JP5132475B2 - Vehicle driving support device - Google Patents

Description

  The present invention relates to a device that supports driving of a vehicle.

There has been proposed a technique for assisting steering of a vehicle on the condition that the steering operation state of the vehicle is detected and the driver's intention of driving grasped based on the detection result is low (see Patent Document 1).
JP 2003-154960 A

  However, if the driving of the vehicle by the driver is relatively low, the vehicle can be safely driven when steering of the vehicle is supported in spite of the situation where the vehicle is predicted to be able to travel safely even if it is as it is. From the point of view, the running state may be inappropriate. On the other hand, due to the relatively high degree of driving operation of the vehicle by the driver, steering of the vehicle is not supported in spite of the situation where it is predicted that it is difficult to safely drive the vehicle as it is. From the viewpoint of safe driving of the vehicle, the driving state may become inappropriate.

  Accordingly, an object of the present invention is to provide an apparatus that can appropriately support driving of a vehicle from the viewpoint of not only the degree of driving operation of the vehicle by the driver but also safe driving of the vehicle.

According to a first aspect of the present invention, there is provided a vehicle driving support device according to the present invention, which is necessary for the safe driving of the vehicle based on the degree of driving operation of the vehicle by a driver and a front image captured by an imaging device mounted on the vehicle. and driving assistance amount and state detecting means for detecting the state after having set low enough assistance threshold lower driving operation degree of the vehicle detected by the detecting means, the driving support, which is detected by said state detecting means A vehicle control device that controls the operation of one or both of a steering device and a braking device mounted on the vehicle so that the vehicle passes a target position, with a requirement that the amount is equal to or greater than the support threshold; It is characterized by having.

  According to the vehicle driving assistance device of the first aspect of the invention, the assistance threshold is set higher as the driving steering degree of the vehicle by the driver is lower. One or both of the steering device and the braking device (hereinafter referred to as “steering device or the like” as appropriate) is provided on the condition that the driving support amount of the vehicle necessary for the safe driving of the vehicle is equal to or greater than the support threshold. Operation is controlled. Thereby, even if the degree of driving operation of the vehicle is low, the probability that the operation of the steering device or the like is controlled is low when the necessity of driving support for the vehicle is low. On the other hand, even if the degree of driving steering is high, the probability that the operation of the steering device and the like is controlled increases when the necessity of driving assistance for the vehicle is high. Therefore, the driving of the vehicle can be appropriately supported for the safe driving of the vehicle in consideration of not only the degree of driving operation of the vehicle by the driver but also the driving state of the vehicle.

  A vehicle driving support apparatus according to a second aspect of the present invention is the vehicle driving support apparatus according to the first aspect of the present invention, wherein the state detection means is in a traffic zone defined based on a front image captured by an imaging device mounted on the vehicle. An interval between the target position ahead of the vehicle by a predetermined distance and the predicted passing position of the vehicle ahead of the vehicle by the predetermined distance is detected as the driving support amount.

  According to the vehicle driving support device of the second aspect of the invention, for the safe driving of the vehicle in consideration of not only the degree of driving operation of the vehicle by the driver but also the distance between the target position and the predicted passing position ahead by a predetermined distance of the vehicle, Can be supported appropriately.

  According to a third aspect of the present invention, there is provided the vehicle driving assistance device according to the first or second aspect, wherein the state detection means is defined based on a front image captured by an imaging device mounted on the vehicle. A correction amount of lateral acceleration or yaw rate of the vehicle necessary for the vehicle to pass through a target position existing in a traffic zone is detected as the driving support amount.

  According to the vehicle driving support apparatus of the third invention, not only the degree of driving operation of the vehicle by the driver, but also the correction amount of the lateral acceleration or yaw rate of the vehicle required to pass the target position ahead of the vehicle is considered. For safe driving of the vehicle, driving of the vehicle can be appropriately supported.

  A vehicle driving support apparatus according to a fourth aspect of the present invention is the vehicle driving support apparatus according to any one of the first to third aspects of the present invention, wherein the state detection means is an imaging mounted on the predicted position trajectory of the vehicle and the vehicle. A correction amount of the lateral acceleration or yaw rate of the vehicle necessary for avoiding an overlap with an object detected based on a front image captured by the device is detected as the driving support amount.

  According to the vehicle driving support device of the fourth aspect of the invention, not only the degree of driving operation of the vehicle by the driver, but also correction of the lateral acceleration or yaw rate of the vehicle necessary for avoiding contact between the predicted position trajectory of the vehicle and the front object. For safe driving of the vehicle in consideration of the amount, driving of the vehicle can be appropriately supported.

  The vehicle driving support device according to a fifth aspect of the present invention is the vehicle driving support device according to any one of the first to fourth aspects of the invention, wherein the vehicle control device increases the amount of the driving support amount as the steering device and the braking device. One or both operations are strongly controlled.

  According to the vehicle driving support device of the fifth aspect of the invention, the driving of the vehicle is appropriately performed in consideration of not only the degree of driving operation of the vehicle by the driver but also the amount of driving support of the vehicle necessary for safe driving of the vehicle. Can be supported.

  DESCRIPTION OF EMBODIMENTS Embodiments of a vehicle driving support apparatus of the present invention will be described with reference to the drawings.

  First, the configuration of the vehicle driving support device will be described. 1 and 2 is an ECU (CPU, ROM, RAM, and electronic circuits such as an I / O circuit and an A / D conversion circuit) mounted on a vehicle (four-wheeled vehicle) 1. Etc.)). As shown in FIG. 2, the vehicle 1 includes a steering device 11, a braking device 12, a camera (imaging device) 100 such as a CCD camera or a CMOS image sensor, a vehicle speed sensor 102, an acceleration sensor 104, and a yaw rate sensor 106. Further, a sensor such as the torque sensor 108 is further mounted.

  The steering device 11 is configured to drive a front wheel steering mechanism driven by operation of a steering wheel by an actuator. The steering device 11 may drive the rear wheel steering mechanism instead of or in addition to the front wheel driving mechanism. The camera 100 is attached to the interior space so as to capture an image of the front of the vehicle 1 through the front window. Note that the location of the camera 100 may be changed as appropriate to the front portion of the vehicle 1 or the like. Each of the vehicle speed sensor 102, the acceleration sensor 104, and the yaw rate sensor 106 outputs signals corresponding to the speed, acceleration, and yaw rate of the vehicle 1, respectively. As disclosed in Patent Document 1 (Japanese Patent Laid-Open No. 2003-154960), the torque sensor 108 is generated in a pinion connected to the steering wheel via a steering shaft or the like when the driver operates the steering wheel. A signal corresponding to the steering torque is output.

  Output signals from the camera 100 and the torque sensor 108 are input to the vehicle driving support device 10. Based on the input signal, operation control of the steering device 11 and the like of the vehicle 1 is executed by the computer in accordance with the “vehicle driving support program” stored in the memory. The program may be distributed or broadcast from the server to the vehicle 1 via a network or a satellite at an arbitrary timing, and stored in a memory or a storage device such as a RAM of an in-vehicle computer. The vehicle driving support apparatus 10 may be configured by a single ECU, but may be configured by a plurality of ECUs that constitute a distributed control system.

  The vehicle support device 10 includes a state detection unit 110 and a vehicle control device 120. The state detection unit 110 detects the driving operation degree Dd of the vehicle 1 by the driver and the driving assistance amount Sp necessary for the safe driving of the vehicle 1 based on the front image captured by the camera 100. The vehicle control device 120 sets the support threshold TH_Sp lower as the driving operation degree Dd of the vehicle 1 detected by the state detection unit 110 is lower. Then, the vehicle control device 120 controls the operation of one or both of the steering device 11 and the braking device 12 so that the vehicle 1 passes the target position on the condition that the driving operation degree Dd is equal to or greater than the support threshold TH_Sp. .

  Functions of the vehicle 1 and the vehicle driving support apparatus 10 having the above-described configuration will be described.

  First, the driving operation degree Dd of the vehicle 1 by the driver is detected (FIG. 3 / STEP002). Specifically, the steering torque is measured for each control processing cycle of the vehicle driving support apparatus 10 based on the output signal of the torque sensor 108. Then, the cumulative value of the absolute value of the deviation of the current steering torque with respect to the previous steering torque is measured as the driving operation degree Dd.

  In addition, the vehicle control device 120 sets the support threshold value TH according to the function or table representing the curve shown by the solid line in FIG. 4 based on the driving operation degree Dd (FIG. 3 / STEP004). When a plurality of driving support amounts Sp are calculated, the support threshold value TH_Sp can be set for each of the driving support amounts Sp. This function or table is stored in advance in a predetermined memory or storage device. According to this function or table, the support threshold TH_Sp changes so as to decrease continuously or intermittently as the driving operation degree Dd decreases. At this time, based on the driving operation degree Dd, the notification threshold value TH_A is set according to a function or table representing a curve indicated by a one-dot chain line in FIG. According to this function or table, the notification threshold TH_A changes so as to decrease continuously or intermittently as the driving operation degree Dd decreases, as does the support threshold TH_Sp. Thereby, for example, as shown in FIG. 4, a relatively low first support threshold TH_Sp1 and first notification threshold TH_A1 (<TH_Sp1) are set in accordance with the relatively low first driving operation degree Dd1. The Also, a relatively high second assistance threshold TH_Sp2 and a second notification threshold TH_A2 (<TH_Sp2) are set according to the relatively high second driving operation degree Dd2.

  Further, the driving assistance amount Sp necessary for the safe driving of the vehicle 1 is calculated by the state detection means 110 (FIG. 3 / STEP006). For example, the lateral acceleration correction amount Gcmp necessary for the vehicle 1 to pass through the target position p0 ahead of the gazing point distance (predetermined distance) Lm from the vehicle 1 is calculated as the driving assistance amount Sp. Specifically, first, a lane mark of a road on which the vehicle 1 is traveling is recognized based on an image representing a state in front of the vehicle 1 obtained through the camera 100. Continuous lines, intermittent lines, road fences (botts dots), etc. are recognized as lane marks. As a lane mark recognition or detection method, a known method such as a method disclosed in Japanese Patent Application Laid-Open No. 2006-309605 or Japanese Patent Application Laid-Open No. 2006-331197 may be employed. In addition, a region in which left and right are defined by lane marks or a set thereof is recognized as a traveling zone. The position of the lane mark recognized based on the image obtained through the camera 100 is recognized as a position in the real space coordinate system based on the vehicle 1 by a known method. Further, the center line of the traveling zone as shown by the one-dot chain line in FIG. 5 is recognized. Map data representing the position (latitude and longitude) of the vehicle 1 in the global coordinate system measured by the GPS function and the like, and the position and shape of the road stored in the storage device of the vehicle driving support device 10 as a coordinate sequence; Based on, the traveling zone or its center line may be recognized.

  Further, the speed v of the vehicle 1 is calculated based on the output signal of the vehicle speed sensor 102, and the gaze point distance Lm is calculated by integrating the speed v and the time constant τ. Further, as shown in FIG. 5, the target position p0 is set on the center line of the travel zone at a position away from the vehicle 1 by the gazing point distance Lm in the front (+ x direction). Furthermore, as shown in FIG. 5, a trajectory that changes with a constant curvature from the current position of the vehicle 1 to the target position p0 is calculated as a predicted position trajectory. Further, the yaw rate of the vehicle 1 is calculated based on the output signal of the yaw rate sensor 106, and the predicted position trajectory of the vehicle 1 as shown by the broken line in FIG. 5 is recognized based on the vehicle speed v and the yaw rate. Further, an interval (an interval between the target position p0 and the predicted passing position pm) Em in the y direction (vehicle width direction) of the target moving path and the predicted moving path at a position away from the vehicle 1 by the gazing point distance Lm is calculated. Is done. Then, based on the vehicle speed v, the gazing point distance Lm, and the interval Em, the lateral acceleration correction amount Gcmp is calculated according to the relational expression (1).

Gcmp = 2Em · v ² / (Lm ² + Em ² ) (1)

  In addition to or instead of the lateral acceleration correction amount Gcmp, the correction amount of the yaw rate necessary for the vehicle 1 to pass the target position p may be calculated as the driving assistance amount Sp. Further, the distance Em between the target position p0 and the predicted passing point pm ahead of the vehicle 1 by the gazing point distance Lm may be calculated as the driving assistance amount Sp. Further, lateral acceleration necessary for avoiding contact between the vehicle 1 and an object such as a preceding vehicle, an oncoming vehicle, or a road-side structure such as a road shoulder whose position or outline is detected based on an image captured by the camera 100 Alternatively, the correction amount of the yaw rate may be calculated as the driving support amount Sp. Moreover, the value of the continuous or stepwise decreasing function with the interval between the object and the predicted position trajectory of the vehicle 1 as a variable may be calculated as the driving support amount Sp.

  Further, it is determined whether or not the driving assistance amount Sp is greater than or equal to the assistance threshold TH_Sp (FIG. 3 / STEP008). When a plurality of types of driving assistance amounts Sp are detected, it is determined whether or not some or all of the driving assistance amounts Sp are greater than or equal to separate assistance threshold values TH_Sp, or some or all of the driving assistance amounts Sp are detected. It may be determined whether or not the average value of the support amount Sp is equal to or greater than the support threshold TH_Sp. For example, as shown in FIG. 4, when the first driving operation degree Dd1 that is relatively low as the driving operation degree Dd is detected, is the driving assistance amount Sp equal to or higher than the first assistance threshold TH_Sp1 that is relatively low? It is determined whether or not. Similarly, when a relatively high second driving operation degree Dd2 is detected as the driving operation degree Dd, it is determined whether or not the driving support amount Sp is equal to or greater than a relatively high second support threshold TH_Sp2. When it is determined that the driving assistance amount Sp is equal to or greater than the assistance threshold TH_Sp (FIG. 3 / STEP008... YES), the control gain Kdw is set based on the operation driving degree Dd (FIG. 3 / STEP010), and the control start counter (First counter) First counter threshold value TH_CST of CDdw is set (FIG. 3 / STEP012), and second counter threshold value TH_CCCTN of control continuation counter (second counter) Cctn is set (FIG. 3 / STEP014). For example, the lower the operation driving degree Dd, the larger the control gain Kdw is set, the first counter threshold TH_CST is set lower, and the second counter threshold TH_CCCTN is set higher. On the other hand, when it is determined that the driving assistance amount Sp is less than the assistance threshold TH_Sp (FIG. 3 / STEP008... NO), the driving assistance control described later is not executed and the processing after the detection of the driving operation degree Dd is repeated. (FIG. 3 / STEP002 to STEP008).

  Further, it is determined whether or not the control start counter CDdw is greater than or equal to the first counter threshold TH_CST (FIG. 3 / STEP016). When it is determined that the control start counter CDdw is less than the first counter threshold TH_CST (FIG. 3 / STEP016... NO), the control start counter CDdw is incremented by “1” (FIG. 3 / STEP020). Dd detection and the like are repeatedly executed (see FIG. 3 / STEP002 to S016). On the other hand, when it is determined that the control start counter CDdw is equal to or greater than the first counter threshold TH_CST (FIG. 3 / STEP016... YES), the driving support control of the vehicle 1 is executed (FIG. 3 / STEP018).

  The driving support control will be described. First, it is determined whether or not the lateral acceleration correction amount Gcmp is greater than or equal to the first control threshold value CDB (FIG. 6 / STEP 202). When it is determined that the lateral acceleration correction amount Gcmp is greater than or equal to the first control threshold value CDB (FIG. 6 / STEP 202... YES), the operation of the braking device 12 is controlled so that a predetermined deceleration force acts on the vehicle 1 ( FIG. 6 / STEP 206). On the other hand, when it is determined that the lateral acceleration correction amount Gcmp is less than the first control threshold CDB (FIG. 6 / STEP 202... NO), the lateral acceleration correction amount Gcmp is lower than the second control threshold CDS lower than the first control threshold CDB. Is further determined (FIG. 6 / STEP 204). When it is determined that the lateral acceleration correction amount Gcmp is greater than or equal to the second control threshold value CDS (FIG. 6 / STEP 204... YES), the operation of the steering device 11 and the braking device 12 is controlled as necessary (FIG. 6). / STEP 208). Accordingly, the behavior of the vehicle 1 is controlled so that the vehicle 1 shown in FIG. 5 travels according to the target position trajectory, not the predicted movement path (broken line), that is, passes through the target position p. . On the other hand, when it is determined that the lateral acceleration correction amount Gcmp is less than the second control threshold value CDS (FIG. 6 / STEP 206... NO), the process returns to the main flow (FIG. 3 / STEP 022) without performing any control.

  Further, it is determined whether or not the control continuation counter Cctn is greater than or equal to the second counter threshold value TH_CCCTN (FIG. 3 / STEP022). When it is determined that the control continuation counter Cctn is less than the second counter threshold TH_CCCTN (FIG. 3 / STEP022... NO), the control continuation counter Cctn is incremented by “1” (FIG. 3 / STEP024), It is determined whether or not the deviation of the current steering torque with respect to the steering torque is greater than or equal to a predetermined value (FIG. 3 / STEP026). On the other hand, when it is determined that the control continuation counter Cctn is equal to or greater than the second counter threshold TH_CCCTN (FIG. 3 / STEP022... YES), the driving support control is terminated (FIG. 3 / STEP024). If it is determined that the steering torque deviation is equal to or greater than the predetermined value (FIG. 3 / STEP026... YES), the driving support control is terminated (FIG. 3 / STEP028).

  It is determined whether or not the driving assistance amount Sp or its average value is equal to or less than the notification threshold value TH_A, and when it is determined that the driving assistance amount Sp or its average value is equal to or less than the notification threshold value TH_A, the steering operation of the vehicle 1 is performed. Alternatively, it is notified that a brake operation or the like is necessary. For example, a message or graphic is displayed on a display device arranged in the center console, or a lamp provided on a meter panel in front of the driver's seat is turned on to notify that a steering operation or the like is necessary. Further, a sound is output from the speaker to notify that a steering operation or the like is necessary.

  According to the vehicle driving assistance device 10 that exhibits the above function, the assistance threshold TH is set lower as the driving steering degree Dd of the vehicle 1 by the driver is lower (see FIG. 4). Then, the operation of one or both of the steering device 11 and the braking device 12 is controlled on the condition that the driving assistance amount Sp of the vehicle 1 necessary for the safe driving of the vehicle is equal to or less than the assistance threshold TH_Sp. Thereby, even if the driving operation degree Dd of the vehicle 1 is low, the probability that the operation of the steering device 11 and the like is controlled is low when the necessity of driving assistance for the vehicle 1 is low. For example, when the first driving operation degree Dd1 that is relatively low as the driving operation degree Dd is detected, the operation of the steering device 11 or the like is not required unless the travel support amount Sp exceeds a relatively low first support threshold TH_Sp1. Is not controlled (see FIG. 4). On the other hand, even if the driving steering degree Dd is high, the probability that the operation of the steering device 11 and the like is controlled is high when the necessity of driving assistance for the vehicle 1 is high. For example, when a relatively high second driving operation degree Dd2 is detected as the driving operation degree Dd, the steering device 11 or the like in a situation where the travel support amount Sp is greater than or equal to the relatively high second support threshold TH_Sp2 Is controlled (see FIG. 4). Therefore, not only the driving operation degree Dd of the vehicle 1 by the driver but also the driving of the vehicle 1 can be appropriately supported for the safe driving of the vehicle 1 in view of the driving state of the vehicle 1.

  Note that the operation of the steering device 11 or the like may be more strongly controlled as the driving assistance amount Sp is larger. Specifically, the control gain coefficient Kdw may be set higher, the first counter threshold TH_CST may be set lower, or the second counter threshold TH_CCCTN may be set higher as the driving assistance amount Sp is greater than the support threshold TH_Sp. (See FIG. 3 / STEP 010-014). According to the configuration, the driving of the vehicle 1 is appropriately performed in consideration of not only the driving operation degree Dd of the vehicle 1 by the driver but also the driving support amount Sp of the vehicle 1 necessary for the safe driving of the vehicle 1. Can be supported.

Configuration explanatory diagram of the vehicle driving support device of the present invention Configuration explanatory diagram of the vehicle driving support device of the present invention The flowchart which shows the function of the vehicle driving assistance device of this invention Explanatory diagram on how to set support threshold Explanatory diagram on how to calculate driving assistance Flow chart showing vehicle driving support method

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Vehicle, 10 ... Vehicle driving assistance device, 11 ... Steering device, 12 ... Braking device, 100 ... Camera (imaging device)

Claims (5)

State detection for detecting the degree of driving operation of the vehicle by the driver and the driving assistance amount of the vehicle necessary for the safe driving of the vehicle based on the front image captured by the imaging device mounted on the vehicle Means,
As a requirement that the driving support amount detected by the state detection means is equal to or greater than the support threshold, after setting the support threshold lower as the degree of driving operation of the vehicle detected by the state detection means is lower, A vehicle driving support device, comprising: a vehicle control device that controls the operation of one or both of a steering device and a braking device mounted on the vehicle so that the vehicle passes a target position. The vehicle driving support device according to claim 1,
The target detection means is located at a predetermined distance from the vehicle in the vehicle lane defined based on a front image captured by an imaging device mounted on the vehicle, and from the vehicle. A vehicle driving support apparatus that detects an interval from the predicted passing position of the vehicle ahead by the predetermined distance as the driving support amount. The vehicle driving support device according to claim 1 or 2,
The state detection means is necessary for the vehicle to pass through a target position that exists in a traffic zone of the vehicle defined based on a front image captured by an imaging device mounted on the vehicle. A vehicle driving support device that detects a correction amount of a lateral acceleration or a yaw rate as the driving support amount. The vehicle driving support device according to any one of claims 1 to 3, wherein the state detection unit includes a predicted position trajectory of the vehicle and a front image captured by an imaging device mounted on the vehicle. A vehicle driving support device that detects, as the driving support amount, a correction amount of a lateral acceleration or a yaw rate of the vehicle necessary for avoiding an overlap with an object detected on the basis of the vehicle. 5. The vehicle driving support device according to claim 1, wherein the vehicle control device strongly controls the operation of one or both of the steering device and the braking device as the driving support amount increases. A vehicle driving support device.

Images