation signal of the winker switch Se are inputted. When the operation of the turn signal switch Se is detected, M4 is based on the map shown in FIG. 5A and FIG. The control amount and the deceleration intervention control amount are corrected in a decreasing direction by a correction coefficient. The correction coefficient of the avoidance support control amount is 0.5 when the vehicle speed V is from 0 to V1, is 0.2 when the vehicle speed V is V2 or higher, and is 0 when the vehicle speed V is from V1 to V2. Decrease linearly from 5 to 0.2. The correction coefficient for the deceleration intervention control amount is 1.0 when the vehicle speed V is from 0 to V1, is 0.2 when the vehicle speed V is V2 or higher, and is 1 when the vehicle speed V is from V1 to V2. Decrease linearly from 0.0 to 0.2.

  Further, the avoidance support control amount / deceleration intervention control amount decrease correction means M4 calculates a TTC (time to collision) obtained by dividing the relative distance from the obstacle by the relative speed. When the operation of the turn signal switch Se is detected, the avoidance support control amount and the deceleration intervention control amount are corrected according to the increase in TTC based on the maps shown in FIGS. 5B and 6B. Correct in the decreasing direction by the coefficient. The correction coefficient of the avoidance support control amount is 0.7 when TTC is from 0 to T1, is 0 when TTC is equal to or greater than T2, and is from 0.7 to 0 when TTC is from T1 to T2. Decreases linearly. The correction coefficient of the deceleration intervention control amount is 1.0 when TTC is from 0 to T1, is 0 when TTC is T2 or more, and is from 1.0 to 0 when TTC is from T1 to T2. Decreases linearly.

  The target yaw rate correction means M5 corrects the target yaw rate set by the target yaw rate setting means M1 with the avoidance support control amount set by the avoidance support control amount / deceleration intervention control amount setting means M3. At this time, if the operation of the winker switch Se is detected, the avoidance support control amount is corrected in the decreasing direction by the correction coefficient set by the avoidance support control amount / deceleration intervention control amount decrease correction means M4.

  The deviation between the target yaw rate output by the target yaw rate correcting means M5 and the actual yaw rate γ detected by the yaw rate sensor Sd is input to the vehicle lateral motion control means M6, and the vehicle lateral motion control means M6 sets the deviation to 0. By controlling the steering actuator 18 to control the yaw rate of the vehicle so as to converge, an avoidance operation for avoiding the own vehicle from contacting an obstacle is supported. In addition, by controlling the electronically controlled negative pressure booster 2 and the hydraulic control device 4 to change the braking force of the left and right wheels, the yaw moment is generated to control the yaw rate of the vehicle, and the own vehicle contacts the obstacle. Support the avoidance operation to avoid.

  At the same time, if the operation of the blinker switch Se is detected, the target deceleration calculating means M7 uses the deceleration intervention control amount set by the avoidance assistance control amount / deceleration intervention control amount setting means M3 as the avoidance assistance. Correction is made in the decreasing direction by the correction coefficient set by the control amount / deceleration intervention control amount decrease correction means M4. Then, the target deceleration output from the target deceleration calculation means M7 is input to the vehicle longitudinal motion control means M8, and the vehicle longitudinal motion control means M8 controls the electronically controlled negative pressure booster 2 and the hydraulic pressure control device 4 so as to be applied to the wheels. By generating a braking force, the vehicle is decelerated to prevent the vehicle from contacting an obstacle.

  Next, the meaning of the avoidance support control amount correction coefficient and the deceleration intervention control amount correction coefficient set by the avoidance support control amount / deceleration intervention control amount decrease correction means M4 will be described.

  When the driver operates the turn signal switch Se, the driver has a will to turn at an intersection or the like, and the driver's operation of the steering handle 11 at that time is not for avoiding contact with an obstacle but has urgency. It is not a thing. Therefore, when the driver operates the blinker switch Se, it is determined that there is no need for avoidance support and deceleration intervention for avoiding contact with an obstacle, or the necessity is low, and FIG. 5 and FIG. By multiplying the avoidance support control amount or deceleration intervention control amount by a correction coefficient of 1.0 or less as shown, the avoidance support control amount or deceleration intervention control amount is corrected in a decreasing direction, and unnecessary avoidance support or deceleration intervention is performed. This can prevent the driver from feeling uncomfortable.

  Further, even when the driver operates the turn signal switch Se and correction of the deceleration intervention control amount is reduced by the correction coefficient, as is clear from FIG. 6 (A), the vehicle speed V as if turning right or left at the intersection is In a small area, by setting the correction coefficient to 1.0 and executing the deceleration intervention as it is when the winker switch Se is not operated, the vehicle can be sufficiently decelerated to enable a safe right / left turn. it can. Conversely, in areas where the vehicle speed V is high, such as lane changes on highways, the correction factor is set to 0.2 and almost no deceleration intervention is performed to suppress vehicle deceleration and smooth lane changes. Can be possible.

  As is clear from FIGS. 5B and 6B, in a region where the TTC is small and there is no time to contact the preceding vehicle, the correction coefficient is set to 1.0 or the vicinity thereof. By performing avoidance support and deceleration intervention in the same manner as when the winker switch Se is not operated, contact with the preceding vehicle can be reliably prevented. Conversely, in areas where the TTC is large and there is sufficient time to contact the preceding vehicle, unnecessary avoidance assistance or deceleration can be achieved by setting the correction coefficient to 0 and completely canceling avoidance assistance or deceleration intervention. It is possible to eliminate the driver's uncomfortable feeling by prohibiting intervention.

  Although the embodiments of the present invention have been described above, various design changes can be made without departing from the scope of the present invention.

  For example, in the embodiment, both avoidance support and deceleration intervention are performed to avoid contact with an obstacle, but only one of them may be performed.

The figure which shows the whole structure of the motor vehicle carrying the operation support device Block diagram showing the configuration of the braking device Diagram showing the configuration of the steering device Block diagram of the control system of the operation support device The figure which shows the map which searches an avoidance assistance control amount reduction | decrease correction coefficient The figure which shows the map which searches the deceleration intervention control amount decrease correction coefficient

Explanation of symbols

M2 avoidance operation determination means M3 avoidance support control amount / deceleration intervention control amount setting means M4 avoidance support control amount / deceleration intervention control amount decrease correction means M6 vehicle lateral motion control means (vehicle motion control means)
M8 Vehicle longitudinal motion control means (vehicle motion control means)
Sa Radar device (obstacle detection means)
Se unker switch (Blinker operation detection means)

Claims (1)

Obstacle detection means (Sa) for detecting an obstacle ahead of the vehicle,
Avoidance operation determination means (M2) for determining that an obstacle avoidance operation by the driver has been performed;
The avoidance support control amount required to avoid the obstacle based on the output of the obstacle detection means (Sa) when the avoidance operation determination means (M2) determines that the obstacle avoidance operation by the driver has been performed. Alternatively, avoidance support control amount / deceleration intervention control amount setting means (M3) for setting a deceleration intervention control amount,
Vehicle motion control means (M6, M8) for controlling the motion of the vehicle to avoid obstacles according to the avoidance support control amount or the deceleration intervention control amount set by the avoidance support control amount / deceleration intervention control amount setting means (M3) When,
Blinker operation detection means (Se) for detecting the driver's blinker operation;
An avoidance support control amount / deceleration intervention control amount decrease correction means (M4) for correcting the avoidance support control amount or the deceleration intervention control amount in a decreasing direction when a winker operation of the driver is detected;
In a vehicle operation support device comprising:
The avoidance support control amount / deceleration intervention control amount decrease correction means (M4) is adapted to reduce the avoidance support control amount or the deceleration intervention control amount in accordance with an increase in at least one of a vehicle speed and a surplus time until contact with an obstacle. A vehicle operation support device characterized by increasing a correction amount.

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