JP5644206B2 - Vehicle support device - Google Patents

Description

  The present invention relates to a vehicle support apparatus.

  Conventionally, techniques for performing rear-end collision prevention support control have been developed for the purpose of improving safety during vehicle travel. In such rear-end collision prevention support control, it is desirable to give an early warning when a preceding vehicle or the like approaches. However, if the alarm timing is too early, there is a possibility of interfering with the steering operation timing of the driver during the overtaking operation.

  Therefore, a technique for adjusting the alarm timing has been reported.

  For example, the inter-vehicle distance control constant speed device described in Patent Document 1 shortens the inter-vehicle distance at which the inter-vehicle distance control is started when the steering angle is greater than or equal to a predetermined value. Also, the inter-vehicle distance control constant speed device does not detect a deceleration greater than a predetermined value, and if the detected value of the steering angle is greater than or equal to a predetermined value, an alarm is issued at an inter-vehicle distance longer than the previous inter-vehicle distance. The warning issuance conditions have been changed. Since the driver tends to prefer avoidance by steering such as changing lanes rather than decelerating, the inter-vehicle distance control constant speed device determines that the current road condition is a situation where steering can be avoided if steering is avoided. Next, when an abnormal approach to the preceding vehicle occurs, it is possible to delay the warning and wait for the driver to avoid steering.

JP 2007-246089 A

  However, the technique described in Patent Document 1 gives priority to avoiding steering and can delay the rear-end collision warning so as not to interfere with the steering operation timing. However, the warning is always issued later than the expected steering operation timing. When the preceding vehicle approaches, there is a problem that the driver's response time is reduced.

  The present invention has been made in view of the above circumstances, and is capable of providing a rear-end collision warning at an earlier timing while avoiding interference with the steering operation timing when a preceding vehicle approaches. An object is to provide an apparatus.

上記数式１および上記数式２において、「Ｖｒ」は上記相対速度、「Ｖｓ」は上記自車速度、「Ａｐ」は上記相対加速度、「Ｄ」は上記車間距離であり、「γ _ｂｒｋ 」と「γ _ｓｔｒ 」はそれぞれ、上記ブレーキの操作タイミングと上記ステアリングの操作タイミングを決めるトリガー値であり、（α _ｂｒｋ ，β _ｂｒｋ ，ｎ _ｂｒｋ ，γ _ｂｒｋ ）と（α _ｓｔｒ ，β _ｓｔｒ ，ｎ _ｓｔｒ ，γ _ｓｔｒ ）は適合によって、決められるパラメータであり、上記推定モデル生成手段は、上記ブレーキの操作タイミングの推定モデルを上記数式１のようにモデル化し、上記ステアリングの操作タイミングの推定モデルを上記数式２のようにモデル化し、上記警報手段は、上記速度検出手段にて検出された上記先行車との上記相対速度が予め定めた値より大きい場合、ドライバの操舵意思を確認し、当該操舵意思が有りの場合は、上記ステアリングの操作タイミングの上記平均値と比較して警報を行うことを特徴とする。 The present invention calculates the average value by accumulating the history of brake and steering operation timing when the driver of the vehicle reaches a predetermined distance from the preceding vehicle, and calculates the actual value of the driver and the average value. In the vehicle support device that performs a warning to the driver by comparing the vehicle speed, the vehicle speed of the vehicle and the speed detection means for detecting the relative speed and relative acceleration with the preceding vehicle , the host vehicle and the preceding vehicle, Substituting the inter-vehicle distance between the vehicle, the vehicle speed detected by the speed detection means, the relative speed, and the relative acceleration into a predetermined mathematical formula, the brake operation timing estimation model and the steering operation and estimation model generation means for generating an estimation model of the timing, when the relative speed between the detected the preceding vehicle at the speed detecting means is below a predetermined value, the estimated mode Compared with the average value of the operation timing of the brake based on the estimated model of the operation timing of the brake generated by the Le generating means performs an alarm, above the detected said preceding vehicle at said speed detecting means Alarm means for giving a warning in comparison with the average value of the steering operation timing based on the steering operation timing estimation model generated by the estimation model generation means when the relative speed is larger than a predetermined value The predetermined formula includes Formula 1 and Formula 2 shown below,

In the above formulas 1 and 2, “Vr” is the relative speed, “Vs” is the host vehicle speed, “Ap” is the relative acceleration, “D” is the inter-vehicle distance, and “ _γbrk ” and “ gamma _str "respectively, is a trigger value for determining the operation timing and the steering operation timing of the _{brake, (α brk, β brk,} n brk, γ brk) and _{(α str, β str, n} str, γ str ) Is a parameter determined by adaptation, and the estimation model generation means models the estimation model of the brake operation timing as Equation 1 above, and the steering operation timing estimation model as Equation 2 above. modeled, the warning means, than the value which the relative speed is determined in advance between the detected the preceding vehicle at the speed detecting means When asked to confirm the steering intention of the driver, in the case of the steering intention there, and performing an alarm when compared with the average value of the steering operation timing.

  The vehicle support device according to the present invention calculates the average value by accumulating the history of brake and steering operation timing when the vehicle driver reaches a predetermined distance from the preceding vehicle, and the actual operation of the driver In the vehicle support device that compares the average value with the warning value for the driver, the vehicle speed of the vehicle and the relative speed with the preceding vehicle are detected, and the detected relative speed with the preceding vehicle is equal to or less than a predetermined value. If this is the case, an alarm is given in comparison with the average value of the brake operation timing, and if the detected relative speed is greater than a predetermined value, it is compared with the average value of the steering operation timing. Since the warning is performed, when the preceding vehicle approaches, the rear-end collision warning can be performed at an earlier timing while avoiding interference with the steering operation timing.

  The vehicle support apparatus according to the present invention confirms the driver's steering intention when the detected relative speed with respect to the preceding vehicle is larger than a predetermined value, and if there is such steering intention, the steering operation timing is confirmed. Compared to the average value of the vehicle, a warning is issued, so it is more accurate after confirming that the driver's intention to steer (for example, the driver's steering operation during overtaking operation, etc.) is present when a preceding vehicle approaches. In addition, the rear-end collision warning can be performed at an earlier timing while avoiding interference with the steering operation timing.

FIG. 1 is a block diagram showing an example of the configuration of the vehicle support apparatus in the present embodiment. FIG. 2 is a flowchart showing an example of the alarm issuing process in the present embodiment. FIG. 3 is a diagram illustrating an example of the alarm timing set after the average value of the operation timing in the present embodiment. FIG. 4 is a diagram illustrating an example of alarm timing switching conditions in the present embodiment.

  Embodiments of a vehicle support apparatus according to the present invention will be described below in detail with reference to the drawings. Note that the present invention is not limited to the embodiments.

[1. Constitution]
A configuration of an ECU (electronic control unit) of the present embodiment will be described with reference to FIG. FIG. 1 is a block diagram showing the configuration of the ECU of this embodiment.

  In FIG. 1, reference numeral 1 is a vehicle speed sensor, reference numeral 2 is a distance sensor, and reference numeral 3 is an ECU (including a vehicle support device according to the present invention) mounted on a vehicle capable of controlling braking / driving force. Reference numeral 4 denotes a braking / driving force control mechanism for controlling the braking / driving force of the vehicle, and reference numeral 5 denotes an output device. In FIG. 1, reference numeral 3a is a speed detection unit, reference numeral 3b is an estimated model generation unit, reference numeral 3c is an alarm unit, and reference numeral 3d is a vehicle travel control unit.

  The vehicle speed sensor 1 detects the host vehicle speed Vs [m / s] of the host vehicle. The vehicle speed sensor 1 is connected to the ECU 3, and the detected host vehicle speed Vs is output to the ECU 3, and the ECU 3 acquires the host vehicle speed Vs. Note that a speed detection unit 3a of the ECU 3 described later acquires the host vehicle speed Vs output from the vehicle speed sensor 1, thereby detecting the host vehicle speed Vs of the vehicle. Furthermore, the acquired own vehicle speed Vs is used in an estimated model generation unit 3b of the ECU 3 described later.

  Here, the vehicle speed sensor 1 is a wheel speed sensor attached to each wheel of the host vehicle in the present embodiment, and the wheel speed of each wheel detected by each wheel speed sensor is output to the ECU 3. The host vehicle speed Vs of the host vehicle is calculated based on the wheel speed of the wheel, and the host vehicle speed Vs is acquired. The vehicle speed sensor 1 is not limited to a wheel speed sensor, but is a rotation of a rotating body in the form of a power transmission path that transmits power generated by a power source (for example, an engine, a motor, etc.) of the host vehicle to driving wheels. The own vehicle speed Vs of the own vehicle is calculated based on the number of rotations detected by the sensor for detecting the number and the position data detected by the sensor for detecting the position data of the own vehicle represented by GPS. Vs may be acquired.

  The distance sensor 2 detects a relative distance D [m] (for example, an inter-vehicle distance), a relative speed Vr, and a relative acceleration Ap between the host vehicle and an object (for example, a preceding vehicle). Here, the relative acceleration Ap is a relative acceleration between the host vehicle and an object such as a preceding vehicle. The distance sensor 2 is connected to the ECU 3, and the detected relative distance D, relative speed Vr, and relative acceleration Ap are output to the ECU 3. The ECU 3 outputs the relative distance D, relative speed Vr, and relative acceleration. Get Ap. Note that the speed detection unit 3a of the ECU 3 described later acquires the relative speed Vr and the relative acceleration Ap output from the distance sensor 2, thereby obtaining the relative speed Vr and the relative acceleration Ap with respect to an object such as a preceding vehicle of the vehicle. To detect. Furthermore, the acquired relative distance D (for example, the inter-vehicle distance), the relative speed Vr, and the relative acceleration Ap are used in the estimated model generation unit 3b of the ECU 3 described later.

  Here, in this embodiment, the distance sensor 2 is a relative distance D, which is a relative physical quantity indicating a relative relationship between the host vehicle and an object (for example, a preceding vehicle), and a relative speed Vr [ m / s] and a relative acceleration Ap [m / s]. The millimeter wave radar is attached to, for example, a central portion of the front portion of the host vehicle, for example, a front grill. The millimeter wave radar emits a millimeter wave from a front surface of the host vehicle in a predetermined range in the traveling direction, and receives the millimeter wave reflected by an object existing in the traveling direction of the host vehicle. Then, the millimeter wave radar detects the relative distance D by calculating the distance from the millimeter wave radar to the object of the host vehicle by measuring the time from emission to reception, and outputs the relative distance D to the ECU 3. Further, the millimeter wave radar uses the Doppler effect, so that the own vehicle speed Vs of the own vehicle provided with the millimeter wave radar and the vehicle speed Vt of an object (for example, a preceding vehicle) existing in the traveling direction of the vehicle. By calculating the speed difference, the relative speed Vr and the relative acceleration Ap are detected and output to the ECU 3. The distance sensor 2 is not limited to the millimeter wave radar, and for example, a relative distance based on image data obtained by imaging the traveling direction of the host vehicle with an imaging device such as a radar or a CCD camera using a laser or an infrared ray. An image recognition device that calculates D may be used. When the relative speed Vr and the relative acceleration Ap cannot be detected by the distance sensor 2, the ECU 3 is based on the own vehicle speed Vs detected by the vehicle speed sensor 1 and the relative distance D detected by the distance sensor 2. The relative velocity Vr and the relative acceleration Ap may be calculated and acquired. In this case, the detected relative distance D is used when the ECU 3 acquires the relative speed Vr and the relative acceleration Ap.

  Although not shown, a brake sensor and a steering angle sensor may be further connected to the ECU 3. Here, the brake sensor is a sensor that detects the depression amount of the brake pedal of the driver, and outputs a detection value corresponding to the depression amount to the ECU 3. The steering angle sensor is a sensor that detects a steering angle by a driver's steering operation, and outputs a detection value corresponding to the detected steering angle to the ECU 3. In the present embodiment, the detection value output by the steering angle sensor is used when the driver's steering intention is confirmed in an alarm unit 3c of the ECU 3 described later.

  The ECU 3 performs vehicle travel control based on the control value. In the present embodiment, the ECU 3 functions as a speed detection unit 3a, an estimated model generation unit 3b, an alarm unit 3c, and a vehicle travel control unit 3d. Further, in the present embodiment, the ECU 3 has a function of accumulating a history of brake and steering operation timing when the driver of the vehicle reaches a predetermined distance from the preceding vehicle and calculating an average value. Thereby, the ECU 3 can perform an alarm for the driver by comparing the actual operation of the driver with the average value. Note that the hardware configuration of the ECU 3 includes a CPU that mainly performs arithmetic processing, an average value of the history of operation timings of brakes and steering, information such as alarm timing switching conditions, and a memory (RAM such as SRAM) that stores programs and the like. , A ROM such as an EEPROM), an input / output interface, and the like, which are similar to an ECU mounted on a known vehicle, and thus detailed description thereof is omitted.

  The speed detector 3a detects the vehicle speed Vs of the vehicle, the relative speed Vr with respect to the preceding vehicle, and the relative acceleration Ap. Here, the speed detector 3a acquires the host vehicle speed Vs output from the vehicle speed sensor 1, and detects the host vehicle speed Vs of the vehicle. Further, the speed detection unit 3a acquires the relative speed Vr and the relative acceleration Ap output from the distance sensor 2, and detects the relative speed Vr and the relative acceleration Ap with respect to an object such as a preceding vehicle of the vehicle.

  The estimated model generation unit 3b substitutes the own vehicle speed Vs acquired from the vehicle speed sensor 1, the relative distance D (for example, the inter-vehicle distance), the relative speed Vr, and the relative acceleration Ap acquired from the distance sensor 2 into a predetermined formula. Thus, an estimation model of the brake and steering timing is generated.

  When the relative speed Vr detected with the preceding vehicle detected by the speed detector 3a is equal to or less than a predetermined value, the alarm unit 3c issues an alarm in comparison with the average value of the brake operation timing, and the speed detector When the relative speed Vr detected with the preceding vehicle detected in 3a is larger than a predetermined value, an alarm is given in comparison with the average value of the steering operation timing. The warning unit 3c confirms the driver's steering intention when the relative speed detected by the speed detection unit 3a is larger than a predetermined value. If the steering intention is present, the warning unit 3c An alarm may be given in comparison with the average value of the operation timing. Here, the alarm unit 3c issues an alarm via the output device 5 such as a speaker. The alarm unit 3c may issue an alarm by display, vibration, or the like via the output device 5 such as a display and a vibrator.

  The vehicle travel control unit 3 d performs vehicle travel control by controlling the braking / driving force control mechanism 4. In the present embodiment, the vehicle travel control is a deceleration control for decelerating the vehicle (a control for decelerating the vehicle from a state in which the driver does not operate the brake pedal, or a further deceleration of the vehicle from a state in which the driver is operating the brake pedal). Control). For example, the deceleration control is a follow-up control in which the host vehicle represented by adaptive cruise control follows the preceding vehicle (preceding vehicle) as a target, or the host vehicle represented by pre-crash safety and the target vehicle. It may be performed as part of collision avoidance mitigation control for avoiding a collision with an obstacle (including a moving body and a stationary body) in the traveling direction, for example, ahead or for reducing an impact at the time of the collision. In other words, the host vehicle in the present embodiment performs deceleration control as part of the collision avoidance mitigation control for the purpose of avoiding the collision between the target vehicle ahead and the host vehicle or reducing the impact at the time of the collision. Also good. Here, the object is outside the host vehicle, and is a moving body (a vehicle such as a preceding vehicle or a pedestrian traveling around the host vehicle) or a stationary body (a traffic signal ( Including the current state of traffic lights), signs such as temporary stops, guardrails, structures, and corners and intersections that can be distinguished from these.

[2. Operation]
Next, an example of an alarm issuing process performed by the ECU 3 having the above-described configuration will be described with reference to FIGS. FIG. 2 is a flowchart showing an example of the alarm issuing process in the present embodiment.

  In the present embodiment, the ECU 3 calculates the average value by accumulating the history of brake and steering operation timing when the vehicle driver reaches a predetermined distance from the preceding vehicle, and stores it in the memory. It is assumed that

  As shown in FIG. 2, the ECU 3 performs sensing of approach information (the own vehicle speed Vs, the relative speed Vr with the preceding vehicle, the relative acceleration Ap, and the like) (step SA-1). That is, the speed detection unit 3a of the ECU 3 detects the vehicle speed Vs of the vehicle, the relative speed Vr with respect to the preceding vehicle, and the relative acceleration Ap. Here, the speed detector 3a acquires the host vehicle speed Vs output from the vehicle speed sensor 1, and detects the host vehicle speed Vs of the vehicle. Further, the speed detection unit 3a acquires the relative speed Vr and the relative acceleration Ap output from the distance sensor 2, and detects the relative speed Vr and the relative acceleration Ap with respect to an object such as a preceding vehicle of the vehicle. Here, in step SA-1, the ECU 3 causes the relative distance D (for example, an inter-vehicle distance), which is a relative physical quantity indicating the relative relationship between the host vehicle detected by the distance sensor 2 and an object (for example, a preceding vehicle). May be acquired as approach information.

  Then, the ECU 3 generates an estimation model of steering timing (steering timing) and brake timing (step SA-2). That is, the estimated model generation unit 3b of the ECU 3 compares the vehicle speed Vs acquired from the vehicle speed sensor 1, the relative distance D (for example, the inter-vehicle distance) acquired from the distance sensor 2, and the relative speed Vr in step SA-1. The acceleration Ap is substituted into a predetermined mathematical formula (for example, mathematical formula 1 and mathematical formula 2 shown below) to generate an estimation model of brake and steering timing. Here, the estimation model generation unit 3b may model the estimation model of the brake timing as in the following Equation 1. In addition, the estimated model generation unit 3b may model the steering timing estimation model as shown in Equation 2 below.

Here, in Equations 1 and 2, “Vr” is the relative speed, “Vs” is the host vehicle speed, “Ap” is the relative acceleration, and “D” is the inter-vehicle distance. “ _Γbrk ” and “ _γstr ” are trigger values that determine the brake timing and the steering timing, respectively. _{(Α brk, β brk, n} brk, γ brk) and _{(α str, β str, n} str, γ str) some adaptation, it is determined parameter.

  Then, the ECU 3 determines whether the steering timing is the brake timing based on the steering timing and brake timing estimation model generated by the process of the estimation model generation unit 3b in step SA-2 in the approaching state with the target object such as the preceding vehicle. It is determined whether or not later (step SA-3).

  Here, an example in which the steering timing comes after the brake timing will be described with reference to FIG. FIG. 3 is a diagram illustrating an example of the alarm timing set after the average value of the operation timing in the present embodiment.

  In FIG. 3, the vertical axis represents the distribution of brake and steering operations. For example, the average value (s) of the steering timing is “2.2 seconds”, and the average value (s) of the brake timing is “3 seconds”. In FIG. 3, the horizontal axis indicates TTC (Time-To-Collision) corresponding to the time until the vehicle hits an object such as a preceding vehicle. Here, TTC is an evaluation value indicating how many seconds later the collision occurs when traveling at the vehicle speed Vs as it is. Usually, the smaller the TTC, the higher the risk of collision (the right side in FIG. 3), and the larger the TTC. The risk of collision is low (left side in Fig. 3).

  For example, as shown in FIG. 3, when a driver approaches a brake with a sense of approach in a scene approaching an object such as a preceding vehicle, the driver does not brake at that timing (for example, It is conceivable to issue a rear-end collision warning at 3 seconds). In this case, the rear-end collision warning can be issued at an earlier timing, but there is a possibility that interference with the timing of the driver's steering action (such as when changing lanes) may occur. For example, if the driver intends to overtake the preceding vehicle with the steering wheel without stepping on the brake, issuing an alarm based on the driver's braking timing may cause an unnecessary alarm for the driver and cause discomfort. There is sex. In order to avoid this interference, it is conceivable to set the timing of the rear-end collision warning (for example, 1.2 seconds) later in consideration of the average steering timing (for example, 2.2 seconds). The alarm effect as an alarm timing for braking delay is reduced. Here, if the warning timing can be issued early, it is possible to improve the prevention of rear-end collision accidents by giving the driver a margin of response, so how to determine the steering timing and speed up the rear-end collision warning while matching that timing. Technology development to be realized is important.

  Therefore, in the present embodiment, the ECU 3 sets the rear-end collision alarm timing mainly considering the brake timing (approach alarm timing) or the rear-end collision alarm timing mainly considering the steering timing based on a predetermined alarm timing switching condition. Control to switch in real time. This makes it possible to realize an early warning for braking delay while avoiding interference with the steering timing of the driver in an approaching state with an object such as a preceding vehicle.

  Here, an example of the alarm timing switching condition will be described with reference to FIG. FIG. 4 is a diagram illustrating an example of alarm timing switching conditions in the present embodiment.

  In FIG. 4, the vertical axis represents TTC. Here, since the lower part of FIG. 4 has a small TTC, the risk of collision is high, and the upper part of FIG. 4 has a high risk of collision because of a large TTC. In FIG. 4, the horizontal axis represents the relative speed. Here, the difference between the relative distances (including the inter-vehicle distance) tends to increase as the relative speed increases (right side of FIG. 4: region B), and the difference between the relative distances decreases less as the relative speed decreases ( Left side of FIG. 4: area A). In FIG. 4, a region A is a range that is set to an alarm timing that mainly considers the brake timing, and a region B is a range that is set to the alarm timing that mainly considers the steering timing. Whether the alarm unit 3c refers to the region A or the region B is determined based on a predetermined value of the relative speed Vr with respect to the preceding vehicle detected by the speed detection unit 3a (the central region in FIG. 4). It is determined by whether it is larger than the boundary value between A and region B).

  Returning to FIG. 2, when the ECU 3 determines that the steering timing comes after the brake timing (step SA-3: Yes), the ECU 3 confirms the driver's steering intention (step SA-4). That is, the warning unit 3c of the ECU 3 confirms the driver's steering intention by, for example, monitoring whether or not a steering angle greater than or equal to a predetermined value is detected by the steering angle sensor.

  When the ECU 3 confirms that the driver has a steering intention (for example, when a steering angle greater than or equal to a predetermined value is detected) (step SA-4: Yes), the ECU 3 sets the warning timing mainly considering the steering timing. Switching (step SA-5). In other words, the warning unit 3c of the ECU 3 determines that the driver is in a case where the relative speed Vr detected by the speed detection unit 3a is larger than a predetermined value (that is, in the above-described region B in FIG. 4). When the steering intention is confirmed (for example, when a steering angle of a predetermined value or more is detected), the average value of the steering operation timing (the steering indicated by the solid line in the region B in FIG. 4) (Corresponding to the timing)) is set to the alarm timing (corresponding to the alarm timing indicated by the thick line in the region B in FIG. 4) in accordance with the average value of the steering operation timing. Although not shown, when the alarm unit 3c of the ECU 3 determines that the steering timing is after the brake timing in the above step SA-3 (that is, the relative speed with the preceding vehicle detected by the speed detection unit 3a). If Vr is greater than a predetermined value), the process directly proceeds to step SA-5, where the alarm timing is set to the average value of the steering operation timing compared to the average value of the steering operation timing. .

  On the other hand, returning to step SA-3, when the ECU 3 determines that the steering timing is before the brake timing (step SA-3: No), the ECU 3 switches to the alarm timing mainly considering the brake timing (step SA-6). . That is, when the relative speed Vr detected by the speed detection unit 3a is equal to or lower than a predetermined value, the alarm unit 3c of the ECU 3 (that is, in the above-described region A in FIG. 4). Compared with the average value of the brake operation timing (corresponding to the brake timing indicated by the dotted line in the area A in FIG. 4), the alarm timing (the thick line in the area A in FIG. 4) matched with the timing operation timing of the brake. Corresponding to the alarm timing shown in).

  In step SA-4, the ECU 3 confirms that the driver does not intend to steer (for example, when a steering angle of a predetermined value or more is not detected during a predetermined time) (step SA-4: No. ), Proceeding to step SA-6 described above, and switching to alarm timing mainly considering brake timing.

  Then, the ECU 3 issues an alarm via the output device 5 such as a speaker (step SA-7). That is, the alarm unit 3c issues an alarm at the alarm timing set in step SA-5 or step SA-6.

[3. Summary of this embodiment]
As described above, in this embodiment, the driver accumulates timing data for applying braking to the preceding vehicle at a predetermined distance and steering timing data, and compares the actual operation timing with the average value of the data. In the vehicle support device that issues a warning accordingly, the vehicle speed of the vehicle and the relative speed with the preceding vehicle are detected, and if the relative speed is less than a predetermined value, the warning timing is adjusted to the average value of the brake timing. When the relative speed is larger than a predetermined value, the alarm timing is adjusted to the average value of the steering timing. Further, in the present embodiment, when the detected relative speed with respect to the preceding vehicle is larger than a predetermined value, the driver's steering intention is confirmed, and when the steering intention is present, the average value of the steering operation timing is Compare and give an alarm. Thereby, when a preceding vehicle approaches, a rear-end collision warning can be performed at an earlier timing while avoiding interference with the steering operation timing.

  Further, in the present embodiment, since predetermined mathematical formulas (Formula 1 and Formula 2 etc.) are used, the ECU 3 performs all approaches based only on information on the own vehicle speed Vs, the relative speed Vr, the inter-vehicle distance D, and the relative acceleration Ap. The steering timing and brake timing of the drive in the situation (changes in the vehicle speed, relative speed with the preceding vehicle, etc.) can be estimated. Therefore, it is possible to avoid interference with the steering timing of the driver in all approach situations. In the present embodiment, the switching condition (S / W condition) between the brake timing and the steering timing depends only on the minimum information of the host vehicle speed Vs and the relative speed Vr. Alarm timing can be determined.

  Further, in the present embodiment, the operation timing of the brake and the steering can be estimated and the optimal alarm timing can be switched in real time without using an additional sensor other than the vehicle speed sensor 1 and the distance sensor 2 (millimeter sensor or the like). Performance can also be improved.

  Further, in the present embodiment, the vehicle support device acquires at least one of the control timing or the control amount in the vehicle control based on the perceived relative speed that is the perceived relative physical quantity, and the vehicle control that matches the perception of the driver of the own vehicle. May be performed. Note that the relative acceleration causes the illusion of the relative speed by the driver of the own vehicle because the acceleration of the object that changes regardless of the operation by the driver, especially the negative acceleration (preceding the own vehicle) For example, when the preceding vehicle decelerates), that is, because of the acceleration approaching the host vehicle, instead of using “Ap” as the relative acceleration, the acceleration of the preceding vehicle may be used instead of “Ap” as the relative acceleration. Good.

  As described above, the vehicle support apparatus according to the present invention is useful for the automobile manufacturing industry, and is particularly suitable for adjusting the alarm timing in consideration of traveling safety. The vehicle support apparatus according to the present invention is an important technology in the spread of future rear-end collision early warning technology and the development of vehicle technology capable of avoiding a collision (judgment regarding timing of driver support).

1 Vehicle speed sensor 2 Distance sensor 3 ECU
3a Speed detection unit 3b Estimated model generation unit 3c Alarm unit 3d Vehicle travel control unit 4 Braking / driving force control mechanism 5 Output device

Claims (1)

An average value is calculated by accumulating the history of brake and steering operation timing when the vehicle driver reaches a predetermined distance from the preceding vehicle, and the actual operation of the driver is compared with the average value. In the vehicle support device that issues a warning to the driver,
Speed detection means for detecting the vehicle speed of the vehicle and the relative speed and relative acceleration of the preceding vehicle;
Brake operation by substituting the inter-vehicle distance between the host vehicle and the preceding vehicle, the host vehicle speed detected by the speed detection means, the relative speed, and the relative acceleration into a predetermined mathematical formula. An estimation model generating means for generating a timing estimation model and a steering operation timing estimation model;
When the relative speed with respect to the preceding vehicle detected by the speed detecting means is equal to or less than a predetermined value, the brake based on the estimated model of the operation timing of the brake generated by the estimated model generating means Is compared with the average value of the operation timing of the vehicle, and when the relative speed with the preceding vehicle detected by the speed detecting means is greater than a predetermined value, the estimated model generating means generates Warning means for giving a warning in comparison with the average value of the steering operation timing based on the estimated steering operation timing model ;
With
The predetermined formula includes Formula 1 and Formula 2 shown below,

In the above formulas 1 and 2, “Vr” is the relative speed, “Vs” is the host vehicle speed, “Ap” is the relative acceleration, “D” is the inter-vehicle distance, and “ _γbrk ” and “ gamma _str "respectively, is a trigger value for determining the operation timing and the steering operation timing of the _{brake, (α brk, β brk,} n brk, γ brk) and _{(α str, β str, n} str, γ str ) Is a parameter determined by conformance,
The estimation model generation means models the estimation model of the brake operation timing as Equation 1 above, models the steering operation timing estimation model as Equation 2 above,
The warning means confirms the driver's steering intention when the relative speed with the preceding vehicle detected by the speed detection means is greater than a predetermined value, and if the steering intention is present, the steering means A vehicle support device that issues a warning in comparison with the average value of the operation timings.

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