JP5150955B2 - Vehicle travel support device, vehicle, vehicle travel support program - Google Patents

Description

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

In order to assist the vehicle traveling without departing from the traveling area defined by the road lane mark or the like, for example, steering assist control is executed in which the operation of the actuator of the steering mechanism mounted on the vehicle is controlled. Yes. In such a vehicle, the driver's steering torque is cumulatively calculated to evaluate the degree to which the driver is driving the vehicle actively or based on his / her intention, and this degree falls below the threshold value. In this case, a technique for stopping the steering assist control of the vehicle has been proposed (see Patent Document 1).
JP 2003-154960 A

  However, it is not preferable from the viewpoint of stable traveling of the vehicle and the like that the steering assist control is stopped even in a situation where there is a high probability that the vehicle will immediately deviate from the traveling region.

  Accordingly, an object of the present invention is to provide an apparatus and the like that can appropriately control the behavior of the vehicle from the viewpoint of avoiding that the vehicle deviates from the traveling region.

A vehicle travel support device according to a first aspect of the present invention supports travel of the vehicle so that the vehicle does not depart from the travel region by controlling the operation of one or both of a steering device and a brake device mounted on the vehicle. A vehicle driving support device that executes the driving support control, evaluates the driving operation degree of the vehicle by a driver, executes the driving support control as a requirement that the driving operation degree is equal to or less than a threshold , and The lower the driving operation degree is, the shorter the driving operation degree is set to be equal to or less than the threshold value, and the time until the execution of the driving support control is started is shortened .

According to the vehicle travel support device of the first aspect of the present invention, travel support control is executed on the condition that the degree of driving operation is equal to or less than a threshold value. This is because, when the degree of driving operation of the vehicle by the driver is equal to or greater than the threshold, even if the vehicle is likely to deviate from the traveling area, the driving operation by the driver may be insufficient to avoid this deviation. In view of that. By controlling the operation of one or both of the steering device and the braking device, traveling of the vehicle is supported so that the vehicle does not depart from the traveling region. Furthermore, the driving support control is started earlier as the driving operation degree is lower, that is, as the driving operation amount of the vehicle by the driver is insufficient. As a result, from the viewpoint of avoiding that the vehicle deviates from the traveling region, the behavior of the vehicle can be appropriately controlled according to the driving operation amount .

According to a second aspect of the present invention, there is provided a vehicle travel support device that supports the travel of the vehicle so that the vehicle does not depart from the travel region by controlling the operation of one or both of a steering device and a brake device mounted on the vehicle. A vehicle driving support device that executes the driving support control, evaluates the driving operation degree of the vehicle by a driver, executes the driving support control as a requirement that the driving operation degree is equal to or less than a threshold, and The gain coefficient is set so that the output of the driving support control is increased as the driving operation degree is lower .

According to the vehicle travel support device of the second aspect of the invention, the output of the travel support control is controlled to increase as the driving operation degree decreases, that is, as the amount of driving operation of the vehicle by the driver is insufficient. As a result, from the viewpoint of avoiding that the vehicle deviates from the traveling region, the behavior of the vehicle can be appropriately controlled according to the driving operation amount .

According to a third aspect of the present invention, in the vehicle travel support device according to the first or second aspect of the present invention, the lower the driving operation degree, the longer the execution duration of the travel support control is set. Also, the degree of driving operation of the vehicle by the driver is evaluated, and the driving support control is ended when the driving operation degree is equal to or greater than a predetermined end threshold .

According to the third aspect of the invention, the lower the driving operation degree, the longer the execution duration time is set, so that the driving support control is continuously executed longer as the driving operation amount of the vehicle by the driver is insufficient. Is done. Further, when the degree of driving operation is recovered, that is, when the amount of driving operation of the vehicle is sufficient, the driving support control is stopped. As a result, from the viewpoint of avoiding that the vehicle deviates from the traveling region, the behavior of the vehicle can be appropriately controlled according to the driving operation amount.

A vehicle according to a fourth aspect of the invention includes the vehicle travel support device according to the first or second aspect of the invention. According to the vehicle of the fourth aspect of the invention, the behavior of the vehicle can be appropriately controlled from the viewpoint of avoiding that the vehicle deviates from the traveling area.

According to a fifth aspect of the present invention, there is provided a vehicle travel support program that causes a computer mounted on a vehicle to function as the vehicle travel support device according to the first or second aspect of the present invention. According to the vehicle travel support program of the fifth aspect of the invention, the in-vehicle computer can function as a vehicle travel support device that appropriately controls the behavior of the vehicle from the viewpoint of avoiding that the vehicle deviates from the travel region.

  DESCRIPTION OF EMBODIMENTS Embodiments of a vehicle travel support device and the like of the present invention will be described using the drawings.

  A vehicle (four-wheeled vehicle) 1 shown in FIGS. 1 and 2 includes a camera (imaging device) 12 such as a CCD camera and a vehicle travel support device 10. The camera 12 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 12 may be changed as appropriate to the front portion of the vehicle 1 or the like. As shown in FIG. 2, the vehicle 1 further includes a vehicle speed sensor 122, an acceleration sensor 124, a yaw rate sensor 126, a torque sensor 128, and other sensors, a steering device 14, and a braking device 16. Each of the vehicle speed sensor 122, the acceleration sensor 124, and the yaw rate sensor 126 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 128 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. The steering device 14 is configured to drive a front wheel steering mechanism driven by operation of a steering wheel by an actuator. Note that the rear wheel steering mechanism may be driven by the steering device 14 instead of or in addition to the front wheel drive mechanism.

  The vehicle travel support device 10 is configured by a computer or an ECU (electronic control unit) (comprising a CPU, ROM, RAM, and electronic circuits such as an I / O circuit and an A / D conversion circuit). Output signals from the camera 12 and the torque sensor 128 are input to the vehicle travel support device 10. Based on the input signal, according to the “vehicle driving support program” stored in the memory, the recognition processing of the driving region of the vehicle 1 and the evaluation processing of the driving operation degree are executed by the computer. The program may be distributed or broadcast from the server to the vehicle 1 via a network or satellite at an arbitrary timing, and stored in a storage device such as a RAM of the in-vehicle computer. The vehicle travel 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-assisted travel support device 10 controls the operation of one or both of the steering device 14 and the braking device 16 to execute travel support control that supports the travel of the vehicle 1 so that the vehicle 1 does not depart from the travel region. . The vehicle travel support device 10 evaluates the driving operation degree of the vehicle 1 by the driver, and executes the driving support control on the condition that the driving operation degree is equal to or less than a threshold value.

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

  The driving operation degree Dd of the vehicle 1 by the driver is evaluated (FIG. 3 / S002). Specifically, the steering torque is measured for each processing cycle of the vehicle travel support device 10 based on the output signal of the torque sensor 128. 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.

  Further, it is determined whether or not the driving operation degree Dd is equal to or less than a threshold value TH_Dd (FIG. 3 / S004). When the operation driving degree Dd is less than or equal to the threshold TH_Dd (FIG. 3 / S004... YES), the control gain Kdw is set based on the operating driving degree Dd (FIG. 3 / S006), and the control start counter (first counter) CDdw. Is set (FIG. 3 / S008), and the second counter threshold TH_CCCTN of the control continuation counter (second counter) Cctn is set (FIG. 3 / S010). 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.

  Further, it is determined whether or not the control start counter CDdw is greater than or equal to the first counter threshold value TH_CST (FIG. 3 / S012). When it is determined that the control start counter CDdw is less than the first counter threshold TH_CST (FIG. 3 / S012... NO), the control start counter CDdw is incremented by “1” (FIG. 3 / S014). Evaluation of Dd and the like are repeatedly executed (see FIG. 3 / S002 to S012). On the other hand, when it is determined that the control start counter CDdw is greater than or equal to the first counter threshold TH_CST (FIG. 3 / S012... YES), the driving support control is executed (FIG. 3 / S100). Details of the driving support control will be described later.

  Further, it is determined whether or not the control continuation counter Cctn is greater than or equal to the second counter threshold TH_CCCTN (FIG. 3 / S016). When it is determined that the control continuation counter Cctn is less than the second counter threshold TH_CCCTN (FIG. 3 / S016... NO), the control continuation counter Cctn is incremented by “1” (FIG. 3 / S018). It is determined whether or not the deviation of the current steering torque with respect to the steering torque is a predetermined value or more (FIG. 3 / S020). On the other hand, when it is determined that the control continuation counter Cctn is greater than or equal to the second counter threshold TH_CCCTN (FIG. 3 / S016... YES), the driving support control is terminated (FIG. 3 / S022). When it is determined that the steering torque deviation is equal to or greater than the predetermined value (FIG. 3 / S020... YES), the driving support control is terminated (FIG. 3 / S022).

  Here, the driving support control will be described in detail. The lateral acceleration correction amount Gcmp of the vehicle 1 is calculated (FIG. 4 / S102). Specifically, the lane mark of the road on which the vehicle 1 is traveling is recognized based on the image representing the state in front of the vehicle 1 obtained through the camera 12. 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, an area in which the left and right sides are defined by the lane mark or the set thereof is recognized as a traveling area. The position of the lane mark recognized based on the image obtained through the camera 12 is recognized as a position in the real space coordinate system based on the vehicle 1 by a known method. Furthermore, the center line of the traveling region 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 travel support device 10 as coordinate strings; Based on the above, the travel area 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 122, 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 p is set on the center line of the travel area at a position away from the vehicle 1 by the gazing point distance Lm in the front (+ x direction). Further, as shown in FIG. 5, a path that changes with a constant curvature from the current position of the vehicle 1 to the target position p is set as the target movement path. Further, the yaw rate of the vehicle 1 is calculated based on the output signal of the yaw rate sensor 126, and the predicted movement path 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, a deviation Em between the target movement path and the predicted movement path at a position away from the vehicle 1 by a gazing point distance Lm ahead is calculated. Then, based on the vehicle speed v, the gazing point distance Lm, and the deviation Em, the lateral acceleration correction amount Gcmp is calculated according to the approximate expression (1).

  Subsequently, 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. 4 / S104). When it is determined that the lateral acceleration correction amount Gcmp is greater than or equal to the first control threshold CDB (FIG. 4 / S104... YES), the operation of the braking device 16 is controlled such that a predetermined deceleration force acts on the vehicle 1 ( FIG. 4 / S106). On the other hand, when it is determined that the lateral acceleration correction amount Gcmp is less than the first control threshold CDB (FIG. 4 / S104... NO), the lateral acceleration correction amount Gcmp is equal to or higher than the second control threshold CDS, which is lower than the first control threshold CDB. Is further determined (S108 in FIG. 4). When it is determined that the lateral acceleration correction amount Gcmp is greater than or equal to the second control threshold CDS (FIG. 4 / S108... YES), the operation of the steering device 14 and the braking device 16 is controlled as necessary (FIG. 4). / S110). Thus, the behavior of the vehicle 1 is controlled so that the vehicle 1 shown in FIG. 5 travels according to the target movement route (solid line) instead of the predicted movement route (dashed line). 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. 4 / S108... NO), the control returns to the main flow (FIG. 3 / S016) without performing any control.

  According to the vehicle travel support device 10 that exhibits the above function, travel support control is executed on the condition that the driving operation degree Dd is equal to or less than the threshold value TH_Dd (see FIG. 3 / S004). In a state where the driving operation degree Dd of the vehicle 1 by the driver is equal to or less than the threshold value TH_Dd, there is a possibility that the driving operation by the driver for avoiding this deviation is insufficient even if the vehicle 1 is likely to deviate from the traveling region. I think there is something. Further, as the driving operation degree Dd is lower, the control gain Kdw is set to be larger, so that the driving support control is strongly executed in a state where the driving operation amount of the vehicle 1 by the driver is insufficient (see FIG. 3 / S006). ). That is, the yaw rate (or the acceleration in the front-rear direction and the left-right direction) for causing the vehicle 1 to travel along the target movement route is greatly corrected in a short time. Furthermore, as the driving operation degree Dd is lower, the first counter threshold TH_CST is set to be smaller, so that the driving support control is started earlier with an insufficient amount of driving operation of the vehicle 1 by the driver (FIG. 3). / S008, S012). In addition, as the driving operation degree Dd is lower, the second counter threshold value TH_CCCTN is set to be larger, so that the driving support control is executed for a long time in a state where the driving operation amount of the vehicle 1 by the driver is insufficient ( (See FIG. 3 / S010, S016). As a result, by controlling the operation of one or both of the steering device 14 and the braking device 16, the vehicle 1 is supported to travel so that the vehicle 1 does not depart from the travel region (see FIGS. 4 and 5). . Therefore, the behavior of the vehicle 1 can be appropriately controlled from the viewpoint of avoiding the vehicle 1 deviating from the travel area.

Configuration diagram of the vehicle of the present invention Configuration explanatory diagram of the vehicle travel support device of the present invention The flowchart which shows the function of the vehicle travel assistance device of this invention Flowchart showing a driving support control method Explanatory drawing about driving support control

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Vehicle, 10 ... Vehicle driving assistance device, 12 ... Camera (imaging device), 14 ... Steering device, 16 ... Braking device

Claims (5)

Vehicle travel support for executing travel support control for supporting travel of the vehicle so that the vehicle does not depart from the travel region by controlling the operation of one or both of a steering device and a brake device mounted on the vehicle A device,
Evaluating the degree of driving operation of the vehicle by the driver, executing the driving support control as a requirement that the driving operation degree is equal to or less than a threshold ,
The vehicle travel support device is set such that the lower the drive operation level is, the shorter the time from when the drive operation level becomes equal to or lower than the threshold value until the start of the travel support control is started . Vehicle travel support for executing travel support control for supporting travel of the vehicle so that the vehicle does not depart from the travel region by controlling the operation of one or both of a steering device and a brake device mounted on the vehicle A device,
  Evaluating the degree of driving operation of the vehicle by the driver, executing the driving support control as a requirement that the driving operation degree is equal to or less than a threshold,
  The vehicle travel support apparatus, wherein the gain coefficient is set so that the output of the travel support control is increased as the driving operation degree is lower. The vehicle travel support device according to claim 1 or 2 ,
The lower the driving operation level, the longer the duration of execution of the driving support control is set.
The vehicle driving support characterized in that the driving operation degree of the vehicle by the driver is evaluated even during the execution duration, and the driving support control is ended when the driving operation degree is equal to or greater than a predetermined end threshold. apparatus. Vehicle, characterized in that it comprises a vehicle travel support device according to claim 1 or 2, wherein. Vehicle travel support program for causing to function as the vehicle travel support device according to claim 1 or 2, wherein the computer mounted on the vehicle.

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