JP5018751B2 - Driving assistance device - Google Patents

Description

  The present invention relates to a driving support device, and more particularly to a driving support device that causes a host vehicle to travel according to at least one of a set vehicle speed and a set inter-vehicle distance from a preceding vehicle.

2. Description of the Related Art Conventionally, an apparatus for automatically controlling driving of a host vehicle has been proposed in order to assist driving of a car driver. For example, Patent Document 1 discloses a collision prevention device mounted on an automobile having a clutch capable of switching the driving force from a torque generating device to a driving shaft, and a distance to a front obstacle detected by a radar. There is disclosed a collision prevention apparatus having a control means for performing control to disengage the clutch when is less than a predetermined value. In the collision prevention apparatus of Patent Literature 1, when the clutch is disengaged, transmission of the driving force to the drive shaft is stopped, so that it is possible to prevent a situation where the vehicle is accelerated to approach an obstacle. Further, in the collision prevention device of Patent Document 1, even if the driver falls asleep and performs an acceleration operation of depressing the accelerator pedal, the vehicle speed does not increase, and the rotation speed of the torque generator with reduced load is increased. It can rise and alert the driver with that sound.
JP 2005-163936 A

  However, in the above technique, the control after the clutch is disengaged and acceleration is prohibited has not been sufficiently studied. For example, in the above technique, although the driver is not actually falling asleep or in a state of reduced consciousness, the speed may decrease against the driver's intention and the driver may feel uncomfortable.

  The present invention has been made in view of such circumstances, and an object of the present invention is to provide a driving support device that reduces the uncomfortable feeling given to the driver while ensuring safety.

  The present invention relates to travel control means for executing automatic travel control for causing the host vehicle to travel according to at least one of a set vehicle speed and a set inter-vehicle distance from a preceding vehicle, and that the driver is in a driving inappropriate state that is inappropriate for driving. When the driving improper state detecting means detects the driving improper state detecting means and the automatic driving control means is executing the automatic driving control, the driving improper state detecting means detects that the driver is in an improper driving state. Acceleration suppression control means for executing acceleration suppression control for suppressing acceleration, and during acceleration suppression control, the acceleration suppression control means continues the acceleration suppression control when there is a first accelerator operation by the driver, This is a driving support device that cancels the acceleration suppression control when there is a second accelerator operation by the driver after the first accelerator operation.

  According to this configuration, the travel control means executes automatic travel control that causes the host vehicle to travel according to the set vehicle speed or the set inter-vehicle distance, and the driving inappropriate state detecting means is in a driving inappropriate state in which the driver is inappropriate for driving. When the acceleration suppression control means detects that the driver is in an inappropriate driving condition while the automatic driving control means is executing the automatic driving control, Since the acceleration suppression control that suppresses the acceleration of the vehicle is executed, it is possible to ensure the safety by suppressing the acceleration when the driver may be in an inappropriate driving state. Further, according to this configuration, the acceleration suppression control means continues the acceleration suppression control when the driver performs the first accelerator operation during the acceleration suppression control, and after the first accelerator operation, the second suppression by the driver. When the accelerator operation is performed and it is clear that the driver is not falling asleep or in a state of reduced consciousness, the acceleration suppression control is canceled, so that it is possible to reduce the uncomfortable feeling given to the driver while ensuring safety.

  In this case, it is preferable that the acceleration suppression control means cancels the acceleration suppression control when the operation time of the second accelerator operation is longer than the operation time of the first accelerator operation.

  According to this configuration, it is clear that the acceleration suppression control means has a longer operation time for the second accelerator operation than the operation time for the first accelerator operation, and the driver is not in a state of falling asleep or being unconscious. Since the acceleration suppression control is canceled when the accelerator operation is performed by one's own intention, the uncomfortable feeling given to the driver can be further reduced while ensuring the safety.

  Alternatively, the acceleration suppression control means preferably cancels the acceleration suppression control when the operation amount of the second accelerator operation is larger than the operation amount of the first accelerator operation.

  According to this configuration, the acceleration suppression control means has an operation amount of the second accelerator operation larger than an operation amount of the first accelerator operation, and it is clear that the driver is not in a state of falling asleep or consciousness. Since the acceleration suppression control is canceled when the accelerator operation is performed by one's own intention, the uncomfortable feeling given to the driver can be further reduced while ensuring the safety.

  In addition, it is preferable that the acceleration suppression control unit cancels the acceleration suppression control when the second accelerator operation is performed within a predetermined time after the first accelerator operation.

  According to this configuration, the acceleration suppression control means cancels the acceleration suppression control when the second accelerator operation is performed within a predetermined time after the first accelerator operation, so that it takes a long time after the first accelerator operation. Has passed, and there is a second accelerator operation, and it is no longer necessary to cancel the acceleration suppression control when it is doubtful whether the driver is operating the accelerator on his / her own intention. The discomfort given to the person can be reduced.

  Furthermore, it is preferable that the acceleration suppression control means cancels the acceleration suppression control when the second accelerator operation is an accelerator operation having a length of a predetermined time or longer.

  According to this configuration, since the acceleration suppression control means cancels the acceleration suppression control when the second accelerator operation is an accelerator operation having a length of a predetermined time or more, the second accelerator operation is short, and the driver The acceleration suppression control is not canceled when it is doubtful whether the vehicle is performing the accelerator operation on its own intention, and the uncomfortable feeling given to the driver can be reduced while ensuring safety.

  According to the driving support device of the present invention, it is possible to reduce the uncomfortable feeling given to the driver while ensuring safety.

  Embodiments of the present invention will be described below with reference to the accompanying drawings.

  In the present embodiment, the driving support device for a vehicle according to the present invention is applied to an ACC (Adaptive Cruise Control) system. The ACC system performs ACC control that causes the host vehicle to travel according to either the set vehicle speed or the set inter-vehicle distance (inter-vehicle time) with the preceding vehicle, and assists the driving operation of the driver.

  FIG. 1 is a block diagram showing a configuration of an ACC system 10 according to the first embodiment. In FIG. 1, the ACC system 10 includes an inter-vehicle control ECU (Electronic Control Unit) 20. The inter-vehicle control ECU 20 includes a radar sensor 12, a stop lamp switch 14, a cruise setting switch 16, an accelerator opening sensor 18, an engine / AT control ECU 40, a brake control ECU 42, a steering sensor 44, a yaw / G A sensor 46 and a driver awareness / state detection sensor 48 are connected. The radar sensor 12, the stop lamp switch 14, the cruise setting switch 16, and the accelerator opening sensor 18 are directly connected to the inter-vehicle control ECU 40. The engine / AT control ECU 40, the brake control ECU 42, the steering sensor 44, the yaw / G sensor 46, and the driver awareness / state detection sensor 48 communicate information with the inter-vehicle control ECU 20 via a CAN (Control Area Network) 30. Send and receive.

  The radar sensor 12 is used to obtain the speed (including relative speed) of a preceding vehicle ahead of the host vehicle, the deceleration, the inter-vehicle distance from the host vehicle, and the inter-vehicle time with the host vehicle. The radar sensor 12 is a sensor that detects a vehicle speed, a deceleration, an inter-vehicle distance, and an inter-vehicle time of a preceding vehicle by receiving an electromagnetic wave such as a millimeter wave in front and receiving a reflected wave that is reflected by an object and returns. The radar sensor 12 sends the detected vehicle speed, deceleration, inter-vehicle distance, and inter-vehicle time of the preceding vehicle to the inter-vehicle control ECU 20.

  The stop lamp switch 14 is a switch that detects whether or not the brake pedal has been depressed. The stop lamp switch 14 sends the on / off information to the inter-vehicle control ECU 20.

  The cruise setting switch 16 is an operation lever for instructing activation of the ACC system 10 and determining a set vehicle speed when the ACC system 10 is activated.

  The accelerator opening sensor 18 is a sensor for detecting whether or not the accelerator pedal is depressed by the driver and an operation amount (accelerator opening) of the accelerator pedal by the driver. The accelerator opening sensor 18 sends accelerator pedal on / off information and information related to the accelerator opening to the inter-vehicle control ECU 20.

  The engine / AT control ECU 40 is connected to an AT (automatic transmission) 52 and a throttle actuator 54. The engine / AT control ECU 40 is a control device that controls the engine and AT (automatic transmission). The engine / AT control ECU 40 sets a required target opening of the throttle valve and sends the target opening to the throttle actuator 54.

  The throttle actuator 54 is an actuator that adjusts the opening of the throttle valve. The throttle actuator 54 operates according to the target throttle opening signal from the engine / AT control ECU 40 and adjusts the opening of the throttle valve.

  A vehicle speed sensor 56 and a brake actuator 58 are connected to the brake control ECU 42. The brake control ECU 42 sets the required brake hydraulic pressure of the wheel cylinder for each wheel and sends it to the brake actuator 58.

  The brake actuator 58 is an actuator that controls the hydraulic pressure of the wheel cylinder. The brake actuator 58 operates the actuator in accordance with a control signal from the brake control ECU 42 to generate a predetermined hydraulic pressure in the wheel cylinder.

  The steering sensor 44 is a sensor that detects the steering angle of the steering wheel. The yaw / G sensor 46 is a sensor that detects the yaw rate and lateral G acting on the vehicle. All of these sensors send detected signals to the inter-vehicle control ECU 20.

  The driver awareness / state detection sensor 48 is a sensor for detecting how much the driver is aware of the danger of the driving environment of the host vehicle, or the tension and arousal state of the driver. Specifically, the driver awareness / state detection sensor 48 is a sensor that recognizes a pattern of a driver's head image captured by a camera or the like and detects a driver's eyeball movement and line-of-sight method. Alternatively, the driver awareness / state detection sensor 48 is a sensor that detects a driver's pulse, blood pressure, body temperature, and the like. The vehicle speed sensor 56, the steering sensor 44, the yaw / G sensor 46, and the driver awareness / state detection sensor 48 function as an inappropriate driving state detection means.

  An inter-vehicle control ECU (running control means, acceleration suppression control means) 20 performs inter-vehicle control in the ACC system based on the setting by the cruise setting switch 16. The inter-vehicle control ECU 20 determines the set vehicle speed of the ACC system 10 based on the vehicle speed and the inter-vehicle distance of the preceding vehicle, and outputs a drive / brake control signal corresponding to the set vehicle speed and the inter-vehicle distance to the engine / AT control ECU 40 and the brake control. It is sent to the ECU 42. Further, the inter-vehicle control ECU 20 performs acceleration suppression control that prohibits acceleration of the host vehicle when the driver awareness / state detection sensor 48 or the like detects that the driver is in an inappropriate state for driving during the ACC control. Do.

  Hereinafter, the operation of the ACC system 10 of the present embodiment will be described. FIG. 2 is a flowchart showing the operation of the ACC system 10 according to the first embodiment, and FIG. 3 is a timing chart showing the operation of the ACC system according to the first embodiment. As shown in FIGS. 2 and 3, when the cruise setting switch 16 is turned on, the ACC system 10 performs ACC control (S11 in FIG. 2). When the vehicle speed sensor 56, the steering sensor 44, the yaw / G sensor 46, and the driver awareness / state detection sensor 48 detect that the driver is in an inappropriate state for driving such as falling asleep (S12 in FIG. 2), The control ECU 20 starts acceleration suppression control and suppresses acceleration of the host vehicle (S13 in FIG. 2).

If it detects an accelerator opening sensor 18 that there was an accelerator operation by the driver (S14 in FIG. 2, _t 11 _{~t 12} of the accelerator opening in FIG. 3), the inter-vehicle control ECU20 will start a timer (FIG. 2 S15, t ₁₁ of the predetermined time in FIG. 3). Headway control ECU20, when there is no next accelerator operation until a predetermined timeout period, the timer reset (S16 in FIG. 2, S17, _t 11 _~t 13 for a predetermined time in FIG. 3). In this case, the predetermined timeout time can be set to about 1 to 3 seconds.

Headway control ECU20, when there is the next of the accelerator operation until a predetermined timeout period, to start after resetting the timer to the elapsed time 0 seconds (S16 in FIG. 2, S18, t ₁₃ for a predetermined time in FIG. 3 to t _15). When the accelerator operation is for a short time of less than 0.1 to 0.5 seconds, particularly less than 0.2 seconds, the inter-vehicle distance control ECU 20 continues the acceleration suppression control (S19 in FIG. 2). When the accelerator operation is not an operation time longer than the previous accelerator operation, the inter-vehicle control ECU 20 continues the acceleration suppression control (S20 in FIG. 2). When the acceleration control is continued, the inter-vehicle control ECU 20 resets the timer when there is no next accelerator operation before the predetermined time-out time, and sets the timer when there is the next accelerator operation before the predetermined time-out time. The operation is started after the elapsed time is reset to 0 seconds (S14 to S16 in FIG. 2).

When the accelerator operation is not a short-time accelerator operation but an operation time longer than the previous accelerator operation, the inter-vehicle control ECU 20 cancels the acceleration suppression control and puts the acceleration of the host vehicle into an uncontrolled state (see FIG. 2 S19~S21, _t 15 _~t 16 in FIG. 3).

  According to the present embodiment, the inter-vehicle control ECU 20 executes ACC control that causes the host vehicle to travel according to the set vehicle speed or the set inter-vehicle distance, and the driver awareness / state detection sensor 48 and the like are inappropriate for the driver to drive. When it is detected that the driver is in a driving inappropriate state when the driver awareness / state detection sensor 48 or the like detects that the driver is in an inappropriate driving state while the inter-vehicle control ECU 20 is executing ACC control, Therefore, when the driver may be in an inappropriate driving state, the acceleration can be suppressed to ensure safety.

  The acceleration suppression control and the ACC control are preferably terminated when the driver's driving operation is detected, but the driver unexpectedly performs the driving operation while detecting the driver's drowsiness or consciousness decrease. If the acceleration suppression control or the ACC control is terminated, the driver may not be able to continue the control on the safe side when the driver actually falls asleep or falls in consciousness. Therefore, according to the present embodiment, the inter-vehicle distance control ECU 20 during the acceleration suppression control continues the acceleration suppression control when there is an accelerator operation by the driver, and there is a second accelerator operation by the driver after the accelerator operation, When it is clear that the driver is not falling asleep or in a state of reduced consciousness, the acceleration suppression control is canceled, so that it is possible to reduce the uncomfortable feeling given to the driver while ensuring safety.

  In addition, according to the present embodiment, the inter-vehicle control ECU 20 clearly shows that the operation time of the next accelerator operation is longer than the operation time of the previous accelerator operation, and the driver is not in a state of falling asleep or consciousness. Since the acceleration suppression control is canceled when the accelerator operation is performed by one's own intention, the uncomfortable feeling given to the driver can be further reduced while ensuring the safety.

  Furthermore, according to the present embodiment, the inter-vehicle control ECU 20 cancels the acceleration suppression control when the next accelerator operation is performed within a predetermined time after the previous accelerator operation, so that a too long time is required after the previous accelerator operation. After that, there is no next accelerator operation, and it is no longer necessary to release the acceleration suppression control when it is doubtful whether the driver is operating the accelerator on his / her own intention. The unpleasant feeling given can be reduced.

  In addition, according to the present embodiment, the inter-vehicle control ECU 20 cancels the acceleration suppression control when the next accelerator operation is an accelerator operation having a length equal to or longer than a predetermined time. It is no longer necessary to cancel the acceleration suppression control when it is doubtful whether the driver is performing an accelerator operation on his / her own intention, and it is possible to reduce the sense of incongruity given to the driver while ensuring more safety.

  Hereinafter, the operation of the ACC system 10 according to the second embodiment of the present invention will be described. FIG. 4 is a flowchart showing the operation of the ACC system 10 according to the second embodiment, and FIG. 5 is a timing chart showing the operation of the ACC system according to the second embodiment. As shown in FIGS. 4 and 5, when the cruise setting switch 16 is turned on, the ACC system 10 performs ACC control (S111 in FIG. 4). When the vehicle speed sensor 56, the steering sensor 44, the yaw / G sensor 46, and the driver awareness / state detection sensor 48 detect that the driver is in an inappropriate state for driving such as falling asleep (S112 in FIG. 4), The control ECU 20 starts acceleration suppression control and suppresses acceleration of the host vehicle (S113 in FIG. 4).

If there is an accelerator operation by the driver (S114 in FIG. 4, _t 21 _{~t 22} of the accelerator opening in FIG. 5), the inter-vehicle control ECU20 will start the timer (S115 in FIG. 4, the predetermined time in FIG. 5 t ₂₁ ). Headway control ECU20, when there is no next accelerator operation until a predetermined timeout period, the timer reset (S116 in FIG. 4, S117, predetermined time _t 21 _~t 23 in FIG. 5). In this case, the predetermined timeout time can be set to about 1 to 3 seconds.

Headway control ECU20, when there is the next of the accelerator operation until a predetermined timeout period, to start after resetting the timer to the elapsed time 0 seconds (S116 in FIG. 4, S118, _{t 23} for a predetermined time in FIGS. 5 to t ₂₅ ). When the accelerator operation is for a short time of less than 0.1 to 0.5 seconds, particularly less than 0.2 seconds, the inter-vehicle distance control ECU 20 continues the acceleration suppression control (S119 in FIG. 4). Further, even when the accelerator operation is not a short-time accelerator operation, when the operation amount of the accelerator operation is not an operation amount larger than the operation amount of the previous accelerator operation, the inter-vehicle control ECU 20 continues the acceleration suppression control. (S20 in Fig. 4, _t 25 _~t 26 in FIG. 5). When the acceleration control is continued, the inter-vehicle control ECU 20 resets the timer when there is no next accelerator operation before the predetermined time-out time, and sets the timer when there is the next accelerator operation before the predetermined time-out time. The operation is started after the elapsed time is reset to 0 seconds (S114 to S116 in FIG. 4).

When the accelerator operation is not a short-time accelerator operation but an operation amount larger than the previous accelerator operation, the inter-vehicle control ECU 20 cancels the acceleration suppression control and sets the acceleration of the host vehicle to an uncontrolled state (see FIG. 4 of S119~S121, _t 27 _~t 28 in FIG. 3).

  According to this embodiment, it is clear that the inter-vehicle control ECU 20 has a larger amount of operation for the next accelerator operation than the amount of operation for the previous accelerator operation, and the driver is not in a state of falling asleep or consciousness. Since the acceleration suppression control is canceled when the accelerator operation is performed with the intention, the sense of discomfort given to the driver can be further reduced while further ensuring safety.

  It should be noted that the present invention is not limited to the above-described embodiment, and it is needless to say that various modifications can be made without departing from the gist of the present invention.

It is a block diagram which shows the structure of the ACC system which concerns on 1st Embodiment. It is a flowchart which shows operation | movement of the ACC system which concerns on 1st Embodiment. It is a timing chart which shows operation | movement of the ACC system which concerns on 1st Embodiment. It is a flowchart which shows operation | movement of the ACC system which concerns on 2nd Embodiment. It is a timing chart which shows operation of the ACC system concerning a 2nd embodiment.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... ACC system, 12 ... Radar sensor, 14 ... Stop lamp switch, 16 ... Cruise setting switch, 18 ... Accelerator opening sensor, 20 ... Vehicle control ECU, 30 ... CAN, 40 ... Engine / AT control ECU, 42 ... Brake Control ECU, 44 ... steering sensor, 46 ... yaw / G sensor, 48 ... driver awareness / state detection sensor, 52 ... AT, 54 ... throttle actuator, 56 ... vehicle speed sensor, 58 ... brake actuator.

Claims (5)

Travel control means for executing automatic travel control for causing the host vehicle to travel according to at least one of a set vehicle speed and a set inter-vehicle distance from a preceding vehicle;
Driving improper state detection means for detecting that the driver is in an improper driving state inappropriate for driving;
When the automatic travel control means is executing the automatic travel control, when the unsuitable driving state detecting means detects that the driver is in the unsuitable driving state, the acceleration of the host vehicle is suppressed. Acceleration suppression control means for executing the acceleration suppression control,
With
During the acceleration suppression control, the acceleration suppression control means continues the acceleration suppression control when there is a first accelerator operation by the driver, and the second accelerator by the driver after the first accelerator operation. A driving support device that releases the acceleration suppression control when an operation is performed.   2. The driving support device according to claim 1, wherein the acceleration suppression control unit cancels the acceleration suppression control when an operation time of the second accelerator operation is longer than an operation time of the first accelerator operation.   2. The driving support device according to claim 1, wherein the acceleration suppression control unit cancels the acceleration suppression control when an operation amount of the second accelerator operation is larger than an operation amount of the first accelerator operation.   4. The acceleration suppression control unit according to claim 1, wherein the acceleration suppression control unit cancels the acceleration suppression control when the second accelerator operation is performed within a predetermined time after the first accelerator operation. 5. Driving assistance device.   The driving according to any one of claims 1 to 4, wherein the acceleration suppression control unit releases the acceleration suppression control when the second accelerator operation is an accelerator operation having a length of a predetermined time or more. Support device.

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