JP4843879B2 - Driving support device - Google Patents

Driving support device Download PDF

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Publication number
JP4843879B2
JP4843879B2 JP2001239726A JP2001239726A JP4843879B2 JP 4843879 B2 JP4843879 B2 JP 4843879B2 JP 2001239726 A JP2001239726 A JP 2001239726A JP 2001239726 A JP2001239726 A JP 2001239726A JP 4843879 B2 JP4843879 B2 JP 4843879B2
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Japan
Prior art keywords
vehicle
information
road
load
position
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JP2001239726A
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Japanese (ja)
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JP2003051100A (en
Inventor
雅彦 岩崎
真次 松本
純一 笠井
光明 萩野
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日産自動車株式会社
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Description

[0001]
BACKGROUND OF THE INVENTION
The present invention receives information such as obstacles ahead of the vehicle by performing road-to-vehicle communication, provides an alarm for avoiding a collision to the obstacles, and generates braking force as necessary. The present invention relates to a travel support device.
[0002]
[Prior art]
Conventionally, for example, an obstacle existing ahead in the traveling direction of the host vehicle is detected by a monitoring device provided on the road side, and the detected obstacle information is received from the monitoring device by road-to-vehicle communication to avoid the obstacle. In addition to providing an alarm for this purpose, it has been proposed to activate a braking device as necessary to avoid a collision with an obstacle.
[0003]
For example, in the curved road alarm device described in Japanese Patent Application Laid-Open No. 11-53695, the road monitoring device provided on the road side indicates the presence or absence of an obstacle and the position of the obstacle in a predetermined monitoring area on the curved road. The detection result is provided to the driver. In addition, along with this, the propriety of the current driving state of the vehicle is determined based on the current position of the vehicle and its driving state and the position of the obstacle notified as a monitoring result, and an alarm is issued based on the determination result. The alarm is generated according to the magnitude of the deceleration required to stop at the current vehicle speed until just before the obstacle.
[0004]
[Problems to be solved by the invention]
In general, when driving on a sharp curve, the driver checks the shape of the road and performs deceleration and steering in order to deal with the sharp curve. Since the awareness is concentrated on this, as described above, even if an alarm or information is provided for an obstacle ahead of the vehicle, there is less room to recognize the alarm or information provided. It may take time to recognize and perform operations on this.
[0005]
Therefore, it is necessary to provide information early considering the road form.
However, even if information is provided sooner or later, the meaning of the information cannot be understood because the information in front of the vehicle recognized by the driver does not match the information provided, or only in the road environment. In addition, the driver's operation load related to driving varies depending on the traffic environment of other vehicles and pedestrians. For this reason, it is necessary to determine an appropriate timing considering these comprehensively.
[0006]
In addition, when there is a fault in front of the host vehicle, when there is a vehicle between the fault and the host vehicle, traffic jam occurs due to the presence of the fault, and as a result, the position of the fault is , It may be equivalent to the state of moving to the own vehicle side. In such a situation, even after information is provided by road-to-vehicle communication or the like, the obstacle approaches the own vehicle side every moment.
[0007]
Therefore, if the timing of alarm and information provision is calculated from the necessary deceleration for stopping the vehicle at the position before the obstacle, for example, based on the position where the failure occurred, it is more than the stop position assumed at the time of calculation. Since the position at which the vehicle must actually stop changes to the front, there is a case where a deceleration operation without a margin is required.
Therefore, the present invention has been made paying attention to the above-mentioned conventional unsolved problems, and provides a driving support device capable of providing information on obstacles ahead of the vehicle at an appropriate timing. It is an object.
[0012]
[Means for Solving the Problems]
  To achieve the above objective,Claims of the invention1The travel support device according to the present invention includes a travel state detection unit that detects a travel state of the host vehicle, a road state detection unit that detects a road state of a road around the host vehicle, a braking force generation unit that generates a braking force, When a fault is detected on the travel route of the host vehicle based on the road condition detection information detected by the road condition detection unit, a fault countermeasure timing set in advance according to the travel state of the host vehicle detected by the travel state detection unit And a failure countermeasure unit that notifies the failure information related to the failure based on the road state detection information and activates the braking force generation unit, and is based on the road state detection information. When a fault is detected on the travel route of the vehicle, the driver's driving load is estimated based on the road condition detection information, and is set according to the position of the fault from the current position of the host vehicle A load increase section detecting means for detecting a load increase section in which the driving load exceeds a threshold value until the target stop position, and the position of the host vehicle at the failure countermeasure timing is within the load increase section And a failure countermeasure timing correction means for advancing the failure countermeasure timing so that the position of the host vehicle at the failure countermeasure timing is in front of the load increase section when predicted.
[0013]
  According to a second aspect of the present invention, in the travel support device, the road condition detection means includes information related to obstacles ahead of the vehicle, road form information indicating the road form ahead of the vehicle, and movement relating to a moving body of a surrounding road ahead of the host vehicle. Detecting body information, the load increasing sectiondetectionThe means is a recognition operation for the driver to recognize the operation amount and the driver's surrounding environment to change the running state of the host vehicle as a countermeasure against at least one of the road form information and the moving body information. An index obtained by combining the quantity is used as the operation load.
[0014]
  The driving support apparatus according to claim 3 is characterized in that the index is calculated by using a fuzzy calculation in which an operation amount performed by the driver and the recognized work amount are fuzzy variables. .
  Further, in the driving support device according to claim 4, the failure countermeasure timing correction unit includes:When it is predicted that the position of the vehicle at the failure countermeasure timing is within the load increase section,At least based on the notification information recognition time required for the driver to understand the failure information notified by the failure countermeasure meansThe position of the vehicle at the failure countermeasure timing is before the load increase section.The failure countermeasure timingSpeed upIt is characterized by that.
[0015]
  Claims5The travel support apparatus according to the present invention is characterized in that the failure countermeasure timing correction means is configured to advance the failure countermeasure timing earlier as the driving load is larger.
  Claims6The driving support apparatus according to the present invention is characterized in that the failure countermeasure means notifies the road form information that is a main factor of an increase in driving load in the load increasing section together with the failure information.
[0016]
  In the travel support apparatus according to claim 7, the load increase section detecting means detects an operation amount performed by the driver based on a travel pattern detected based on the travel history of the driver. It is characterized by having.
  Further, in the driving support apparatus according to claim 8, the load increase section detecting unit is configured to multiply the sum of the body operation amounts for the driver to perform the acceleration / deceleration operation and the steering operation by a specified coefficient, the body load amount.Is the amount of operation performed by the driver., The road load that affects the movement of the vehicle, and the cognitive load that is multiplied by the specified coefficient to the recognition time required for the driver to recognize the moving objectIs the amount of recognition work, and the amount of additional body and the amount of cognitive loadAnd the weighted sumThe indicatorIt is used as a feature.
[0017]
  This claim1Thru8In the invention described in the above, when a failure is detected on the travel route of the host vehicle based on the road condition detection information detected by the road condition detection unit, the travel state of the host vehicle detected by the travel state detection unit is determined. Accordingly, failure information detected based on the road condition detection information is notified at a failure countermeasure timing set in advance, so that the driver can recognize that there is a failure on the traveling route of the vehicle. ing.
[0018]
At this time, the driver's driving load is estimated based on the road condition detection information, and based on this, the driving load between the current position of the host vehicle and the target stop position set according to the position where the fault occurred is determined. A load increase section in which exceeds the threshold value is detected. Then, when it is predicted that the position of the vehicle at the preset failure countermeasure timing is within the load increase section, the failure countermeasure timing is corrected, and the failure information is notified at an earlier timing. The
[0019]
Therefore, if there is a section where the driver is driving a sharp curve in front of the vehicle, even if the driver is notified of the fault information, etc. It may not be recognized. However, if it is predicted that a load increase section will be notified and failure information will be notified within this load increase section, trouble countermeasures will be made so that failure information notification will be performed before the load increase section. Since the timing is made earlier, the driver can recognize the obstacle information and the like more easily than the load increase section, and can perform the driving operation with the margin information in a margin.
[0032]
【The invention's effect】
  Claims of the invention1Thru8According to the driving support apparatus according to the present invention, based on the road condition detection information, a load increasing section in which the driving load of the driver exceeds the threshold value is detected, and the failure countermeasure timing is set when the host vehicle is in the load increasing section. If it is predicted that the failure will occur, the failure countermeasure timing will be advanced so that the failure countermeasure timing will occur before the load increase interval.This sideThus, it is possible to recognize obstacle information and the like, and to perform a driving operation in consideration of obstacle information.
[0033]
  At this time, the driving load is determined as a measure against at least one of road form information representing the road form ahead of the vehicle and moving body information related to other vehicles and moving bodies such as people around the road ahead of the host vehicle. By using an index that combines the amount of operation performed by the driver to change the driving state of the vehicle and the amount of recognition work for the driver to recognize the surrounding environment, the driving load can be predicted easily and accurately.Inwear.
[0034]
At this time, the index is calculated using fuzzy calculation with the amount of operation performed by the driver and the recognized amount of work as fuzzy variables, so that a higher value can be obtained by adding many indices related to driving load. The driving load can be predicted with high accuracy.
Further, it is possible to correct the failure countermeasure timing by correcting the failure countermeasure timing in consideration of the notification information recognition time required for the driver to understand the failure information notified by the failure countermeasure means.
[0035]
In addition, as the predicted driver's driving load is larger, the obstacle countermeasure timing is earlier, and by making the driver recognize the presence of the obstacle at an earlier time, even if the driving load is large, it becomes an obstacle. On the other hand, it can cope with a margin.
In addition, by notifying the road form information that is the main cause of the driving load increase in the load increasing section together with the obstacle information, the driver can easily recognize the positional relationship between the obstacle ahead of the vehicle and the road condition. This makes it easier to plan the driving behavior of the driver.
[0036]
In addition, when detecting the amount of operation performed by the driver, the driving load corresponding to the driver's normal driving behavior is detected by detecting the driving pattern detected based on the driving history of the driver. By correcting the failure countermeasure timing based on this, failure information or the like can be notified at an appropriate timing according to the normal driving behavior of the driver.
[0037]
In addition, because the driver recognizes the moving body, the body load amount obtained by multiplying the sum of the body operation amount for the driver to perform acceleration / deceleration operation and steering operation by the specified coefficient, the road form that affects the trend of the own vehicle, and the driver. By making the weighted sum of the recognition time required for the recognition load amount multiplied by the specified coefficient the driving load, the driving load can be detected easily and with high accuracy, and the calculation time can be shortened.
[0044]
DETAILED DESCRIPTION OF THE INVENTION
Hereinafter, embodiments of the present invention will be described with reference to the drawings.
First, a first embodiment of the present invention will be described.
FIG. 1 is a system configuration diagram showing an embodiment of a vehicle provided with a driving support device of the present invention. This vehicle is a rear wheel drive vehicle in which the rear wheels 1RL and 1RR are driving wheels and the front wheels 1FL and 1FR are driven wheels, and the driving torque of the engine 2 is transmitted to the rear wheels 1RL and 1RR via the automatic transmission 3. Is done.
[0045]
The rotation state, torque, output, etc. of the engine 2 can be controlled by the engine control device 11. Specifically, the rotational state, torque, output, etc. of the engine 2 can be controlled by adjusting the throttle valve opening, the idle valve opening, the ignition timing, the fuel injection amount, the fuel injection timing, and the like.
The automatic transmission 3 can be controlled by a transmission control device 12. Specifically, by adjusting the working fluid pressure supplied to the clutch and brake in the automatic transmission 3, the selected gear ratio can be changed to obtain a desired reduction ratio.
[0046]
  Each of the wheels 1FL to 1RR includes wheel cylinders 4FL to 4RR that constitute a so-called disc brake. The wheel cylinders 4FL to 4RR apply a braking force to the wheels 1FL to 1RR by the supplied brake fluid pressure. The braking force applied to each of the wheels 1FL to 1RR can be controlled by the braking fluid pressure control device 13. Specifically, for example, by increasing the brake fluid pressure as in the driving force control device (TCS), or reducing the brake fluid pressure as in the anti-skid control device (ABS), each wheel system is reduced.RinThe braking fluid pressure to the wheels 4FL to 4RR can be adjusted to control the braking force to the wheels 1FL to 1RR. The braking fluid pressure regulated in the braking fluid pressure control device 13 is supplied from a master cylinder that is boosted by depressing a brake pedal (not shown).
[0047]
Each of these control devices controls the running state of the vehicle, and as a result, the running state can be controlled by adjusting the acceleration / deceleration, the longitudinal speed, etc. of the host vehicle. Moreover, although these control apparatuses can operate | move independently, as a whole function, the control apparatus 10 which performs a road condition response process based on the road condition ahead of a vehicle is governed.
[0048]
Further, the vehicle is provided with a scanning laser radar type or millimeter wave type radar, and an inter-vehicle distance sensor 16 that detects an inter-vehicle distance to a preceding vehicle, a wheel speed sensor 17 that detects a rotational speed of each wheel 1FL to 1RR, An acceleration sensor 18 that detects longitudinal and lateral acceleration generated in the vehicle is provided. In addition, the vehicle has a display, a speaker, and an alarm for presenting an occupant, in particular, a driver with the presence or absence of an obstacle detected in the road condition handling process in the control device 10 or road form information in front of the vehicle. An information presentation device 23 including an alarm is provided.
[0049]
The vehicle further includes a road-to-vehicle communication device 7 for communicating information with the so-called infrastructure, a vehicle position detection device 19 such as a so-called GPS (Global Positioning System) for detecting the absolute position of the vehicle. ing.
The road-to-vehicle communication device 7 receives detailed road conditions relating to the road being traveled as broadcast data from a radio installed on the road side. As the road situation, for example, road shape information, road surface information, obstacle information, intersection information, and the like are notified. As the road shape information, the number of lanes and road alignment of a section in which the notified road condition is valid (hereinafter, information providing section) is notified. Further, as the road surface information, information related to the slipperiness of the road surface such as wet, dry, freezing, snow accumulation, etc. of the lane in which the host vehicle is traveling is notified. Further, as the obstacle information, the type of obstacle existing in the traveling direction of the own vehicle, that is, information on whether it is an object, a person or a vehicle, and its size and position are notified. The Further, the information on the intersection includes the distance to the center of the target intersection, the number of lanes of the intersection road, the position and speed of the vehicle traveling on the intersection road and the oncoming road, the position of the pedestrian crossing, the pedestrian on the pedestrian crossing The position and the like are notified.
[0050]
Of these, all the information related to the position and distance is expressed as a position based on the reference position (usually the base point) of the information providing section or a distance from the reference position.
Furthermore, the position of the base point of the information provision section is also notified as the road situation.
[0051]
For example, as shown in FIG.0Then, as the position of the obstacle B such as a stopped vehicle, as shown by the arrow T in FIG.0The distance from will be notified. Therefore, the own vehicle A is the base point Z of the information provision section.0By counting the distance traveled from the point of passing, the positional relationship between the notified road condition and the host vehicle can be collated.
[0052]
Further, a plurality of the information providing sections are set for the road, and the driver can obtain the road condition of the information providing section set at the vehicle position as the vehicle travels. ing.
Next, the calculation process of the road condition handling process performed by the control device 10 will be described with reference to the flowchart of FIG. This arithmetic processing is executed by a timer interruption every predetermined sampling time ΔT set to about 10 [msec], for example. In this flowchart, no particular communication step is provided, but the results obtained by the arithmetic processing are updated and stored in the storage device as needed, and necessary information and programs are read from the storage device as needed. Further, the above-described engine control device 11, transmission control device 12, and brake fluid pressure control device 13 communicate with each other at any time, and necessary information and commands are exchanged bidirectionally at any time.
[0053]
In this calculation process, first, in step S1, a road situation is read from the road-to-vehicle communication device 7, and it is determined whether this road situation is a newly received road situation and contains obstacle information. Then, when it is not the newly received road condition or when the obstacle information is not included in the road condition, the process proceeds to step S16 described later. On the other hand, if the road condition is newly received and the obstacle information is included, the process proceeds to step S2.
[0054]
In this step S2, the base point Z of the information provision section0After passing through, it is determined whether or not the road condition is the first received. This determination is performed, for example, by communicating with a beacon (not shown) and the base point Z of the information providing section.0And the current position detected by the host vehicle position detection device 19 is performed.
And the base point Z of the information provision section0When the road condition is the first received after passing through the process, the process proceeds to step S3, and the history of the obstacle position notified by the obstacle information, which is sequentially stored in the predetermined storage area, is deleted, and newly The obstacle position in the notified obstacle information of the road condition is registered as history information, and creation of a new obstacle position history is started. Thereafter, the process proceeds to step S4.
[0055]
In step S2, the base point Z of the information provision section0If it is determined that the road condition is not received first after passing, the process proceeds to step S4.
In step S4, an operation mode determination process shown in FIG. 4 is executed.
In this operation mode determination process, first, a target stop position Xstop is set. The target stop position Xstop is set to a position obtained by subtracting a margin distance (for example, 5 m) from the obstacle position received by the road-to-vehicle communication device 7 (step S21).
[0056]
Next, the process proceeds to step S22, and the operation load amount Wload of the operation performed by the driver is calculated on the travel route of the host vehicle until the host vehicle reaches the target stop position Xstop set in step S21.
That is, first, a vehicle speed pattern up to the target stop position Xstop is created based on the road shape obtained by the road-to-vehicle communication device 7. For example, as shown in FIG. 2 described above, when an obstacle is located near the curve, the vehicle speed pattern is as shown in FIG. In FIG. 5, the horizontal axis represents the base point Z of the information provision section.0The distance from the vertical axis represents the predicted vehicle speed Vpre.
[0057]
That is, the curvature radius R of the road received as road shape information0And the vehicle speed Vcurve when traveling on the road-shaped road obtained by the road-to-vehicle communication device 7 is determined based on the following equation (1) from the driver's common lateral acceleration Glateral stored in advance.
Vcurve = (Glateral · g / R0)1/2                  ...... (1)
In addition, g in a type | formula is a gravitational acceleration.
[0058]
Next, the current vehicle speed V0Distance X required to decelerate from the driver's normal deceleration Gbrk to the vehicle speed Vcurve1Is calculated based on the following equation (2).
X1= (V0 2−Vcurve2) / (2 ・ Gbrk ・ g) …… (2)
Subsequently, a position L corresponding to a normal deceleration end point stored in advance when the driver runs the curve.2From the distance X calculated by equation (2)1Only the position from the host vehicle, the curve corresponding deceleration start position L1Set as. Note that L in FIG.SIs the starting point of the curve.
[0059]
Further, as shown in the road alignment of FIG. 2, the target stop position Xstop is a position L corresponding to the normal acceleration start point when the driver runs the curve.ThreeIf it is earlier than the vehicle speed, the vehicle speed is predicted on the assumption that the vehicle is accelerated by the driver's normal acceleration Gacl. And the vehicle speed of another point is interpolated according to the acceleration / deceleration at each point.
Thus, when the vehicle speed pattern as shown in FIG. 5 is obtained, the operation load amount Wload at each point is calculated based on the following equations (3) to (5).
[0060]
Wload = Kbody / Wl-body + Kmental / Wl-cog (3)
Wl-body = Kstrg / Wl-strg + Klong / Wl-long (4)
Wl-cog = Kgaze, Wfront-gaze (Vpre, Lvis) + Kaware, Wl-awar
...... (5)
In Equation (3), Wl-body is a physical load, Wl-cog is a cognitive load, and Kbody and Kmental are predetermined numbers. In the equation (4), Wl-strg is a steering load amount, and is set to have, for example, the characteristics shown in FIG. 6 based on the steering reaction force corresponding to the normal lateral acceleration Glateral. That is, the steering load amount Wl-strg is set to increase as the common lateral acceleration Glateral increases. Wl-long is an acceleration / deceleration load amount, and is set based on the acceleration / deceleration speed Glong (the normal deceleration Gbrk and the normal acceleration Gacl), for example, to have the characteristics shown in FIG. That is, the acceleration / deceleration load amount Wl-long increases gradually as the normal acceleration Gacl increases, and the acceleration / deceleration load amount Wl-long increases more rapidly as the normal deceleration Gbrk increases.
Kstrg and Klong are predetermined numbers.
[0061]
Further, in the equation (5), Kgaze and Kaware are predetermined numbers, and Wfront-gaze (Vpre, Lvis) is a forward gaze load caused by the traveling speed of the own vehicle and the road shape, and the vehicle speed shown in FIG. Based on the predicted vehicle speed Vpre estimated by the pattern and the forward visible distance Lvis specified from the road shape, for example, the characteristics shown in FIG. 8 are set. That is, the forward gaze load Wfront-gaze (Vpre, Lvis) is set to increase as the predicted vehicle speed Vpre increases and as the front visible distance Lvis decreases. Further, Wl-awar is a confirmation load amount, and is set to a characteristic as shown in FIG. 9, for example, corresponding to the confirmation task time ratio TLload per unit time required for the confirmation task in the road condition at each point. That is, the confirmation load amount Wl-awar is set to increase as the confirmation task time ratio TLload increases. The confirmation task time ratio TLload is obtained by calculating the confirmation time ratio [ΔTcross] per unit time according to the intersection pattern obtained by road-to-vehicle communication and the arrival time to the intersection based on the preset characteristics. According to the encounter probability Pov determined from the total detected and added each time and the vehicle speed of the related vehicle involved in the travel of the host vehicle obtained by road-to-vehicle communication, the distance to the intersection, the host vehicle position and the host vehicle speed The sum of the calculated confirmation time ratio per unit time [ΔTpov] for each intersection and the sum is added.
[0062]
The above calculation is based on the base point Z of the information provision section.0To the target stop position Xstop. Thereby, for example, in the case of the road alignment shown in FIG. 2, the operation load amount Wload at each point becomes as shown in FIG.
That is, the base point Z0The operation load amount Wload when traveling on a substantially straight path from the time of passing through is relatively small, approaching the curve from this state, when the driver's curve situation recognition or obstacle detection operation is performed, Along with this, the operation load amount Wload increases. And the curve corresponding deceleration start position L considering the curve1, The operation load amount Wload further increases with the deceleration operation, and the normal deceleration end point L2Enter the curve after passing through the normal acceleration start point LThreeAfter passing, the state where the operation load amount Wload is high continues until the target stop position Xstop.
[0063]
In the process of step S22 in FIG. 4, the normal lateral acceleration Glateral, the normal deceleration Gbrk, the normal acceleration Gacl, and the normal deceleration end point L2, Regular acceleration start point LThreeStores a traveling pattern that the driver is always driving, and uses a prestored value obtained by averaging the driving pattern.
At the time of shipment from the factory, the running pattern is not yet defined, so the specified value is used. Further, in the case of a vehicle with a high possibility of changing drivers, for example, each set value is stored in a storage medium that can be easily changed, and the set value is changed for each driver and used. May be. In addition, when a plurality of specific drivers use the vehicle, characteristics for a plurality of persons are stored, and a characteristic corresponding to each driving vehicle is selected by a selection unit such as a switch. Good. In this case, as the selection means, for example, a personal authentication signal based on a keyless entry may be used for automatic selection.
[0064]
Then, it transfers to step S23 and the present vehicle speed V of the own vehicle0The required stop distance Xbrk required for stopping at the target stop position Xstop by decelerating at a preset information provision reference deceleration Ginfo is calculated. Then, a position from the host vehicle is set as the information providing position Xinfo by the required stop distance Xbrk from the target stop position Xstop.
The current vehicle speed V of the host vehicle0For example, among the detection signals of the wheel speed sensor 17, the front left and right wheel speeds Vw that are driven wheels areFL, VwFRCalculated from the average value of
[0065]
Next, the process proceeds to step S24, and in the change pattern of the operation load amount Wload on the travel route of the host vehicle calculated in step S23, the operation load amount Wload exceeds the reference load amount Bload as shown in FIG. It is determined whether or not the information providing position Xinfo is included in a certain range (hereinafter referred to as an operating load increasing section). In this determination, for example, when a section where the operation load amount Wload exceeds the reference load amount Bload continues for a predetermined section or more, this section is set as a driving load increase section, and the information provision position Xinfo is included in this driving load increase section. It may be determined whether or not.
[0066]
If the information provision position Xinfo is included in the driving load increase section, the process proceeds to step S25. If not included, the process proceeds to step S27.
In step S25, the travel distance corresponding to the time Tcog required for the driver to recognize the information provision of the obstacle set in advance, the vehicle speed V0And the product of Tcog (V0XTcog) specifies the position from the own vehicle from the starting point of the driving load increase section, and sets this as the information provision position Sinfo corresponding to the load increase when the driving operation load increases.
[0067]
Next, the process proceeds to step S26, where it is determined whether or not the host vehicle has passed the load increase correspondence information providing position Sinfo. The process ends and the process returns to the main routine of FIG. On the other hand, if the host vehicle passes the load increase correspondence information providing position Sinfo, the process proceeds to step S28 described later.
[0068]
On the other hand, in the step S27, it is determined whether or not the own vehicle has passed the information providing position Xinfo. If the own vehicle has not passed the information providing position Xinfo, the processing is ended as it is and the process shown in FIG. Return to the main routine. On the other hand, if the host vehicle passes the information providing position Xinfo, the process proceeds to step S28 described later.
In this step S28, the necessary deceleration Greq at the present time for the host vehicle to stop at the target stop position Xstop is calculated, and then the process proceeds to step S29, where the necessary deceleration Greq is set to the preset alarm reference deceleration Gwarn. It is determined whether or not. The necessary deceleration Greq is, for example, the current host vehicle speed V0And the current position of the host vehicle and the target stop position Xstop.
[0069]
If the required deceleration Greq does not exceed the alarm reference deceleration Gwarn, the process proceeds to step S30, the operation mode is set to the information providing mode, and the process returns to the main routine of FIG.
On the other hand, if the required deceleration Greq exceeds the warning reference deceleration Gwarn in step S29, the process proceeds to step S31 to determine whether the required deceleration Greq exceeds the preset control reference deceleration Gcont. To do. If the required deceleration Greq exceeds the control reference deceleration Gcont, the process proceeds to step S32, the operation mode is set to the control mode, and the process returns to the main routine of FIG. On the other hand, if the required deceleration Greq does not exceed the control reference deceleration Gcont, the process proceeds to step S33, the operation mode is set to the alarm mode, and the process returns to the main routine of FIG.
[0070]
The warning reference deceleration Gwarn and the control reference deceleration Gcont are values set in advance so as to satisfy Gwarn <Gcont, and it is determined that the warning reference deceleration Gwarn needs to give a warning to the driver. The control reference deceleration Gcont is set to a value that determines that it is necessary to control the engine control device 11, the transmission control device 12, and the brake fluid pressure control device 13 to forcibly decelerate.
[0071]
In this way, when the operation mode is set in the operation mode determination process of FIG. 4, the process proceeds from step S4 to step S5 of FIG. 3, and it is determined whether or not the control mode is set as the operation mode. When the control mode is set as the operation mode, the process proceeds to step S6. When the control mode is not set as the operation mode, the process proceeds to step S7.
[0072]
In step S6, control parameter processing is performed. Specifically, after setting a deceleration force command value and a throttle-off command value corresponding to the preset stop target deceleration Gref, the process proceeds to step S8.
On the other hand, in step S7, it is determined whether an alarm mode is set as the operation mode. If the alarm mode is set as the operation mode, the process proceeds to step S8. If the alarm mode is not set as the operation mode, the process proceeds to step S9.
[0073]
In step S8, alarm parameter processing is performed. Specifically, after setting a command signal for operating a warning alarm of the information presentation device 23 and a warning display output command to the display, the process proceeds to step S10.
On the other hand, in step S9, it is determined whether or not the information providing mode is set as the operation mode. Then, if the information providing mode is not set as the operation mode, the process is terminated, and if the information providing mode is set as the operation mode, the process proceeds to step S10.
[0074]
  In this step S10, information provision parameter processingTheAfter setting the display contents and the voice utterance phrase as information providing parameters, the process proceeds to step S11. The display content and the voice utterance phrase are set according to the flowchart of FIG. 11, for example.
[0075]
That is, first, in step S41, it is determined whether or not the load increase correspondence information providing position Sinfo is set. If it is set, the process proceeds to step S42, and road load information with the highest load in the driving load increasing section is extracted. For example, in the case of the road shape shown in FIG. 2, the “left steep curve” is selected from the operation load amount Wload at each point shown in FIG. 10.
[0076]
Subsequently, the process proceeds to step S43, where the road load information of the driving load increase section selected in step S42 is displayed as the display content and the voice utterance phrase as the provision information for the response at the time of driving load increase, and the obstacle (or stopped vehicle). Set the combined data. For example, in the case of the road alignment in FIG. 2, a road alignment representing a left curve is synthesized as the display content in front of an obstacle (or a stopped vehicle), and the voice utterance and display content is “the obstacle ahead of the left abrupt curve”. Set the phrase “thing”.
[0077]
On the other hand, if the load increase correspondence information provision position Sinfo is not set in step S41, the process proceeds to step S44, and the display content and the voice utterance phrase are data representing only an obstacle as the provision of information corresponding to the increase in driving load. Set. That is, for example, in the case of the road alignment in FIG. 2, the phrase “stopped vehicle” is set as the voice utterance and display content.
[0078]
When the display content and the voice utterance phrase are set in this way, the process returns to FIG. 3 and proceeds from step S10 to step S11, and the various command values set in any of steps S6, S8, and S10 are changed to the engine control device. 11. After outputting to the transmission control device 12, the braking fluid pressure control device 13, and the information presentation device 23, the process is terminated.
On the other hand, when no new road condition is received from the road-to-vehicle communication device 7 in step S1, or when obstacle information is not included in the road condition, the process proceeds to step S16. In this step S16, it is determined whether or not the vehicle has passed the position of the finally received obstacle, that is, the latest position of the currently stored obstacle position information. The process proceeds to step S4, and if it passes, the process is finished as it is.
[0079]
As a result, when there is a restriction on the communication range on the road side, road conditions cannot be received continuously until the host vehicle reaches the obstacle occurrence position, or road-to-vehicle communication is performed for some reason. Even if it is interrupted, information can be continuously provided to the occupant.
Next, the operation of the first embodiment will be described.
[0080]
The road-to-vehicle communication device 7 communicates with a radio device provided on the road side, receives information such as road alignment in front of the host vehicle or presence / absence of an obstacle, and notifies the control device 10 of the information.
In the control device 10, a calculation process of the road situation handling process is executed at a predetermined cycle, and it is determined whether obstacle information is included based on the road situation input from the road-to-vehicle communication device 7.
[0081]
Now, assuming that the host vehicle travels on a road with an obstacle ahead of the left curve shown in FIG. 2, the road-to-vehicle communication device 7 receives the road condition including the obstacle information and sends it to the control device 10. Notice.
In the control device 10, the host vehicle is the base point Z of the information provision section.0When the obstacle information is received immediately after passing through, the obstacle position history is updated and the creation of the obstacle information history is newly started (steps S2 and S3). Based on the notified obstacle position The target stop position Xstop is calculated (step S21), and the operation load amount Wload of the operation performed by the driver on the travel route of the host vehicle up to the target stop position Xstop is determined by the driver's normal lateral acceleration Glateral, It is calculated according to the driving characteristics of the driver, such as the normal deceleration Gbrk.
[0082]
In this case, as described above, the operation load amount Wload at each point is the base point Z as shown in FIG.0The amount of operation load Wload is relatively small while driving on a straight road from the time when the vehicle passes the vehicle, approaching the curve, and when the driver recognizes the curve and detects obstacles, the operation is performed accordingly. The load amount Wload increases. And the curve corresponding deceleration start position L considering the curve1, The operation load amount Wload further increases with the deceleration operation, and the normal deceleration end point L2Enter the curve after passing through the normal acceleration start point LThreeAfter passing, the state where the operation load amount Wload is high continues until the target stop position Xstop.
[0083]
And the current vehicle speed V of the host vehicle0From the target stop position Xstop, the required stop distance Xbrk required to stop at the target stop position Xstop is calculated, and the position from the host vehicle is the required stop distance Xbrk. The information provision position Xinfo is set (step S23).
At this time, in the change pattern of the operation load amount Wload on the travel route of the host vehicle shown in FIG. 10 calculated in step S23, the information providing position Xinfo is within the driving load increase section exceeding the reference load amount Bload. If included, the process proceeds from step S24 to step S25, where the starting point of the driving load increasing section, in the case of FIG.0The position from the host vehicle is set as the load increase response information providing position Sinfo for the travel distance corresponding to the time Tcog required for the driver to recognize the obstacle information provision from the vehicle, and the host vehicle is set to this load increase response information. When passing the provision position Sinfo, the process proceeds from step S26 to step S28, and the traveling state of the host vehicle is determined in the same manner as described above.
[0084]
For example, when the host vehicle is traveling at a relatively low speed and the current required deceleration Greq for stopping the host vehicle at the target stop position Xstop does not exceed the warning reference deceleration Gwarn, the process starts from step S29. In step S30, the information providing mode is set as the operation mode. In step S4 in FIG. 4, the process proceeds to step S10 through steps S7 and S9. The “obstacle” is set first (step S10), and this is output to the information presentation device 23 (step S11).
[0085]
As a result, the information presenting device 23 provides notification that the “obstacle ahead of the left sharp curve” is in front of the vehicle by sound and display on the display.
Therefore, the driver can recognize that there is a sharp left curve in front of the vehicle and that there is an obstacle ahead by listening to or seeing them. At this time, if the driver enters the curve, he / she is distracted by the driving operation associated with the curve driving, so there is a case where there is no room to listen to the voice or to see the display. In consideration of the load, the host vehicle has passed the load increase response information providing position Sinfo which is earlier than the section where the load increases by a distance corresponding to the time Tcog required for the driver to recognize the information supply of the obstacle. Information is provided at the time. Therefore, since the information is provided before the vehicle enters the curve and before the driver's load increases, the driver can recognize the information provided by voice or display with a margin. Since it is possible to perform driving considering the presence of obstacles from the time point, it is possible to avoid obstacles by natural driving operation without sudden deceleration later.
[0086]
On the other hand, for example, when the host vehicle is traveling at a relatively high speed and the required deceleration Greq exceeds the warning reference deceleration Gwarn and does not exceed the control reference deceleration Gcont, the process proceeds from step S29 to step S33 to step S33. The alarm mode 33 is set as the operation mode. Therefore, the process proceeds from step S5 to step S7 in FIG. 3 to step S8, where an alarm alarm operation command value and an instruction to display an alarm on the display are given (step S8). As the utterance phrase, “the obstacle ahead of the sudden curve” is set (step S10), and this is output to the information presentation device 23 (step S11).
[0087]
As a result, the information presenting device 23 notifies that there is an obstacle ahead of the left sharp curve by voice and display on the display, and further generates an alarm sound, and further, for example, is displayed on the display. An alarm display such as blinking display of character information of “obstacle” is performed.
Therefore, the driver recognizes that there are obstacles in front of the vehicle by listening to them and watching them. At this time, since the alarm is issued, it is necessary to perform the deceleration operation relatively quickly. Can recognize that there is. At this time, since an alarm is issued or an alarm is displayed, the driver's attention can be directed to voice or display, and an obstacle can be dealt with more reliably.
[0088]
Furthermore, for example, when the host vehicle is traveling at a high speed and the required deceleration Greq exceeds the warning reference deceleration Gwarn and exceeds the control reference deceleration Gcont, the process proceeds from step S29 to step S32 to step S32. The control mode 33 is set as the mode. Therefore, the process proceeds from step S5 to S6 in FIG. 3, and the deceleration force command value and the throttle-off command value corresponding to the stop target deceleration Gref are set as control parameters (step S6), the alarm alarm output command value and An alarm display command to the display is set (step S8), "obstacles ahead of the left curve" is set as the display contents and the speech utterance phrase (step S10), and these are output.
[0089]
As a result, the vehicle is decelerated regardless of the driver's deceleration operation, a warning alarm is generated, a warning is displayed on the display, and the presence of an obstacle is notified by voice and display. Is done.
Therefore, the driver can recognize that the decelerating operation has been automatically performed because the obstacle exists in front of the vehicle and the decelerating operation is necessary by listening to or listening to them. . At this time, in addition to providing information and warnings, the driver is forced to perform deceleration operations regardless of the driver's will, so the driver is careful about driving on the curve and information on obstacles Even when it is not possible to recognize the obstacle or when the obstacle is not properly dealt with, the obstacle can be dealt with accurately and the safety can be further improved.
[0090]
On the other hand, in the change pattern of the operation load amount Wload on the travel route of the host vehicle shown in FIG. 10 calculated in step S23, the information provision position Xinfo is within the driving load increase section exceeding the reference load amount Bload. Is not included, the process proceeds from step S27 to step S28 in FIG. 4 when the host vehicle passes the information providing position Xinfo, and the traveling state of the host vehicle is determined in the same manner as described above.
[0091]
Thus, when it is predicted that information will be provided in a section with a high driving operation load, information is provided at a point a predetermined amount before the start point of the section with a high driving operation load. Therefore, the driver can perform the driving operation taking into account the information of the obstacle with a margin.
Further, for example, as shown in FIG. 12, when there is a vehicle C to be joined in a road alignment such as a junction part of an interchange, the operation load amount Wload of the driver is, for example, as shown in FIG. 13. It is predicted that the section in which the operation load amount Wload increases from before the joining point and the operation load amount Wload exceeds the reference load amount Bload continues and then decreases before the target stop position Xstop.
[0092]
For this reason, as shown in FIGS. 12 and 13, the operating load increase section where the operation load amount Wload exceeds the reference load amount Bload (the start point is L0) May include the reference information providing position Xinfo.
In this case, since the information providing position Xinfo is included in the driving load increasing section, the information is provided at the load increasing correspondence information providing position Sinfo before the driving load increasing section. Can deal with obstacles as well as dealing with vehicles coming together.
[0093]
On the other hand, for example, as shown in FIG. 14, when there is no vehicle C to join in FIG. 12, the driver's operation load Wload increases from before the joining point, for example, as shown in FIG. 15. However, it is expected to decrease rapidly after passing the junction.
For this reason, as shown in FIG. 15, the operation load amount Wload exceeds the reference load amount Bload.0) Does not include the reference information providing position Xinfo, so the information providing position Xinfo is not corrected, and information is provided when the host vehicle passes the information providing position Xinfo. Information is not provided at an early point in time.
[0094]
In the first embodiment, in the process of step S26 in FIG. 4, the load increase response information providing position Sinfo is set to the start point L of the driving load increase section.0The case where the time Tcog required for the driver to recognize the information provision of the obstacle is set as a minimum is described based on the above. However, the present invention is not limited to this. For example, the driving load integration amount ΣWload in the operation load increasing section is calculated, and as shown in FIG.load-MAXCorrection coefficient Kw for correcting the information provision recognition time of the characteristic whose value increases betweenloadSet. And this correction coefficient KwloadTo correct the time Tcog required for information provision recognition, and the travel distance of the host vehicle at the corrected time Tcog required for information provision recognition, [V0× (Kwload× Tcog)] only, starting point L of the driving load increase section0Alternatively, the position closer to the load may be set as the load increase response information providing position Sinfo.
[0095]
In this way, when the subsequent driving operation load is large, it is possible to provide information at an earlier timing, so that it is possible to support driving behavior with a driver's margin.
In the first embodiment, the case where the operation load amount Wload is calculated in consideration of the road alignment or the merged vehicle has been described. However, the present invention is not limited to this, and the road shape information and road surface information are described. The operation load amount Wload may be calculated in consideration of information notified as road conditions, such as obstacle information and intersection information.
[0096]
In the first embodiment, a brake lamp switch, an accelerator pedal stroke sensor, a sensor for detecting the operation status of the direction indicator, and a steering angle sensor are provided as means for detecting the operation status of the driver. Further, a yaw rate sensor or the like may be provided as means for detecting the traveling state of the host vehicle, and the driver's operation load amount Wload may be calculated in consideration of these factors.
[0097]
  Here, the wheel speed sensor 17 and the acceleration sensor 18 correspond to the traveling state detection means, the road-to-vehicle communication device 7 corresponds to the road condition detection means, and the braking fluid pressure control device 13 corresponds to the braking force generation means. 3 corresponds to the fault countermeasure means, the processes in steps S21 to S26 in FIG. 4 correspond to the fault countermeasure timing correction means, and the processes in steps S22 and S24 in FIG.Is negativeIt corresponds to the load increase section detecting means.
[0098]
Next, a second embodiment of the present invention will be described.
This second embodiment is different from the first embodiment except that the processing at the time of calculating the driving load until the host vehicle calculated at step S22 in FIG. 4 reaches the target stop position Xstop is different. It is the same.
In the second embodiment, the driving operation load amount Wload is inferred by introducing fuzzy variables shown in FIGS.
[0099]
17 to 20 show the predicted lateral acceleration (w when the driving pattern corresponding to the road condition shown in FIG. 5 is assumed.1), FIG. 18 shows predicted acceleration and predicted deceleration (w2FIG. 19 shows the load amount (w) required for the driver to visually recognize the road condition obtained by the road-to-vehicle communication device 7.Three), FIG. 20 shows the probability of encountering a related vehicle involved in the traveling of the host vehicle (wFour) For each point is shown as a relationship for fuzzy variables. As a result, the determined fuzzy variable w1~ WFourBased on the above, the body load amount Wl-body and the cognitive load amount Wl-cog are calculated, and these are substituted into the equation (3) to calculate the operation load amount Wload. That is, the body load Wl-body is {(p1)i・ W1+ (P2)i・ W2}, I is calculated from the total sum when i is changed from 1 to Nb. Similarly, the cognitive load Wl-cog is {(pThree)i・ WThree+ (PFour)i・ WFour}, I is calculated from the total sum when i is changed from 1 to Nc.
[0100]
(P1)i, (P2)i, (PThree)i, (PFour)iIs a coefficient identified in advance in the map format shown in FIG. 21, and defines the relationship between the body load amount Wl-body and the cognitive load amount Wl-cog. Nb is w1And w2Is the number of rules for calculating the body load amount Wl-body from Nc. Similarly, Nc is wThreeAnd wFourThis is the number of rules for calculating the cognitive load amount Wl-cog.
[0101]
Then, based on the operation load amount Wload calculated in this way, processing is performed in the same manner as in the first embodiment.
Here, as in the first embodiment, the predicted lateral acceleration, the predicted acceleration / deceleration, and the visual recognition time are used as the fuzzy variables, but the steering angle, the steering angular velocity, The amount directly operated by the driver, such as the accelerator opening, the accelerator opening change rate, the brake pedal stroke amount, the brake pedal stroke change amount, and the like, the inter-vehicle distance from the preceding vehicle by the forward vehicle detection radar, and the road-to-vehicle communication device 7 The detected relative position of the received related vehicle, the predicted speed, the visible distance by road alignment, etc. are detected, and the physical quantity related to the driver's cognitive load is converted into a fuzzy variable, similar to the above equation (5) The driving operation load can be calculated in the same manner.
[0102]
  As described above, by using the fuzzy variable, it is possible to obtain the same effect as that of the first embodiment, and it is possible to express the relationship of the nonlinear operation load amount with a simple relationship. The period for identifying the load relationship can be shortened.
  Then bookFirst reference implementation of the inventionA form is demonstrated.
[0103]
  thisFirst reference implementationThe form is the same as that of the first embodiment, except that the road condition handling process executed by the control device 10 in the first embodiment is different. thisFirst reference implementationIn the embodiment, the road condition handling process is performed according to the processing procedure shown in the flowchart of FIG.
[0104]
First, in step S101, a road condition is read from the road-to-vehicle communication device 7, and it is determined whether this road condition is a newly received road condition and includes obstacle information. And when it is not the newly received road condition, or when obstacle information is not included in the road condition, it transfers to below-mentioned step S116. On the other hand, if the road condition is newly received and the obstacle information is included, the process proceeds to step S102.
[0105]
In this step S102, the base point Z of the information provision section0After passing through, it is determined whether or not the road condition is the first received. This determination is performed, for example, by communicating with a beacon (not shown)0And the current position detected by the host vehicle position detection device 19 is performed.
And the base point Z of the information provision section Tinfo0When the road condition is the first received after passing through step S103, the process proceeds to step S103, and the initial process shown in FIG. 23 is performed.
[0106]
In this initial processing, as shown in FIG. 23, first, the notified obstacle position is a boundary value of a detection range detected by a road condition detection device (not shown) installed on a passing road, that is, a detection range. It is determined whether it is a limit value and the position closest to the host vehicle (step S121). If it is not the detection range limit value, the process proceeds to step S122, where the obstacle position history that is notified as obstacle information and sequentially stored in a predetermined storage area is deleted. The obstacle position in the object information is registered as history information, and creation of a new obstacle position history is started. Then, the process proceeds to step S123.
[0107]
In step S123, after setting the out-of-detection range mode flag F to F = OFF, the process is terminated, and the process returns to the process of FIG. On the other hand, if the notified obstacle position is the detection range limit value and the position closest to the host vehicle in step S121, the process proceeds to step S124, and the out-of-detection range mode flag F is set to F = ON. Then, the process is terminated, and the process returns to the process of FIG.
[0108]
When the initial process is executed in step S103 of FIG. 22 in this way, the process proceeds to step S104. If it is not immediately after passing through the base point position in step S102, the process proceeds to step S104 as it is.
In step S104, stop position calculation processing based on vehicle number prediction shown in FIG. 24 is performed.
[0109]
Specifically, first, in step S131, the average vehicle head time Thead in the vicinity of the host vehicle is calculated from the history of the inter-vehicle distance data with the preceding vehicle. In the control device 10, the inter-vehicle distance data is read from the inter-vehicle distance sensor 16 at a predetermined cycle and sequentially stored, and the latest history for a predetermined period is stored in a predetermined storage area.
Specifically, the average vehicle head time Thead is a coherence γ between a sampling data string Dpre (i) of a prescribed time of the inter-vehicle distance Dpre and a sampling data string V (i) of a prescribed time of the host vehicle speed.DVIs calculated from the following equation (6) according to the average value Dpre-mean between the prescribed frequencies.
[0110]
Thead = K (γDV) ・ Dpre-mean + Lcar ...... (6)
In the formula, K (γDV) Is coherence γDVThe correction coefficient is set according to the above and has the characteristics shown in FIG. That is, coherence γDVIs low, the correction coefficient K (γDV) Maintains 1, coherence γDVWhen a certain threshold value is exceeded, a correction coefficient K (γDV) Is set to decrease.
[0111]
Further, Lcar in the formula is a predetermined number corresponding to the length per car.
In other words, assuming that the coherence between the change in the inter-vehicle distance and the vehicle speed is low, and the more unrelated factors there are, the higher the traffic volume, and the average head time is brought close to the sum of the average inter-vehicle distance from the preceding vehicle and the vehicle length. Yes.
Subsequently, the process proceeds to step S132, and an obstacle position change amount ΔXob per unit time is calculated based on the history of obstacle positions newly stored in the process of step S103 of FIG.
[0112]
Subsequently, the process proceeds to step S133, and the predicted stop position Xstop ′ of the host vehicle near the obstacle is calculated according to the following equation (7).
Xstop ′
= (Xob-Xown) -Kd.f (Thead, .DELTA.Xob). {(Xob-Xown) / Dpre}
...... (7)
In the equation, Xob is the current obstacle position received from the road-to-vehicle communication device 7, Xown is the current position of the host vehicle, Kd is a predetermined number corresponding to the distance between vehicles at the time of stop, and f (Thead, ΔXob) is traffic. It is a correction function by quantity.
[0113]
The correction function f (Thead, ΔXob) is set based on the average vehicle head time Thead and the vehicle arrival time (Kd / ΔXob) near the obstacle position calculated based on the obstacle position change amount ΔXob. For example, the correction function has the characteristics shown in FIG. That is, the maximum value is “1”, and the smaller one of the average vehicle head time Thead and the vehicle arrival time (Kd / ΔXob) near the obstacle position is larger, the smaller the correction function is. Become. Therefore, the smaller the vehicle head time and the greater the traffic volume, the closer to “1”.
[0114]
In FIG. 26, Tcap is a predetermined number corresponding to the traffic capacity of the target road, and K of K · Tcap is a predetermined number that can be expressed as, for example, a traffic volume that is K times the predetermined number of traffic capacity, For example, it is set to about “10”. That is, FIG. 26 means that the closer to the maximum traffic capacity value, the closer to “1”.
When the predicted stop position Xstop ′ is calculated in this way, the process proceeds to step S105, and the operation modes of the actuators and the information presentation device 23 are determined based on the flowchart shown in FIG.
[0115]
As shown in FIG. 27, first, in step S141, it is determined whether or not the out-of-detection range mode flag F is F = ON. If F = OFF, the process proceeds to step S142, and F = ON. If YES, the process proceeds to step S143.
In step S142, the control mode deceleration Gcont, the alarm mode deceleration Gwarn, and the information provision mode deceleration Ginfo, which are later used as the reference for determining the operation mode, are set, and Gnor-cont, Set Gnor-warn and Gnor-info.
[0116]
On the other hand, in step S143, when the obstacle is out of the detection range as the control mode deceleration Gcont, the alarm mode deceleration Gwarn, and the information provision mode deceleration Ginfo, that is, from the next input timing of the road condition, Gout-cont, Gout-warn, and “0” are set as default values to cope with the case where the object position information cannot be obtained. Each deceleration is set to satisfy Gnor-cont> Gout-cont, Gnor-warn> Gout-warn, and Gnor-info> 0.
[0117]
When each deceleration is set in this way, the process proceeds to step S144, and the necessary deceleration Greq necessary for stopping at the predicted stop position Xstop ′ predicted in step S104 of FIG. 22 is calculated. The required deceleration Greq is calculated based on the current vehicle speed of the host vehicle, the current position of the host vehicle, and the predicted stop position Xstop ′.
[0118]
Subsequently, the process proceeds to step S145, and it is determined whether the required deceleration Greq exceeds the information provision mode deceleration Ginfo.
If the required deceleration Greq does not exceed the information provision mode deceleration Ginfo, the process is terminated as it is, and the process returns to FIG. On the other hand, if the required deceleration Greq exceeds the information provision mode deceleration Ginfo, the process proceeds to step S146, and it is determined whether the required deceleration Greq exceeds the alarm mode deceleration Gwarn. If the required deceleration Greq does not exceed the alarm mode deceleration Gwarn, the process proceeds to step S147, the operation mode is set to the information providing mode, and the process returns to FIG. On the other hand, if the necessary deceleration Greq exceeds the alarm mode deceleration Gwarn, the process proceeds to step S148, and it is determined whether the necessary deceleration Greq exceeds the control mode deceleration Gcont.
[0119]
If the required deceleration Greq does not exceed the control mode deceleration Gcont, the process proceeds to step S149, the operation mode is set to the alarm mode, and the process returns to FIG. On the other hand, if the required deceleration Greq exceeds the control mode deceleration Gcont, the process proceeds to step S150, the operation mode is set to the control mode, and the process returns to FIG.
[0120]
In this manner, when the operation mode is set in the operation mode determination process of FIG. 27, the process proceeds from step S105 to step S106 in FIG. 22 to determine whether or not the control mode is set as the operation mode. When the control mode is set as the operation mode, the process proceeds to step S107, and when the control mode is not set as the operation mode, the process proceeds to step S108.
[0121]
In step S107, control parameter processing is performed. Specifically, after setting a deceleration force command value and a throttle-off command value corresponding to a preset stop target deceleration Gref, the process proceeds to step S109.
On the other hand, in step S108, it is determined whether an alarm mode is set as the operation mode. If the alarm mode is set as the operation mode, the process proceeds to step S109. If the alarm mode is not set as the operation mode, the process proceeds to step S110.
[0122]
In step S109, alarm parameter processing is performed. Specifically, a command signal for operating the alarm alarm of the information presentation device 23 and a command value for instructing display of the alarm on the display are set, and then the process proceeds to step S111. To do.
On the other hand, in step S110, it is determined whether or not the information providing mode is set as the operation mode. Then, when the information providing mode is set as the operation mode, the process proceeds to step S111, and when the information providing mode is not set as the operation mode, the process is ended as it is.
[0123]
In step S111, information provision parameter processing is performed, and the display content and the voice utterance phrase are set as information provision parameters, and then the process proceeds to step S112.
In this step S112, after outputting the various command values set in any of the steps S107, S109, S111 to the engine control device 11, the transmission control device 12, the brake fluid pressure control device 13, and the information presentation device 23, The process ends.
[0124]
On the other hand, when no new road condition is received from the road-to-vehicle communication device 7 in step S101 or when obstacle information is not included in the road condition, the process proceeds to step S116. It is determined whether or not the vehicle has passed the position finally received as the position of the object, that is, the latest position of the position information of the obstacle currently stored. If not, the process proceeds to step S105. If it has moved and passed, the processing is terminated as it is.
[0125]
  As a result, when there is a restriction on the communication range on the road side, road conditions cannot be received continuously until the host vehicle reaches the obstacle occurrence position, or road-to-vehicle communication is performed for some reason. Even if it is interrupted, information can be continuously provided.
  next,First reference implementationThe operation of the embodiment will be described.
[0126]
  thisFirst reference implementationIn the form, as in the first embodiment, the road-to-vehicle communication device 7 communicates with a radio device provided on the road side, and the road alignment in front of the own vehicle or the presence or absence of an obstacle, etc. Is received and notified to the control device 10. In the control device 10, a calculation process of the road situation handling process is executed at a predetermined cycle, and it is determined whether obstacle information is included based on the road situation input from the road-to-vehicle communication device 7.
[0127]
Assuming that the host vehicle travels on a road with an obstacle ahead as shown in FIG. 28, the road-to-vehicle communication device 7 receives the road condition including the obstacle information and notifies the control device 10 of this. To do.
In the control device 10, the host vehicle is the base point Z of the information provision section Tinfo.0When the obstacle information is received immediately after passing through, the obstacle position history is updated and the creation of a new obstacle information history is started, and the notified obstacle position, own vehicle position, and average Based on the vehicle head time Thead, the inter-vehicle distance from the preceding vehicle, and the amount of change ΔXob in the obstacle position, the predicted stop position Xstop ′ is calculated from the equation (7) (step S104).
[0128]
Then, a necessary deceleration Greq necessary for stopping at the predicted stop position Xstop ′ is calculated, and an operation mode is set based on the calculated deceleration Greq. According to the operation mode, the same as in the first embodiment, Provide information only, generate alarms, and perform braking control.
Here, the calculation of the predicted stop position Xstop ′ is based on the notified obstacle position, the own vehicle position, the average vehicle head time Thead, the inter-vehicle distance from the preceding vehicle, and the obstacle position change amount ΔXob. Calculated from equation (7). That is, the estimated stop position Xstop ′ is calculated in consideration of the fact that the obstacle position changes from moment to moment.
[0129]
For example, when another vehicle is interposed between the obstacle position and the host vehicle, the data sequence per predetermined time of the inter-vehicle distance from the preceding vehicle and the data sequence per predetermined time of the vehicle speed of the host vehicle Coherence gammaDVIs relatively low, the average head time Thead is close to the sum of the average distance between the preceding vehicle and the vehicle length, and the position of the obstacle that is notified of traffic congestion due to obstacles on the road. Since the amount of change ΔXob increases when the vehicle moves, the correction function f (Thead, ΔXob) is closer to “1” as the average vehicle head time Thead is smaller and the traffic volume is larger, and as the obstacle position is moved larger. It becomes. Therefore, the predicted stop position Xstop ′ is set to a position closer to the front as the average vehicle head time Thead is smaller and the traffic volume is larger, and the movement amount of the obstacle position is larger.
[0130]
Then, the operation mode is set based on the predicted stop position Xstop ′ thus set, and processing corresponding to the operation mode is performed.
For example, when the obstacle position moves to the own vehicle side with the passage of time, the distance between the own vehicle and the obstacle position decreases as the time passes, as shown by a solid line in FIG. The proportion increases.
[0131]
When the predicted stop position Xstop ′ is calculated based on the notified obstacle position and the movement situation is not taken into consideration, as shown by a one-dot chain line in FIG. 29, the distance between the host vehicle and the obstacle position is calculated. The operation mode is set on the assumption that the distance changes in a straight line in the tangential direction of the obstacle position change curve shown by the solid line in FIG. 29, and processing corresponding to the operation mode is performed accordingly. .
[0132]
For this reason, as shown in FIG.i1, Tw1, Tc1At this time, the information provision mode, alarm mode, and control mode are set, and processing corresponding to each mode is performed at this point, and in particular, the change rate of the distance between the obstacle position and the host vehicle is Time point t near the stop position that increasesw1And tc1There is no room in between, and the time tc1Will not be able to afford to stop until the actual stop.
[0133]
On the other hand, the predicted stop position Xstop ′ is calculated from the above equation (7) in consideration of the movement status of the obstacle position, and as shown by a broken line in FIG. If each mode is set on the premise of moving to, for example, as shown in FIG.i2, Tw2, Tc2At this timing, the information providing mode, the alarm mode, and the control mode are set, and at this time, processing corresponding to each mode is performed.
[0134]
Therefore, since the operation mode can be set at an accurate timing according to the actual situation, processing corresponding to the operation mode can be performed at an accurate timing according to the change state of the obstacle position. Accordingly, since the driver can receive notification of failure information and the like at a more appropriate timing, the driver can perform the driving operation with more margin.
[0135]
Further, for example, in the obstacle information received by the road-to-vehicle communication device 7, the obstacle position is a boundary value of a detection range detected by a road condition detection device (not shown) installed on the passing road, and When the position is close to the host vehicle, in the initial process of step S103 of FIG. 22, the process proceeds from step S121 of FIG. 23 to step S124, and the out-of-detection range mode flag F is set to F = ON.
[0136]
Therefore, after calculating the predicted stop position Xstop ′ in step S104 of FIG. 22, when setting the operation mode in step S105, the out-of-detection range mode flag F is set to F = ON as shown in FIG. Therefore, the process proceeds from step S141 to step S143, and when the obstacle position is located at a normal position as the control mode deceleration Gcont, the alarm mode deceleration Gwarn, and the information providing mode deceleration Ginfo, that is, Gout-cont, Gout-warn, and 0, which are smaller than those in the case where the road condition detecting device provided on the road side is within the detectable range, are set.
[0137]
Therefore, at this time, at least the control mode is set as the operation mode, and the failure information is notified. Therefore, since the driver can recognize this when the obstacle information is notified by road-to-vehicle communication, the driver can recognize an obstacle existing near the own vehicle at the earliest possible time. The driving operation for the obstacle can be performed.
[0138]
At this time, the control mode deceleration Gcont and the alarm mode deceleration Gwarn are set to values smaller than usual. Here, when the position where the obstacle occurs is located at the boundary of the range that can be detected by the road condition detection device and located at the boundary on the own vehicle side, in some cases, such as when the obstacle is moving, In the execution cycle of the next road condition handling process, the obstacle moves out of the range that can be detected by the road condition detection device, and the position information of the obstacle cannot be obtained as the road condition thereafter. Therefore, in the subsequent control, the control is performed in a state where it is difficult to specify the position of the obstacle. In this case, the control mode deceleration Gcont and the alarm mode deceleration Gwarn are set to values smaller than usual. Therefore, the operation mode is shifted to an operation mode earlier than usual, an alarm can be issued at an earlier stage, and a braking operation can be performed at an earlier stage. Therefore, even when the position of the obstacle cannot be specified, the driver can perform a deceleration operation without a sense of incongruity, and can perform a braking operation without causing a sense of incongruity.
[0139]
Here, the road situation response processing in FIG. 22 corresponds to the fault countermeasure means, the processing in steps S131 and S132 in FIG. 24 corresponds to the traffic volume prediction means, step S133 in FIG. 24 and steps S144 to S150 in FIG. This process corresponds to the failure countermeasure timing correction means, and the inter-vehicle distance sensor 16 corresponds to the inter-vehicle distance detection means.
[0140]
  Next, the first of the present inventionReference implementation of 2A form is demonstrated. This firstReference implementation of 2As for the form, in the road-to-vehicle communication device 7, as shown in the first embodiment, road shape information, road surface information, obstacle information, intersection information, etc., from a communication device provided on the road side Is also notified, and the average vehicle head time Thead calculated by the average value for 5 minutes or the like is notified as the traffic information.
[0141]
  And this secondReference implementation of 2In the form,Reference implementation of 1In FIG. 22, the calculation process of the predicted stop position Xstop ′ performed in step S104 of FIG. 22 is performed according to the processing procedure shown in FIG. That is, as shown in FIG. 30, first, the average vehicle head time Thead is extracted from the road condition received by the road-to-vehicle communication device 7 through road-to-vehicle communication in step S131a.
[0142]
  And after that,Reference implementation of 1In the same manner as in the embodiment, the process proceeds to step S132, the obstacle position change amount ΔXob is calculated, and then the process proceeds to step S133, where the predicted stop position Xstop ′ of the vehicle in the vicinity of the obstacle is expressed by the equation (7). Calculate according to So this secondReference implementation of 2In the embodiment, the estimated stop position Xstop ′ is calculated using the actual change in traffic volume, that is, the average vehicle head time Thead.Reference implementation of 1The stop position can be predicted with higher accuracy compared to the form, and the process according to the operation mode can be performed at a more accurate timing.
[0143]
  Next, the first of the present inventionReference implementation of 3A form is demonstrated. This firstReference implementation of 3As shown in FIG.Reference implementation of 2The embodiment further includes an inter-vehicle communication device 9 as inter-vehicle communication means for performing inter-vehicle communication. The inter-vehicle communication device 9 is adapted to exchange the average inter-vehicle distance Dmean-head and the continuous communication number Ncar by inter-vehicle communication.
[0144]
  And this secondReference implementation of 3In the form, in the process of step S104 of FIG. 22, according to the flowchart of FIG. 32, the average vehicle head time Thead is calculated from the average vehicle distance Dmean-head and the continuous communication number Ncar received by the vehicle-to-vehicle communication device 9. I am trying to calculate. That is, in the process of step S131b of FIG. 32, the average vehicle head time Thead is calculated according to the following equation (8) from the average vehicle distance Dmean-head received by the vehicle-to-vehicle communication device 9 and the number of continuous communication Ncar.
[0145]
Thead = {(Ncar Dmean-head + Dpre) / (Ncar + 1)} + Lcar
...... (8)
The inter-vehicle communication device 9 transmits the average inter-vehicle distance Dmean-head and the continuous communication number Ncar to the subsequent vehicle when there is a subsequent vehicle. At this time, the first term of the equation (8) is used. Is an average inter-vehicle distance Dmean-head and (Ncar + 1) is Ncar, and is transmitted to the following vehicle.
[0146]
  When the average vehicle head time Thead is calculated in this way, the process proceeds to step S132, and the above-mentioned firstReference implementation of 1The obstacle position change amount ΔXob is calculated in the same manner as in the embodiment, and then the process proceeds to step S133a to calculate the predicted stop position Xstop ′. At this time, when Ncar · Dmean-head> Xob−Xown, the calculation is made based on the following equation (9), and when Ncar · Dmean-head ≦ Xob−Xown, it is calculated based on the equation (7). calculate.
[0147]
Xstop '= Xob-Kd / Ncar (9)
In other words, since the number of vehicles that are continuously communicating with at least one's own vehicle is known through inter-vehicle communication, the number of vehicles that are continuously communicating when the traveling distance for that number of vehicles already exceeds the obstacle position. The distance of the minute is fixed.
As described above, by using the inter-vehicle communication, the average head time of the vehicle group is directly measured, and the predicted stop position Xstop ′ is calculated based on the average time, thereby calculating the predicted stop position Xstop ′ with higher accuracy. Can do. Therefore, the operation mode can be set at a more accurate timing, and processing corresponding to the operation mode can be performed at a more accurate timing.
[0148]
Further, even when the road condition cannot be obtained by the road-to-vehicle communication device 7 due to communication abnormality or the like, the processing can be continuously performed by measuring the average head time using the vehicle-to-vehicle communication. it can.
[Brief description of the drawings]
FIG. 1 is a vehicle configuration diagram showing an example of a vehicle provided with a travel support device according to a first embodiment of the present invention.
FIG. 2 is an explanatory diagram for explaining an operation of the first embodiment;
FIG. 3 is a flowchart illustrating an example of a processing procedure of a road situation handling process performed by the control device of FIG. 1;
4 is a flowchart illustrating an example of a processing procedure of an operation mode determination process in FIG. 3;
FIG. 5 is an example of a predicted vehicle speed pattern.
FIG. 6 is a characteristic diagram showing correspondence between lateral acceleration and steering load.
FIG. 7 is a characteristic diagram showing the correspondence between acceleration / deceleration and acceleration / deceleration load.
FIG. 8 is a characteristic diagram showing the correspondence between the forward visible distance and the forward visible distance load.
FIG. 9 is a characteristic diagram showing a correspondence between a confirmation task time ratio and a confirmation load amount.
FIG. 10 is an example of a change pattern of an operation load amount.
FIG. 11 is a flowchart illustrating an example of a processing procedure of information content setting processing.
FIG. 12 is an explanatory diagram for explaining the operation of the first embodiment;
13 is an example of a change pattern of an operation load amount in the road condition of FIG.
FIG. 14 is an explanatory diagram for explaining the operation of the first embodiment;
15 is an example of a change pattern of an operation load amount in the road condition of FIG.
FIG. 16 is a characteristic diagram illustrating an example of a correction coefficient for correcting the information provision recognition time.
FIG. 17 is an example of a relationship for converting a predicted lateral acceleration into a fuzzy variable.
FIG. 18 is an example of a relationship for converting predicted acceleration and predicted deceleration into fuzzy variables.
FIG. 19 is an example of a relationship for converting a load amount required for a driver to visually recognize a road condition into a fuzzy variable.
FIG. 20 is an example of a relationship for converting the probability of encountering a related vehicle into a fuzzy variable.
FIG. 21: Fuzzy variable w1~ WFourIs a coefficient for defining the relationship between the body load amount Wl-body and the cognitive load amount Wl-cog when calculating the body load amount Wl-body and the cognitive load amount Wl-cog.
FIG. 22Reference implementation of 1It is a flowchart which shows an example of the process sequence of the road condition response process in a form.
23 is a flowchart illustrating an example of a processing procedure of the initial processing in FIG.
24 is a flowchart illustrating an example of a processing procedure of a predicted stop position calculation process of FIG.
FIG. 25: Coherence γDVAnd correction coefficient K (γDVFIG.
FIG. 26 is a characteristic diagram showing characteristics of a correction function f (Thead, ΔXob) according to traffic volume.
27 is a flowchart showing an example of a processing procedure of the operation mode determination process of FIG.
FIG. 28Reference implementation of 1It is explanatory drawing with which operation | movement description of a form is provided.
FIG. 29Reference implementation of 1It is explanatory drawing with which operation | movement description of a form is provided.
FIG. 30Reference implementation of 2It is a flowchart which shows an example of the process sequence of the stop estimated position calculation process in a form.
FIG. 31 shows the first of the present invention.Reference implementation of 3It is a vehicle block diagram which shows an example of the vehicle provided with the driving assistance apparatus in a form.
FIG. 32Reference implementation of 3It is a flowchart which shows an example of the process sequence of the stop estimated position calculation process in a form.
[Explanation of symbols]
1FL ~ 1RR wheel
2 Engine
3 Automatic transmission
4FL-4RR Wheel cylinder
7 Road-to-vehicle communication device
9 Inter-vehicle communication device
10 Control device
11 Engine control device
12 Transmission control device
13 Braking fluid pressure control device
16 Inter-vehicle distance sensor
17 Wheel speed sensor
18 Accelerometer
19 Self-vehicle position detection device
23 Information presentation device

Claims (8)

  1. Traveling state detection means for detecting the traveling state of the host vehicle;
    Road condition detection means for detecting the road condition of the road around the own vehicle;
    Braking force generating means for generating braking force;
    When a fault is detected on the travel route of the host vehicle based on the road condition detection information detected by the road condition detection unit, a fault set in advance according to the travel state of the host vehicle detected by the travel state detection unit It is a travel support device comprising failure countermeasure means for notifying failure information related to the obstacle based on the road condition detection information and operating the braking force generating means at a countermeasure timing,
    When a fault is detected on the travel route of the host vehicle based on the road condition detection information, the driver's driving load is estimated based on the road condition detection information, and the current position of the host vehicle is changed to the position where the fault occurs. A load increase section detecting means for detecting a load increase section in which the operating load exceeds a threshold value until a target stop position set in response,
    When it is predicted that the position of the own vehicle at the failure countermeasure timing is within the load increase section, the failure countermeasure timing is set so that the position of the own vehicle at the failure countermeasure timing is before the load increase section. A driving assistance apparatus comprising: a failure countermeasure timing correction means for speeding up.
  2. The road condition detection means detects information related to obstacles ahead of the vehicle, road form information representing road forms ahead of the vehicle, and moving body information related to moving bodies of surrounding roads ahead of the host vehicle,
    The load increase section detection means recognizes the amount of operation performed by the driver and the surrounding environment for the driver to change the traveling state of the host vehicle as a countermeasure against at least one of the road form information and the moving body information. The travel support apparatus according to claim 1, wherein an index obtained by synthesizing a recognized work amount to be used is used as the driving load.
  3. The travel support apparatus according to claim 2, wherein the index is calculated using a fuzzy calculation in which an operation amount performed by the driver and the recognized work amount are fuzzy variables.
  4. The failure countermeasure timing correction means is for the driver to understand at least the failure information notified by the failure countermeasure means when the position of the host vehicle at the failure countermeasure timing is predicted to be within the load increase section. 4. The failure countermeasure timing is advanced based on a notification information recognition time required for the vehicle so that the position of the own vehicle at the failure countermeasure timing is in front of the load increase section . The driving support device according to 1.
  5. The driving support apparatus according to any one of claims 1 to 4 , wherein the failure countermeasure timing correction unit is configured to advance the failure countermeasure timing as the driving load increases.
  6. 6. The failure countermeasure means according to any one of claims 2 to 5 , wherein the road form information that is a main factor of an increase in driving load in the load increase section is also notified together with the failure information. The driving support device according to 1.
  7. The load increase period detecting means, an operation amount of the driver performs, claims 2 to 6, characterized in that it is so detected based on the travel pattern detected based on the travel history of the driver The driving support device according to any one of the above.
  8. The load increase section detecting means sets the amount of physical load obtained by multiplying the total amount of physical operation amount for the driver to perform acceleration / deceleration operation and steering operation by a specified coefficient as the operation amount performed by the driver, and affects the trend of the own vehicle. The recognition load amount obtained by multiplying the recognition time required for the driver to recognize the moving body and the recognition coefficient by the specified coefficient is the recognition work amount, and the weighted sum of the additional body amount and the recognition load amount is the index. The driving support device according to claim 2 , wherein the driving support device is used as a driving support device.
JP2001239726A 2001-08-07 2001-08-07 Driving support device Expired - Fee Related JP4843879B2 (en)

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