JP5594100B2 - Driving assistance device - Google Patents

Description

  The present invention relates to driving assistance.

  2. Description of the Related Art Conventionally, a device that detects that a wheel has come into contact with a vehicle stop member is known. For example, in Patent Document 1, a force detection sensor (a stress sensor made of a strain sensor) is embedded in a four-wheel axle housing of a vehicle, and the force in the front-rear direction acting on each wheel is detected by the force detection sensor. A technique for detecting that a wheel has come into contact with a vehicle stop member is disclosed. Patent Document 2 discloses a technique for detecting that a wheel is in contact with a vehicle stop member based on detection of a detected value that is equal to or greater than a predetermined value by an acceleration sensor that detects acceleration applied to the vehicle. Yes.

JP 2006-96191 A JP 2007-332837 A

  However, the technique disclosed in Patent Document 1 has a problem that the cost is high because a stress sensor that is not mounted on a mass-produced vehicle must be provided on each wheel. Further, in the technique disclosed in Patent Document 2, whether the detection value obtained by the acceleration sensor is a value detected when the wheel contacts the vehicle stop member or is detected by applying a braking force by a brake operation. Cannot be determined. Therefore, even when a braking force is applied by a brake operation, there is a high possibility that it is detected that the wheel is in contact with the vehicle stop member, and the detection accuracy for detecting that the wheel is in contact with the vehicle stop member is low. Had problems.

  The present invention has been made in view of the above-described conventional problems, and an object of the present invention is to realize a driving support device that more accurately detects that a wheel is in contact with a vehicle stopper at a lower cost.

In the driving support device according to claim 1 , 2 or 3 , the vehicle estimated by the acceleration estimating means based on the braking / driving force which is a resultant force of the braking force and the driving force generated by the driving operation detected by the braking / driving force detecting means. The degree of deviation between the longitudinal acceleration of the vehicle and the acceleration in the longitudinal direction of the vehicle detected by the acceleration detecting means is calculated by the deviation degree calculating means, and based on the calculated degree of deviation, the vehicle contacts the vehicle stop member It is determined by the vehicle stop contact determination means.

When the vehicle comes into contact with the vehicle stop member, the absolute value of the acceleration estimated by the acceleration estimating means is smaller than when the braking force is applied by the driving operation. Therefore, it is possible to accurately determine whether or not the vehicle has come into contact with the vehicle stop member based on the degree of deviation between the acceleration estimated by the acceleration estimating means and the acceleration detected by the acceleration detecting means. According to the configuration of the first , second, and third aspects, it is determined whether or not the wheel is in contact with the vehicle stop member based on the degree of deviation between the acceleration estimated by the acceleration estimating means and the acceleration detected by the acceleration detecting means. Therefore, it is possible to accurately detect that the vehicle has come into contact with the vehicle stop member.

Further, according to the configuration of claims 1 , 2 , and 3 , in order to determine whether or not the vehicle has come into contact with the vehicle stop member, instead of detecting the longitudinal force acting on each wheel of the vehicle, The acceleration in the longitudinal direction of the vehicle is detected by the acceleration detection means. The sensor used for detecting the acceleration in the longitudinal direction of the vehicle by the acceleration detection means has a higher ratio of being mounted on the vehicle than the stress sensor for detecting the longitudinal force acting on each wheel of the vehicle. In many cases, it is not necessary to newly provide a sensor used for detecting the acceleration in the longitudinal direction of the vehicle by the acceleration detecting means. Therefore, the cost can be reduced compared to the case where the stress sensor is provided.

  The stress sensor needs to be provided on each wheel of the vehicle, but the sensor used for detecting acceleration in the longitudinal direction of the vehicle by the acceleration detecting means does not need to be provided on each wheel of the vehicle. Even in this respect, the cost can be reduced as compared with the case where the stress sensor is provided.

In the configuration of claim 1 , when the integrated value of the difference for the specified time sequentially calculated by the deviation degree calculating means is equal to or greater than the threshold value, it is determined that the vehicle has contacted the vehicle stop member, while the integrated value is equal to or greater than the threshold value. If it is not, it is not determined that the vehicle has come into contact with the vehicle stop member.

In the configuration in which it is determined whether or not the vehicle has come into contact with the vehicle stop member depending on whether or not the difference calculated by the deviation degree calculation means is equal to or greater than a threshold value, for example, instantaneously as when the vehicle passes over the unevenness of the road surface. Even when the difference is large, it may be erroneously determined that the vehicle stop member is touched. On the other hand, according to the configuration of the first aspect , since it is determined whether or not the vehicle has contacted the vehicle stop member according to whether or not the integrated value of the difference for the specified time is equal to or greater than the threshold value, In addition, it can be determined that the vehicle stop member is not touched only by increasing the difference. Therefore, it can be detected with higher accuracy that the wheel is in contact with the vehicle stop member.

According to the configuration of claim 4 , when the difference calculated by the deviation degree calculation means is not equal to or greater than the threshold value, it is not determined that the vehicle has contacted the vehicle stop member. Therefore, it is possible to prevent erroneous determination that the vehicle stop member has been touched based on the difference that is not. For example, it is possible to prevent erroneous determination that the vehicle stop member has been touched based on a relatively small difference calculated by the deviation degree calculation means when the vehicle passes over a pebble or the like on the road surface. .

According to the configuration of the fifth aspect , when the vehicle stop contact determination unit determines that the vehicle has contacted the vehicle stop member, at least one of the increase in the braking force and the decrease in the drive force of the vehicle is determined as the first braking / driving force. Since the control means performs, it becomes difficult for the vehicle to get over the vehicle stop member after contacting the vehicle stop member. Therefore, it is possible to prevent the vehicle from getting over the vehicle stop member.

According to the second aspect of the present invention, when the slip detection means detects that the vehicle has slipped, the vehicle stop contact determination means does not determine whether or not the vehicle has contacted the vehicle stop member. Even when the vehicle falls into a slip state, the absolute value of the acceleration estimated by the acceleration estimating means is smaller than when the braking force is applied by a driving operation. Therefore, when the vehicle falls into a slip state, it may be erroneously determined that the vehicle is in contact with the vehicle stop member even if the vehicle is not in contact with the vehicle stop member. However, according to the configuration of the second aspect , when the vehicle falls into a slip state, it is not determined whether or not the vehicle has come into contact with the vehicle stop member, so that the erroneous determination can be prevented.

  In the configuration of claim 6, when the traveling direction at the time of contact, which is the traveling direction when the vehicle contacts the vehicle stop member, is stored, and then it is detected that the vehicle has started traveling in the traveling direction at the time of contact. The third braking / driving force control means causes at least one of an increase in the braking force and a decrease in the driving force of the vehicle. Therefore, when the vehicle is started after being parked and stopped at the position where it comes into contact with the vehicle stop member, even if the vehicle is accidentally started in the direction of the vehicle stop member, an increase in the braking force or driving force of the vehicle is caused. It is possible to prevent the vehicle from getting over the vehicle stop member.

In the configuration of the third aspect , the post-contact travel distance is stored in the post-contact travel distance storage means until the vehicle starts traveling and stops in the direction opposite to the traveling direction when the vehicle contacts the vehicle stop member. Then, when the vehicle starts to travel in the traveling direction at the time of contact, the braking force of the vehicle increases and the driving force decreases before the travel distance after starting in the traveling direction at the contact reaches the travel distance after contact. The third braking / driving force control means performs at least one of them. Therefore, when the vehicle is started after being parked at a distance from the vehicle stop member after contacting the vehicle stop member, even if the vehicle is accidentally started in the direction of the vehicle stop member, the vehicle stop member Thus, before the vehicle reaches the vehicle, the braking force of the vehicle is increased or the driving force is decreased, so that the vehicle can be prevented from getting over the stop member.

In the configuration of claim 7 , in addition to the braking / driving force detected by the braking / driving force detecting means, the acceleration in the longitudinal direction of the vehicle according to the braking / driving force is accelerated based on the inclination detected by the inclination detecting means. The estimation means sequentially estimates. When the vehicle is tilted with respect to the horizontal plane, acceleration is also generated in the longitudinal direction of the vehicle according to the degree of tilt. According to the configuration of the seventh aspect, the acceleration estimating means sequentially estimates the longitudinal acceleration of the vehicle according to the braking / driving force generated by the driving operation based on the inclination detected by the inclination detecting means. It is possible to estimate an accurate acceleration considering the degree. If the acceleration can be estimated more accurately by the acceleration estimating means, the difference calculated by the difference calculating means becomes more accurate, and it becomes possible to detect the contact of the wheel with the vehicle stop member with higher accuracy.

According to the configuration of the eighth aspect , when the vehicle stop contact determination means determines that the vehicle has contacted the vehicle stop member, the presentation means presents that the vehicle has contacted the vehicle stop member. It becomes easier for the vehicle occupant to recognize the contact.

1 is a block diagram showing a schematic configuration of a driving support system 100. FIG. 4 is a flowchart illustrating an example of an operation flow in the driving support device 1. It is a flowchart which shows an example of the operation | movement flow of the vehicle stop contact determination process in the driving assistance device 1a. It is a figure which shows an example of the relationship between the braking / driving force which acts on a wheel, and the acceleration of the front-back direction of the own vehicle generate | occur | produced according to the braking / driving force. It is a figure which shows an example of the time waveform of various signals with the case where the own vehicle at the time of a forward stop contacts with a vehicle stop member, and the case where it stops only with the braking force by brake operation. It is a figure which shows an example of the time waveform of various signals with the case where the own vehicle at the time of reverse contact stops on a vehicle stop member, and the case where it stops only with the braking force by brake operation. It is a flowchart which shows an example of the operation | movement flow of a braking / driving force control process. It is a flowchart which shows an example of the operation | movement flow of the process at the time of forward parking. It is a flowchart which shows an example of the operation | movement flow of the process at the time of reverse parking. 2 is a block diagram showing a schematic configuration of a driving support system 200. FIG. It is a flowchart which shows another example of the operation | movement flow of the vehicle stop contact determination process in the driving assistance device 1a. (A) is a figure which shows an example of the time waveform of various signals when the own vehicle at the time of a reverse contact and stops at a vehicle stop member, (b) is various in the case of driving | running | working on the road surface with an unevenness | corrugation. It is a figure which shows an example of the time waveform of a signal.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing a schematic configuration of a driving support system 100 to which the present invention is applied. A driving support system 100 shown in FIG. 1 is mounted on a vehicle, and includes a driving support device 1, an engine ECU 2, a brake pressure sensor 3, an acceleration sensor 4, a wheel speed sensor 5, a brake ECU 6, a shift position sensor 7, and A presentation device 8 is included. In the present embodiment, the case where the present invention is applied to an internal combustion engine vehicle that uses only an internal combustion engine as a travel drive source will be described as an example. Note that a vehicle equipped with the driving support system 100 is hereinafter referred to as a host vehicle.

  The engine ECU 2 is composed mainly of a microcomputer including a CPU, ROM, RAM, backup RAM, and the like, and controls engine output by executing various control programs stored in the ROM based on input information. Various processes related to are executed. For example, the engine ECU 2 estimates the engine torque of the engine of the host vehicle by a known method based on the engine speed signal from the engine speed sensor and the throttle valve opening signal from the throttle opening sensor.

  The brake pressure sensor 3 is a sensor that detects a brake fluid pressure generated in a brake device (not shown) when a brake pedal is depressed by a driver of the host vehicle. In the brake device, the vehicle is decelerated by generating a braking force, for example, by pressing a disc pad against a disc rotor fixed to the wheel at a strength corresponding to the brake fluid pressure. Therefore, the deceleration generated in the host vehicle by the brake operation can be estimated from the brake fluid pressure when the driver of the host vehicle operates the brake pedal.

  The acceleration sensor 4 is a sensor that detects acceleration. In the present embodiment, the acceleration sensor 4 is, for example, a uniaxial acceleration sensor that detects acceleration in the vehicle front-rear direction (Y-axis), but it can even detect acceleration in the vehicle front-rear direction (Y-axis). In this case, a triaxial acceleration sensor that detects acceleration in the vehicle width direction (X axis), the vehicle longitudinal direction (Y axis), and the height direction (Z axis) may be used. Be good. The wheel speed sensor 5 is a sensor that detects the rotational speed of each rolling wheel.

  The brake ECU 6 is mainly composed of a microcomputer comprising a CPU, ROM, RAM, backup RAM, etc., and executes various control programs stored in the ROM based on input information to brake the host vehicle. Various processes related to are executed. For example, the brake ECU 6 detects a slip state such as idling or side slip of a wheel of the host vehicle based on sensor signals from the acceleration sensor 4 and the wheel speed sensor 5 and prevents slipping due to wheel locking. Antilock Brake System), TRC (Traction Control System) to prevent tire slipping during start / acceleration, ESC (Electronic Stability Control) to prevent skidding, etc. are controlled.

  The shift position sensor 7 is a sensor that detects each shift position (driving range) of the host vehicle. In this embodiment, the case where the present invention is applied to a vehicle adopting an automatic transmission (AT) will be described as an example. As the shift position, for example, a parking position “P”, a reverse position “R” ”, Neutral position“ N ”, and driving position“ D ”.

  The presentation device 8 presents that the host vehicle has come into contact with the vehicle stop member in accordance with an instruction from the driving support device 1. For example, the presentation device 8 makes a presentation by displaying a text or an icon indicating that the host vehicle is in contact with the vehicle stop member on the display, or a voice or warning sound indicating that the host vehicle is in contact with the vehicle stop member from a speaker. Present it by outputting it. Besides, the presentation may be performed by turning on the LED, or the presentation may be performed by vibrating a vibrator provided on the steering wheel or the seat.

  The driving support device 1 is mainly configured by a microcomputer including a CPU, ROM, RAM, backup RAM, and the like, and executes various control programs stored in the ROM based on input information. Execute the process. As shown in FIG. 1, the driving support device 1 includes a vehicle speed detection unit 11, an acceleration detection unit 12, a braking / driving force detection unit 13, an inclination detection unit 14, an acceleration estimation unit 15, an acceleration difference calculation unit 16, as functional blocks. A slip detection unit 17, a vehicle stop contact determination unit 18, a vehicle state determination unit 19, a travel distance measurement unit 20, a travel distance storage unit 21, and a braking / driving force control unit 22 are provided.

  Subsequently, an operation flow in the driving support apparatus 1 will be described with reference to FIG. FIG. 2 is a flowchart illustrating an example of an operation flow in the driving support device 1. This flow is started, for example, when the driving support device 1 is turned on, and once started, the following flow is repeated.

  First, in step S1, a vehicle stop contact determination process is performed, and the process proceeds to step S2. Here, the outline of the vehicle stop contact determination process will be described with reference to the flowchart of FIG. FIG. 3 is a flowchart illustrating an example of an operation flow of the vehicle stop contact determination process.

  In step S101, an information reading process is performed, and the process proceeds to step S102. In the information reading process, the sensor signals of the brake pressure sensor 3, the acceleration sensor 4, and the wheel speed sensor 5, the information on the engine torque estimated by the engine ECU 2, and the information on the slip state detected by the brake ECU 6 are read.

  In step S102, vehicle information is detected based on the sensor signal of each sensor read in the information reading process. The vehicle speed detector 11 detects the speed of the host vehicle (vehicle speed V) based on the sensor signal from the wheel speed sensor 5. Therefore, the vehicle speed detection unit 11 corresponds to the vehicle speed detection means in the claims. In addition, the vehicle speed detection part 11 is good also as a structure which detects the vehicle speed V of the own vehicle based on the sensor signal of the vehicle speed sensor which detects the rotational speed of an output shaft. The acceleration detector 12 detects the acceleration in the front-rear direction of the host vehicle based on the sensor signal from the acceleration sensor 4. Therefore, the acceleration detection part 12 is equivalent to the acceleration detection means of a claim. Hereinafter, the longitudinal acceleration of the host vehicle detected by the acceleration detection unit 12 is referred to as measured acceleration.

  In step S102, the braking / driving force detection unit 13 performs a braking / driving force detection process, and proceeds to step S103. In the braking / driving force detection process, the braking force is detected by calculating the braking force based on the brake fluid pressure detected by the brake pressure sensor 3, and the driving force is calculated based on the value of the engine torque obtained from the engine ECU 2. The driving force is detected by calculation. Therefore, the braking / driving force detecting unit 13 corresponds to the braking / driving force detecting means in the claims.

  For example, the braking force may be configured to calculate the braking force to be applied to the wheel by using the wear coefficient of the disk pad in addition to the brake fluid pressure detected by the brake pressure sensor 3. Regarding the driving force, the driving force applied to the wheels may be calculated using the gear ratio between the transmission gear and the final gear in addition to the value of the engine torque obtained from the engine ECU 2.

  In the braking / driving force detection process, when both the braking force and the driving force are detected, it is only necessary to detect a force corresponding to the amount exceeding the force as the braking / driving force. Specifically, when the braking force exceeds the driving force, the braking force corresponding to the excess is detected, and when the driving force exceeds the braking force, the driving force corresponding to the excess is detected. do it. That is, the resultant force of the braking force and the driving force is detected as a braking / driving force.

  In the present embodiment, the configuration is shown in which the braking force applied to the wheel is detected based on the brake fluid pressure, and the driving force applied to the wheel is detected based on the value of the engine torque. Not exclusively. For example, as long as the braking / driving force generated by the driving operation of the host vehicle can be detected, other values such as the depression amount of the brake pedal and the throttle opening may be used.

  In step S103, the inclination detection unit 14 performs an inclination detection process, and proceeds to step S104. In the inclination detection process, the difference between the vehicle longitudinal direction acceleration obtained by differentiating the vehicle speed V detected by the vehicle speed detection unit 11 and the measured acceleration detected by the acceleration detection unit 12 is used to detect the horizontal plane in the same manner as in a known technique. The inclination of the axis in the front-rear direction of the host vehicle is detected. Therefore, the inclination detecting unit 14 corresponds to the inclination detecting means in the claims.

  In addition, the inclination detection unit 14 is based on the sensor signal of an inclination sensor other than one that uses acceleration, such as an inclination sensor that captures a change in capacitance accompanying the inclination of the enclosed liquid as an angle change. It is good also as a structure which detects the inclination of the axis | shaft of the front-back direction of the own vehicle.

  In step S104, the acceleration estimation part 15 performs an acceleration estimation process, and moves to step S105. In the acceleration estimation process, the longitudinal acceleration of the host vehicle according to the braking / driving force is estimated based on the braking / driving force detected by the braking / driving force detection process and the inclination detected by the inclination detection process. Therefore, the acceleration estimation part 15 is equivalent to the acceleration estimation means of a claim. Hereinafter, the longitudinal acceleration of the host vehicle estimated by the acceleration estimation process is referred to as an estimated acceleration.

  Specifically, based on the proportional relationship between the braking / driving force acting on the wheels as shown in FIG. 4 and the acceleration in the longitudinal direction of the host vehicle generated according to the braking / driving force, the longitudinal axis of the host vehicle is a horizontal plane. The acceleration in the front-rear direction of the host vehicle when the vehicle is not inclined with respect to the vehicle (hereinafter, acceleration before correction) is estimated. The relationship between the braking / driving force and acceleration described above may be previously correlated by experiment, or calculated in advance in consideration of the tire radius, vehicle weight, average road resistance, and the like. Also good.

  In the acceleration estimation process, the longitudinal acceleration of the host vehicle caused by the inclination of the longitudinal axis of the host vehicle is calculated in the same manner as in a known technique, and the calculated acceleration is added to the pre-correction acceleration. Get. For example, when the acceleration in the front-rear direction of the host vehicle generated by the inclination is a positive value, such as when the host vehicle is tilted forward, the absolute value of the acceleration in the front-rear direction of the host vehicle generated by the tilt is obtained. Is added to the acceleration before correction. On the other hand, when the acceleration in the front-rear direction of the host vehicle caused by the inclination becomes a negative value as in the case where the host vehicle is tilted backward, the absolute value of the acceleration in the front-rear direction of the host vehicle generated by the tilt is obtained. Is subtracted from the pre-correction acceleration.

  In step S105, the acceleration difference calculation unit 16 performs a difference calculation process, and proceeds to step S106. In the difference calculation process, an acceleration difference da between the measured acceleration and the estimated acceleration is calculated by subtracting the estimated acceleration from the measured acceleration. Therefore, the acceleration difference calculation unit 16 corresponds to the divergence degree calculation means in the claims.

  In step S106, the vehicle stop contact determination unit 18 determines whether or not the host vehicle is in a slip state. The vehicle stop contact determination unit 18 determines whether or not the slip detection unit 17 has detected that the host vehicle has slipped. The slip detection part 17 shall detect that the own vehicle fell into a slip state, when the information of the slip state detected by brake ECU6 was read by step S101. Therefore, the slip detection part 17 is equivalent to the slip detection means of a claim.

  If it is determined that the vehicle is slipping (YES in step S106), the process returns to step S101 to repeat the flow. If it is not determined that the vehicle is slipping (NO in step S106), the process proceeds to step S107.

  In step S107, the vehicle stop contact determination unit 18 determines whether or not the vehicle speed V is greater than 0 based on the vehicle speed V detected by the vehicle speed detection unit 11. If it is determined that the vehicle speed V is greater than 0 (YES in step S107), the process proceeds to step S108 assuming that the host vehicle is moving forward. If it is not determined that the vehicle speed V is greater than 0 (NO in step S107), the process proceeds to step S110. Here, the vehicle speed V = 0 refers to a speed below the detection limit of the wheel speed sensor 5, and is within a range in which the vehicle speed V can be substantially zero, such as 5 km / h to -5 km / h. It is assumed to be speed.

In step S108, the _vehicle stop contact determination unit 18 determines whether or not the acceleration difference da calculated in the difference calculation process is smaller than the threshold value _amin1 . When it is determined that the acceleration difference da is smaller than the threshold value a _min1 (YES in step S108), the _{process proceeds} to step S109. If it is not determined that the acceleration difference da is smaller than the threshold value a _min1 (NO in step S108), the process returns to step S101 and the flow is repeated.

The threshold value a _{min1 mentioned} here is, for example, a negative value, which is larger than the acceleration difference da when the wheel of the _host vehicle comes into contact with the vehicle stop member, but is smaller than the vehicle stop member. It is assumed that it is an arbitrary value set so as to be smaller than the acceleration difference da when the wheel of the host vehicle comes into contact.

  In step S109, the vehicle stop contact determination unit 18 determines that the host vehicle has come into contact with the vehicle stop member in a forward direction, and the process proceeds to step S2. Therefore, the vehicle stop contact determination unit 18 corresponds to the vehicle stop contact determination means in the claims.

Here, with reference to FIG. 5, the difference between the case where the host vehicle at the time of forward movement stops by contacting the vehicle stop member and the case where the own vehicle stops only by the braking force by the brake operation will be described. FIG. 5 is a diagram illustrating examples of time waveforms of various signals when the host vehicle is stopped in contact with the vehicle stop member when the vehicle is moving forward and when the vehicle is stopped only by the braking force generated by the brake operation. FIG. 5 shows a time waveform of a signal of vehicle speed V, braking / driving force, estimated acceleration, measured acceleration, acceleration difference da, threshold value a _min1, and a determination flag indicating that the vehicle stop member has been touched. In the example shown by the graph in FIG. 5B, the description will be made assuming that the brake operation has not been performed.

  When the host vehicle at the time of advance stops only by the braking force by the brake operation, external factors other than the braking force by the brake operation do not affect the acceleration of the host vehicle, and therefore, the graph of FIG. As described above, the estimated acceleration and the measured acceleration decrease at the same rate until the vehicle speed V of the host vehicle is changed from a positive value to zero. Therefore, the acceleration difference da is a small value close to 0 although it depends on the estimation accuracy of the acceleration estimation process.

On the other hand, when the host vehicle at the time of the forward stop comes into contact with the vehicle stop member and the braking operation has not been performed, the estimated acceleration is 0 and only the measured acceleration changes. Deviation from acceleration occurs. Specifically, as shown in the graph of FIG. 5B, the acceleration difference da having a negative value smaller than the threshold value a _min1 before and after the _host vehicle comes into contact with the vehicle stop member and stops at a vehicle speed V of 0. Will occur. And it determines with the own vehicle at the time of advance contacting the vehicle stop member at the timing when the acceleration difference da smaller than threshold value _amin1 was obtained, and _raises a determination flag. Therefore, according to the above configuration, it is possible to accurately detect that the host vehicle at the time of forward movement has contacted the vehicle stop member.

  Returning to FIG. 3, in step S <b> 110, the vehicle stop contact determination unit 18 determines whether or not the vehicle speed V is less than 0 based on the vehicle speed V detected by the vehicle speed detection unit 11. If it is determined that the vehicle speed V is lower than 0 (YES in step S110), the process proceeds to step S111 assuming that the host vehicle is moving backward. If it is not determined that the vehicle speed V is lower than 0 (NO in step S110), the flow returns to step S101 and the flow is repeated assuming that the host vehicle is stopped.

  Whether the host vehicle is in contact with the vehicle stop member or not is not determined when the vehicle speed V is 0. When the vehicle speed V is 0, the braking / driving force applied to the wheels and the braking / driving force generated according to the braking / driving force are determined. This is because a proportional relationship with the longitudinal acceleration of the vehicle does not hold, and therefore accurate estimated acceleration cannot be obtained.

In step S111, the _vehicle stop contact determination unit 18 determines whether or not the acceleration difference da calculated in the difference calculation process is larger than the threshold value _amax1 . If it is determined that the acceleration difference da is greater than the threshold value a _max1 (YES in step S111), the process _proceeds to step S112. On the other hand, if it is not determined that the acceleration difference da is larger than the threshold value a _max1 (NO in step S111), the process returns to step S101 and the flow is repeated.

The threshold value a _max1 here is a positive value, for example, which is smaller than the acceleration difference da when the wheel of the host vehicle comes into contact with the vehicle stop member, but is smaller than the vehicle stop member. It is assumed that the value is an arbitrary value set to be larger than the acceleration difference da when the wheel of the host vehicle comes into contact.

  In step S112, the vehicle stop contact determination unit 18 determines that the host vehicle has come back and contacted the vehicle stop member, and the process proceeds to step S2.

Here, with reference to FIG. 6, the difference between the case where the host vehicle at the time of reversing comes into contact with the vehicle stop member and stops and the case where the vehicle stops only with the braking force by the brake operation will be described. FIGS. 6A and 6B are diagrams illustrating examples of time waveforms of various signals when the host vehicle at the time of reversing is stopped in contact with the vehicle stop member and when the vehicle is stopped only by the braking force by the brake operation. FIG. 6 shows a time waveform of a signal of vehicle speed V, braking / driving force, estimated acceleration, measured acceleration, acceleration difference da, threshold value _amax1, and a determination flag indicating that the vehicle stop member has been touched. In the example shown by the graph in FIG. 6D, the description will be made assuming that the brake operation has not been performed.

  When the host vehicle at the time of reverse is stopped only by the braking force by the brake operation, external factors other than the braking force by the brake operation do not affect the acceleration of the host vehicle, and therefore, the graph of FIG. Thus, the estimated acceleration and the measured acceleration increase at the same rate until the vehicle speed V of the host vehicle changes from a negative value to zero. Therefore, the acceleration difference da is a small value close to 0 although it depends on the estimation accuracy of the acceleration estimation process.

On the other hand, when the host vehicle at the time of reverse comes into contact with the vehicle stop member and stops, since the braking operation has not been performed, the estimated acceleration is 0, and only the measured acceleration changes. Deviation from acceleration occurs. Specifically, as shown in the graph of FIG. 6D, the acceleration difference da having a positive value larger than the threshold value a _max1 before and after the _host vehicle comes into contact with the vehicle stop member and stops at a vehicle speed V of 0. Will occur. Then, at the timing when the acceleration difference da greater than the threshold value a _max1 is obtained, it is determined that the host vehicle has come into contact with the vehicle stop member at the time of reverse, and a determination flag is set. Therefore, according to the above configuration, it is possible to accurately detect that the host vehicle at the time of reversing has come into contact with the vehicle stop member.

  Returning to FIG. 2, in step S2, a braking / driving force control process is performed, and the process proceeds to step S3. Here, an outline of the braking / driving force control process will be described using the flowchart of FIG. FIG. 7 is a flowchart illustrating an example of an operation flow of the braking / driving force control process.

  In step S201, the braking / driving force control unit 22 performs a driving force reduction control process, and proceeds to step S202. In the driving force reduction control process, for example, the driving force of the host vehicle is reduced by giving a command to cause the engine ECU 2 to perform control for reducing the engine torque.

  In step S202, the braking / driving force control unit 22 performs a braking force increase control process, and proceeds to step S3. In the braking force increase control process, for example, the braking force of the host vehicle is increased by instructing the brake ECU 6 to perform control to increase the brake fluid pressure. Therefore, the braking / driving force control unit 22 corresponds to the first braking / driving force control means in the claims.

  In the present embodiment, the configuration in which the braking force increase control process is performed after the driving force decrease control process is performed has been described, but the present invention is not necessarily limited thereto. For example, the driving force decrease control process may be performed after the braking force increase control process is performed, the driving force decrease control process and the braking force increase control process may be performed simultaneously, or the driving force decrease control process. Alternatively, only one of the braking force increase control process may be performed.

  According to the above configuration, when it is determined in the vehicle stop contact determination process that the host vehicle has come into contact with the vehicle stop member, the braking force of the host vehicle is increased or the driving force is decreased to make it difficult to get over the vehicle stop member. It is possible to prevent the vehicle from getting over the stop member.

  Returning to FIG. 2, in step S <b> 3, the car stop contact determination unit 18 performs a presentation process and proceeds to step S <b> 4. In the presentation process, the vehicle stop contact determination unit 18 instructs the presentation device 8 to present that the host vehicle has contacted the vehicle stop member as described above. Therefore, the vehicle stop contact determination unit 18 corresponds to the presenting means in the claims.

  In step S4, if the vehicle stop contact determination unit 18 determines that the host vehicle has come into contact with the vehicle stop member in a forward direction, the vehicle stop member is assumed to be present ahead (YES in step S4), and the process proceeds to step S5. If the vehicle stop contact determination unit 18 determines that the host vehicle has moved backward and has contacted the vehicle stop member (NO in step S4), the process proceeds to step S10.

  In step S5, the forward parking process is performed, and the process proceeds to step S6. Here, the outline of the forward parking process will be described with reference to the flowchart of FIG. FIG. 8 is a flowchart illustrating an example of an operation flow of forward parking processing.

  In step S501, the vehicle state determination unit 19 determines whether or not the host vehicle has started to reverse. Therefore, the vehicle state determination unit 19 corresponds to a traveling state determination unit and a traveling direction determination unit. The vehicle state determination unit 19 is a signal indicating the shift position “R” from the shift position sensor 7 within a predetermined time after the vehicle stop contact determination unit 18 determines that the host vehicle has moved backward and has contacted the vehicle stop member, for example. Is input to the driving support device 1, it is determined that the host vehicle has started to reverse. The predetermined time mentioned here is a time of about several seconds, and is a value that can be arbitrarily set.

  If the vehicle state determination unit 19 determines that the host vehicle has started to reverse (YES in step S501), the process proceeds to step S502. Further, when the vehicle state determination unit 19 does not determine that the host vehicle has started to reverse (NO in step S501), the process proceeds to step S6. Therefore, the vehicle state determination unit 19 corresponds to the after-contact traveling detection means.

  In step S502, the travel distance measuring unit 20 starts measuring the travel distance X1 of the host vehicle, and proceeds to step S503. Therefore, the travel distance measuring unit 20 corresponds to the travel distance measuring means in the claims. For example, the travel distance of the host vehicle may be measured by integrating the vehicle speed V detected by the vehicle speed detection unit 11 or may include information on the position of the host vehicle that is sequentially obtained by a GPS receiver (not shown). It is good also as a structure measured based on this, and it is good also as a structure measured based on the radius of the wheel of the own vehicle, and the rotation speed of the wheel detected by the wheel speed sensor 5.

  In step S503, the vehicle state determination unit 19 determines whether the host vehicle is parked. The vehicle state determination unit 19 determines that the host vehicle is parked, for example, when a signal indicating that the shift position is “P” is input from the shift position sensor 7 to the driving support device 1. In addition, it is good also as a structure which determines with the own vehicle having parked when the signal which shows that it is shift position "N", or the signal which shows that a parking brake is an operation state is input into the driving assistance apparatus 1. FIG.

  If the vehicle state determination unit 19 determines that the host vehicle is parked (YES in step S503), the process proceeds to step S504. If the vehicle state determination unit 19 does not determine that the host vehicle is parked (NO in step S503), the flow in step S503 is repeated.

  In step S504, the measurement of the travel distance X1 in the travel distance measuring unit 20 is terminated, and the process proceeds to step S505. In step S505, the travel distance storage unit 21 stores the travel distance X1 measured by the travel distance measurement unit 20, that is, the travel distance X1 from when the own vehicle that has contacted the vehicle stop member in the forward direction starts to reverse and parks. Or the like, and the process proceeds to step S6. Therefore, the travel distance X1 corresponds to the travel distance after contact in claims, and the travel distance storage unit 21 corresponds to the travel distance storage means after contact in the claims.

  In step S505, when the travel distance X1 exceeds a predetermined distance, the travel distance storage unit 21 may not store the travel distance X1 in the nonvolatile memory, and may return to step S1 and repeat the flow. . The predetermined distance mentioned here is a distance that can be taken when the own vehicle that has come into contact with the vehicle stop member parks in the parking area where the vehicle stop member is provided, and may be about 1 m, for example. .

  In step S6, when the ignition switch of the host vehicle is turned off (IG off) (YES in step S6), the process proceeds to step S7. If the ignition switch of the host vehicle is not turned off (NO in step S6), the flow of step S6 is repeated.

  In step S7, when the ignition switch of the host vehicle is turned on (IG on) (YES in step S7), the process proceeds to step S8. If the ignition switch of the host vehicle is not turned on (NO in step S7), the flow of step S7 is repeated. Note that the driving support device 1 is configured to be able to obtain electric power from the main battery or the backup battery of the own vehicle even while the ignition switch of the own vehicle is off.

  In step S8, the vehicle state determination part 19 determines whether the own vehicle starts. For example, the vehicle state determination unit 19 determines that the host vehicle starts when a signal indicating that the shift position is “D” or “R” is input from the shift position sensor 7. And when it determines with the own vehicle starting (it is YES at step S8), it moves to step S9. When it is not determined that the host vehicle starts (NO in step S8), the flow in step S8 is repeated.

  In step S9, the vehicle state determination part 19 determines whether the own vehicle starts ahead. For example, when a signal indicating that the shift position is “D” is input from the shift position sensor 7, the vehicle state determination unit 19 determines that the host vehicle starts to move forward, and the shift position is “R”. In the case where a signal indicating that the vehicle has been input, it is not determined that the host vehicle starts moving forward. And when it determines with the own vehicle starting ahead (it is YES at step S9), it moves to step S15. If it is not determined that the host vehicle starts forward (NO in step S9), the process returns to step S1 and the flow is repeated.

  In step S10, the process at the time of reverse parking is performed and it moves to step S11. Here, the outline of the reverse parking process will be described with reference to the flowchart of FIG. FIG. 9 is a flowchart illustrating an example of an operation flow of the reverse parking process.

  In step S1001, the vehicle state determination unit 19 determines whether or not the host vehicle has started moving forward. The vehicle state determination unit 19 is a signal indicating that the vehicle is in the shift position “D” from the shift position sensor 7 within a predetermined time after the vehicle stop contact determination unit 18 determines that the host vehicle has contacted the vehicle stop member in a forward direction, for example. Is input to the driving support device 1, it is determined that the host vehicle has started moving forward. The predetermined time mentioned here is a time of about several seconds, and is a value that can be arbitrarily set.

  If the vehicle state determination unit 19 determines that the host vehicle has started moving forward (YES in step S1001), the process proceeds to step S1002. If the vehicle state determination unit 19 does not determine that the host vehicle has started moving forward (NO in step S1001), the process proceeds to step S11.

  In steps S1002 to S1004, processing similar to that in steps S502 to S504 is performed. In step S1005, the travel distance storage unit 21 stores the travel distance X1 measured by the travel distance measurement unit 20, that is, the travel distance X1 from when the host vehicle that has come in contact with the vehicle stop member in the reverse direction starts to advance and parks. Or the like, and the process proceeds to step S11.

  Also in step S1005, as described above with respect to step S505, when the travel distance X1 exceeds a predetermined distance, the travel distance storage unit 21 does not store the travel distance X1 in the nonvolatile memory, and step S1. It is good also as a structure which returns to and repeats a flow.

  In step S11, when the ignition switch of the host vehicle is turned off (IG off) (YES in step S11), the process proceeds to step S12. If the ignition switch of the host vehicle is not turned off (NO in step S11), the flow of step S11 is repeated.

  In step S12, when the ignition switch of the host vehicle is turned on (IG on) (YES in step S12), the process proceeds to step S13. If the ignition switch of the host vehicle is not turned on (NO in step S12), the flow of step S12 is repeated.

  In step S13, the vehicle state determination part 19 determines whether the own vehicle starts. For example, the vehicle state determination unit 19 determines that the host vehicle starts when a signal indicating that the shift position is “D” or “R” is input from the shift position sensor 7. And when it determines with the own vehicle starting (it is YES at step S13), it moves to step S14. When it is not determined that the host vehicle starts (NO in step S13), the flow in step S13 is repeated. The vehicle state determination unit 19 corresponds to the post-storage travel detection means in the claims.

  In step S14, the vehicle state determination unit 19 determines whether or not the host vehicle starts backward. For example, when a signal indicating that the shift position is “R” is input from the shift position sensor 7, the vehicle state determination unit 19 determines that the host vehicle starts to move backward, and the shift position is “D”. It is assumed that the vehicle does not determine that the vehicle is to start backward when a signal indicating is input. And when it determines with the own vehicle starting to back (it is YES at step S14), it moves to step S15. If it is not determined that the host vehicle starts to move backward (NO in step S14), the process returns to step S1 and the flow is repeated.

  In step S15, when the travel distance X1 has been stored in the nonvolatile memory by the travel distance storage unit 21 (YES in step S15), the process proceeds to step S16. Further, when the travel distance X1 has not been stored in the nonvolatile memory by the travel distance storage unit 21 (NO in step S15), the process proceeds to step S18.

  In step S16, the travel distance measuring unit 20 starts measuring the travel distance X2 of the host vehicle, and proceeds to step S17. Therefore, the travel distance X2 corresponds to the travel distance after starting in the claims. In step S17, the braking / driving force control unit 22 starts the braking / driving force control process in front of the travel distance X2 measured by the travel distance measurement unit 20, the travel distance X1 stored in the nonvolatile memory, and the vehicle stop member. Whether or not the travel distance X2 exceeds the distance obtained by subtracting the distance X0 from the travel distance X1 is determined based on the distance X0 set in advance as the distance to be transmitted. The distance X0 is a value that can be arbitrarily set, and may be, for example, about several tens of centimeters.

  If it is determined that travel distance X2> travel distance X1−distance X0 (YES in step S17), the process proceeds to step S18. If it is not determined that the travel distance X2> the travel distance X1−the distance X0 (NO in step S17), the flow of step S17 is repeated.

  In step S18, the braking / driving force control process is performed in the same manner as in step S2, and the flow returns to step S1 to repeat the flow. For example, when it is determined in step S17 that the travel distance X2> the travel distance X1-the distance X0 and the braking / driving force control process is performed, the distance between the host vehicle and the vehicle stop member when starting in the direction of the vehicle stop member after parking is performed. Since the braking force of the host vehicle is increased and the driving force is decreased before the vehicle reaches the distance X0, it is possible to more reliably prevent the host vehicle from getting over the vehicle stop member.

  On the other hand, when the braking / driving force control process is performed in a state where the travel distance X1 is not already stored in the nonvolatile memory, that is, when the vehicle is parked as it is when it comes into contact with the vehicle stop member, the vehicle travels toward the vehicle stop member after parking. When starting, the braking force of the host vehicle is increased or the driving force is decreased, so that the host vehicle can be prevented from getting over the vehicle stop member. Therefore, the braking / driving force control unit 22 corresponds to the second braking / driving force control means and the third braking / driving force control means.

  Further, when the host vehicle falls into a slip state, there is a possibility that it may be erroneously determined that the host vehicle is in contact with the vehicle stop member even if the host vehicle is not in contact with the vehicle stop member. According to this configuration, when the host vehicle falls into a slip state, it is not determined whether or not the host vehicle has come into contact with the vehicle stop member, so that the erroneous determination can be prevented.

  As mentioned above, although embodiment of this invention was described, this invention is not limited to the above-mentioned embodiment, The following embodiment is also contained in the technical scope of this invention. Hereinafter, the next embodiment will be described with reference to the drawings. FIG. 10 is a diagram showing a schematic configuration of a driving support system 200 to which the present invention is applied. For convenience of explanation, members having the same functions as those shown in the drawings used in the description of the above-described embodiment are denoted by the same reference numerals, and description thereof is omitted.

  The driving support system 200 shown in FIG. 10 has the same configuration as that of the driving support system 100 except that the driving support device 1a is included instead of the driving support device 1. The driving support device 1a has the same configuration as that of the driving support device 1 except that it includes the acceleration difference integrated value calculation unit 23. The operation flow in the driving support device 1a is also the operation of the vehicle stop contact determination process. It is the same as the driving support device 1 except that the flow is partially different.

  Here, the outline of the vehicle stop contact determination process in the driving support device 1a will be described with reference to FIG. FIG. 11 is a flowchart illustrating an example of an operation flow of the vehicle stop contact determination process in the driving support device 1a.

  Steps S1101 to S1105 perform the same processing as steps S101 to S105. In step S1106, the acceleration difference integrated value calculation unit 23 performs a difference integrated value calculation process, and proceeds to step S1107. In the difference integrated value calculation process, the acceleration difference da for the past specified time is integrated to calculate the acceleration difference integrated value Σda. Therefore, the acceleration difference integrated value calculation unit 23 corresponds to the difference integrating means in the claims. The prescribed time here is a time that can be arbitrarily set.

  In step S1107, similarly to step S106, the vehicle stop contact determination unit 18 determines whether or not the host vehicle is slipping. If it is determined that the vehicle is slipping (YES in step S1107), the flow returns to step S1101 to repeat the flow. If it is not determined that the vehicle is slipping (NO in step S1107), the process advances to step S1108.

  In step S1108, as in step S107, the vehicle stop contact determination unit 18 determines whether or not the vehicle speed V is greater than zero. If it is determined that the vehicle speed V is greater than 0 (YES in step S1108), the process proceeds to step S1109 assuming that the host vehicle is moving forward. If it is not determined that the vehicle speed V is greater than 0 (NO in step S1108), the process proceeds to step S1111.

In step S1109, the vehicle stop contact determination unit 18 determines whether or not the acceleration difference integrated value Σda calculated by the difference integrated value calculation process is smaller than the threshold value a _min2 . When it is determined that the acceleration difference da is smaller than the threshold value a _min2 (YES in step S1109), the process proceeds to step S1110. If it is not determined that the acceleration difference integrated value Σda is smaller than the threshold value a _min2 (NO in step S1109), the process returns to step S1101 and the flow is repeated.

Here, the threshold value a _min2 is, for example, a negative value, which is larger than the acceleration difference integrated value Σda when the wheel of the host vehicle comes into contact with the vehicle stop member, but has a smaller step than the vehicle stop member. It is assumed that the value is an arbitrary value set so as to be smaller than the acceleration difference integrated value Σda when the wheel of the host vehicle passes above.

  In step S1110, the vehicle stop contact determination unit 18 determines that the host vehicle has come forward and has come into contact with the vehicle stop member, and the process proceeds to step S2.

  In step S1111, the vehicle stop contact determination unit 18 determines whether or not the vehicle speed V is smaller than 0, as in step S110. If it is determined that the vehicle speed V is lower than 0 (YES in step S1111), the process proceeds to step S1112 assuming that the host vehicle is moving backward. If it is not determined that the vehicle speed V is lower than 0 (NO in step S1111), the flow returns to step S1101 assuming that the host vehicle is stopped and the flow is repeated.

In step S1112, whether the acceleration difference sum Σda calculated by the difference integration value calculation processing is greater than the threshold value a _max2 bollard contact determination unit 18 determines. If it is determined that the acceleration difference integrated value Σda is larger than the threshold value a _max2 (YES in step S1112), the process proceeds to step S1113. Further, when the acceleration difference sum Σda is not determined to be greater than the threshold value _{a max2} (NO in step S1112), the procedure returns to S S1101.

The threshold value a _max2 here is, for example, a positive value, which is smaller than the acceleration difference integrated value Σda when the wheel of the host vehicle comes into contact with the vehicle stop member, but has a smaller step than the vehicle stop member. It is assumed that the value is an arbitrary value set so as to be larger than the acceleration difference integrated value Σda when the wheel of the host vehicle passes above.

  In step S1113, the vehicle stop contact determination unit 18 determines that the host vehicle has come back and contacted the vehicle stop member, and the process proceeds to step S2.

Here, using FIG. 12A and FIG. 12B, the acceleration difference integrated value Σda between the case where the host vehicle when moving backward comes into contact with the vehicle stop member and the vehicle travels on a road with unevenness is calculated. Explain the difference. FIG. 12 (a) is a diagram showing an example of time waveforms of various signals when the host vehicle at the time of reversing comes into contact with the vehicle stop member and stops, and FIG. 12 (b) shows an uneven road surface. It is a figure which shows an example of the time waveform of the various signals at the time of drive | working. 12A and 12B, the vehicle speed V, the braking / driving force, the estimated acceleration, the measured acceleration, the acceleration difference da, the time difference waveform of the acceleration difference integrated value Σda, the threshold value a _min2, and the vehicle stop member are in contact with each other. This indicates a determination flag. In the example shown in FIGS. 12A and 12B, the description will be made assuming that the brake operation is not performed.

  When the host vehicle comes into contact with the vehicle stop member and stops, the change in measured acceleration continues until a certain time after the vehicle comes into contact with the vehicle stop member. It lasts longer than when passing through uneven road surfaces. Therefore, the acceleration difference integrated value Σda when the host vehicle shown in FIG. 12 (a) contacts the vehicle stop member is more than the acceleration difference integrated value Σda when passing through the road surface unevenness shown in FIG. 12 (b). growing.

In the present embodiment, as described above, the acceleration difference integrated value Σda when passing through the road surface unevenness is larger than the acceleration difference integrated value Σda when the host vehicle is in contact with the vehicle stop member. The threshold value a _max2 is set. Therefore, if the acceleration difference integrated value Σda larger than the threshold value a _max2 is not obtained, the determination flag that the host vehicle has come into contact with the vehicle stop member at the time of reverse is not set. Therefore, according to the above configuration, it is possible not to determine that the vehicle stop member is touched only by instantaneously increasing the acceleration difference da, and it is possible to more accurately detect that the host vehicle is in contact with the vehicle stop member. be able to.

  In the above-described embodiment, the configuration in which whether the vehicle speed V is positive or negative is detected by the vehicle speed detection unit 11 based on the sensor signal of the wheel speed sensor 5 is not necessarily limited thereto. For example, when the vehicle speed detection unit 11 cannot detect whether the vehicle speed V is positive or negative only by the sensor signal of the wheel speed sensor 5, the vehicle speed V is positive or negative based on the sensor signal from the shift position sensor 7. It is good also as a structure which detects this. Specifically, when a signal indicating the shift position “R” has been input, it is detected as negative, and when a signal indicating the shift position “D” is input. What is necessary is just to detect that it is positive.

  In the above-described embodiment, the configuration in which the measured acceleration is detected by the acceleration detection unit 12 based on the sensor signal of the acceleration sensor 4 has been described, but the configuration is not necessarily limited thereto. For example, a differential value of the vehicle speed detected by the vehicle speed detection unit 11 may be calculated by the acceleration detection unit 12 to detect the measured acceleration.

  In the above-described embodiment, it is determined whether or not the vehicle has contacted the vehicle stop member based on the degree of deviation between the measured acceleration detected by the acceleration detection unit 12 and the estimated acceleration estimated by the acceleration estimation unit 15. As an example, although the configuration for determining whether or not the vehicle has contacted the vehicle stop member using the difference between the actually measured acceleration detected by the acceleration detecting unit 12 and the estimated acceleration estimated by the acceleration estimating unit 15 is shown, Not limited to this. For example, it may be configured to determine whether or not the vehicle has come into contact with the vehicle stop member using a ratio between the measured acceleration detected by the acceleration detection unit 12 and the estimated acceleration estimated by the acceleration estimation unit 15.

  In the above-described embodiment, the case where the present invention is applied to an internal combustion engine vehicle that uses only an internal combustion engine as a travel drive source has been described as an example, but the present invention is not necessarily limited thereto. For example, the present invention may be applied to a hybrid vehicle or an electric vehicle that uses a motor as a travel drive source.

  In this case, the motor torque may be used instead of the engine torque. Further, the traveling direction of the host vehicle is detected not from the sensor signal of the shift position sensor 7 but from the rotational direction of the motor, the actual acceleration is detected from the differential value of the rotational speed of the motor, or the travel distance is determined from the rotational speed of the motor. Or may be measured from the integral value of.

  The present invention is not limited to the above-described embodiments, and various modifications can be made within the scope of the claims, and the technical means disclosed in different embodiments can be appropriately combined. Such embodiments are also included in the technical scope of the present invention.

1.1a Driving support device, 2 engine ECU, 3 brake pressure sensor, 4 acceleration sensor, 5 wheel speed sensor, 6 brake ECU, 7 shift position sensor, 8 presentation device, 11 vehicle speed detection unit (vehicle speed detection means), 12 acceleration Detection unit (acceleration detection unit), 13 Braking / driving force detection unit (braking / driving force detection unit), 14 Inclination degree detection unit (tilt detection unit), 15 Acceleration estimation unit (acceleration estimation unit), 16 Acceleration difference calculation unit (deviation) Degree calculation means), 17 slip detection section (slip detection means), 18 vehicle stop contact determination section (vehicle stop contact determination means, presentation means), 19 vehicle state determination section (travel state determination means, travel direction determination means, travel detection after contact) Means, travel detection means after storage), 20 travel distance measurement section (travel distance measurement means), 21 travel distance storage section (travel distance storage after touch) ), 22 braking / driving force control section (first braking / driving force control means, second braking / driving force control means, third braking / driving force control means), 23 acceleration difference integrated value calculating section (difference integrating means), 100/200 Driving support system

Claims (8)

A driving support device mounted on a vehicle,
Braking / driving force detecting means for sequentially detecting braking / driving force which is a resultant force of the braking force and the driving force generated by the driving operation of the vehicle;
Acceleration detecting means for sequentially detecting the acceleration in the longitudinal direction of the vehicle;
Based on the braking / driving force detected by the braking / driving force detecting means, acceleration estimating means for sequentially estimating the longitudinal acceleration of the vehicle according to the braking / driving force;
A deviation degree calculating means for sequentially calculating the degree of deviation between the acceleration detected by the acceleration detecting means and the acceleration estimated by the acceleration estimating means;
Vehicle stop contact determination means for determining whether or not the vehicle has contacted the vehicle stop member based on the degree of deviation calculated by the deviation degree calculation means ;
The deviation degree calculating means sequentially calculates a difference between the acceleration detected by the acceleration detecting means and the acceleration estimated by the acceleration estimating means,
A difference integration unit that integrates the difference for the specified time sequentially calculated by the deviation degree calculation unit;
The vehicle stop contact determining means determines that the vehicle has come into contact with the vehicle stop member when the integrated value of the difference integrated by the difference integrating means is greater than or equal to a threshold value, while the integrated value of the difference integrated by the difference integrating means The driving support device according to claim 1 , wherein when the vehicle is not equal to or greater than a threshold value, it is not determined that the vehicle is in contact with the vehicle stop member . A driving support device mounted on a vehicle,
Braking / driving force detecting means for sequentially detecting braking / driving force which is a resultant force of the braking force and the driving force generated by the driving operation of the vehicle;
Acceleration detecting means for sequentially detecting the acceleration in the longitudinal direction of the vehicle;
Based on the braking / driving force detected by the braking / driving force detecting means, acceleration estimating means for sequentially estimating the longitudinal acceleration of the vehicle according to the braking / driving force;
A deviation degree calculating means for sequentially calculating the degree of deviation between the acceleration detected by the acceleration detecting means and the acceleration estimated by the acceleration estimating means;
Vehicle stop contact determination means for determining whether or not the vehicle has contacted the vehicle stop member based on the degree of deviation calculated by the deviation degree calculation means ;
Slip detecting means for detecting that the vehicle has slipped , and
The vehicle stop contact determination means does not determine whether or not the vehicle has contacted a vehicle stop member when the slip detection means detects that the vehicle has slipped. Support device. A driving support device mounted on a vehicle,
Braking / driving force detecting means for sequentially detecting braking / driving force which is a resultant force of the braking force and the driving force generated by the driving operation of the vehicle;
Acceleration detecting means for sequentially detecting the acceleration in the longitudinal direction of the vehicle;
Based on the braking / driving force detected by the braking / driving force detecting means, acceleration estimating means for sequentially estimating the longitudinal acceleration of the vehicle according to the braking / driving force;
A deviation degree calculating means for sequentially calculating the degree of deviation between the acceleration detected by the acceleration detecting means and the acceleration estimated by the acceleration estimating means;
Vehicle stop contact determination means for determining whether or not the vehicle has contacted the vehicle stop member based on the degree of deviation calculated by the deviation degree calculation means ;
Traveling state determination means for determining whether or not the vehicle is in a traveling state;
Traveling direction determination means for determining the traveling direction of the vehicle;
Mileage measuring means for measuring the mileage of the vehicle;
Based on the determination result of the vehicle stop contact determination means and the determination result of the travel direction determination means, the contact that is the traveling direction when the vehicle contacts the vehicle stop member after the vehicle contacts the vehicle stop member A post-contact travel detection means for detecting that the travel has started in the direction opposite to the traveling direction,
When detection is performed by the post-contact travel detection means, based on the determination result by the travel state determination means, the travel from the detection by the post-contact travel detection means until the vehicle stops A post-contact travel distance storage means that measures and stores a post-contact travel distance, which is a distance, with the travel distance measurement means;
Based on the determination result in the traveling state determination unit and the determination result in the traveling direction determination unit, the vehicle travels in the traveling direction upon contact after storing the post-contact traveling distance in the post-contact traveling distance storage unit. A post-storage running detection means for detecting that the running has started;
When detection is performed by the post-memory travel detection means, the post-start travel distance that is the travel distance after the detection is performed by the post-storage travel detection means is measured by the travel distance measurement means, and the measured start Driving comprising: third braking / driving force control means for performing at least one of an increase in braking force and a decrease in driving force of the vehicle before the rear mileage reaches the post-contact mileage. Support device. In claim 2 or 3 ,
The deviation degree calculating means sequentially calculates a difference between the acceleration detected by the acceleration detecting means and the acceleration estimated by the acceleration estimating means,
The vehicle stop contact determination means determines that the vehicle has contacted the vehicle stop member when the difference calculated by the deviation degree calculation means is greater than or equal to a threshold, while the difference calculated by the deviation degree calculation means is greater than or equal to the threshold. If not, it is not determined that the vehicle has come into contact with the vehicle stop member. In any one of Claims 1-4 ,
First braking / driving force control means for performing at least one of an increase in braking force and a decrease in driving force when the vehicle stop contact determining means determines that the vehicle has come into contact with the vehicle stop member; A driving assistance apparatus comprising: In claim 1 or 2 ,
Traveling state determination means for determining whether or not the vehicle is in a traveling state;
Traveling direction determination means for determining the traveling direction of the vehicle;
Based on the determination result by the vehicle stop contact determination means, the determination result by the traveling direction determination means, and the contact traveling direction that is the traveling direction when the vehicle contacts the vehicle stopping member, the vehicle travels in contact. Driving further comprising second braking / driving force control means for performing at least one of an increase in braking force and a decrease in driving force of the vehicle when it is detected that the vehicle has started traveling in a direction. Support device. In any one of Claims 1-6 ,
Further comprising an inclination detecting means for detecting an inclination of the vehicle with respect to a horizontal plane;
The acceleration estimation means calculates the longitudinal acceleration of the vehicle according to the braking / driving force based on the inclination detected by the inclination detecting means in addition to the braking / driving force detected by the braking / driving force detecting means. A driving support device characterized by successive estimation. In any one of claims 1 to 7
A driving support apparatus, further comprising: a presentation unit that presents information indicating that the vehicle has contacted the vehicle stop member when the vehicle stop contact determination unit determines that the vehicle has contacted the vehicle stop member.

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