JP5894378B2 - Driving operation support device for vehicle - Google Patents

Description

  The present invention relates to a driving operation support device for a vehicle, and more particularly to a driving operation support device for a vehicle that performs control for supporting a driving operation when the vehicle is decelerated.

  Conventionally, in the case of a curve driving of a vehicle, when there is a continuous curve on the course of the host vehicle by the navigation device, the minimum allowable speed for driving the curve is set as the target speed, and the vehicle speed is set from the set target speed. When the current vehicle speed is high, the host vehicle enters the front curve at the timing when the required deceleration distance to decelerate to the target speed is less than the deceleration margin distance to the target deceleration position before the curve. Prior to this, there has been disclosed a technique for notifying the driver of a deceleration operation (see, for example, Patent Document 1).

JP 2002-367098 A

  In addition, by setting the notification execution speed for notification to be reduced according to the distance to the target speed at the deceleration target position, notification corresponding to an appropriate speed according to the distance to the deceleration target position is performed. be able to. Furthermore, the notification execution speed is divided into two types, high and low, and divided into a case of performing the first notification at a low notification execution speed and a case of performing the second notification at a high notification execution speed. Notification corresponding to the difference can be performed.

  However, if the distance to the deceleration target position is long, even if there is a large speed difference between the notification execution speeds, the two target speeds approach each other as they approach the deceleration target position. May exceed the two target speeds, and if two notifications are made accordingly, there is a problem that the driver feels uncomfortable.

  In order to solve such a problem and provide driving operation support without causing a sense of incongruity in the control of driving operation support for decelerating the vehicle, in the present invention, the driving operation during the traveling of the vehicle (1) is performed. A vehicle driving operation support device for assisting, comprising road information acquisition means (3) for acquiring road information, vehicle speed detection means (4) for detecting the vehicle speed of the vehicle, and the road information on the progress of the vehicle And a plurality of target point setting means (2a) for setting a target point that should pass below a predetermined target speed, and gradually decreasing at different speeds toward the target speed until the vehicle reaches the target point. The deceleration line setting means (2c) for setting a deceleration line, and when the vehicle speed is higher than any one of the plurality of deceleration lines, based on the latest deceleration line lower than the vehicle speed. Control means (2d) that performs different types of deceleration guidance control for each of the plurality of deceleration lines so that the speed is reduced, and the control means is a predetermined distance before the target point. Is set as a dead zone, and when it is determined that the vehicle has entered the dead zone, the deceleration guidance control is canceled.

  According to this, a target point that may be, for example, a curve entrance is set by map data of a navigation device as road information acquisition means, and one deceleration line that is lower than the vehicle speed in a plurality of deceleration lines as it approaches the target point. Deceleration guidance control for decelerating based on this can be performed. In that case, the distance between the multiple deceleration lines approaches the target point, which causes the driver to feel uncomfortable by performing different types of control using the adjacent deceleration lines alternately as a reference for control. Since the deceleration guidance control is canceled when the dead zone is entered, the above-mentioned uncomfortable feeling can be prevented. In addition, as for the deceleration guidance control, when the brake can be automatically controlled, the brake control is performed, when the reaction force against the accelerator operation can be automatically controlled, the accelerator reaction force control is displayed, and when the deceleration alert can be displayed on the display device. In this case, the display control may be a control that executes sound generation control individually or in combination when sounding of deceleration can be generated by sound or voice.

Further, the control unit, when the vehicle has been the reduction guidance control based on the most speed of the plurality of deceleration line is high is determined to have entered the dead band, before Symbol of the plurality of deceleration line most rate continued while performing based rather the deceleration-induced control what is high, the vehicle is the dead zone have performed the deceleration-induced control based on the deceleration line other than the most speed is high of the plurality of deceleration line If it is determined that the vehicle has entered, the deceleration guidance control based on the corresponding deceleration line may be canceled . According to this, it is possible to prevent the driver from feeling uncomfortable by performing different types of control using the adjacent deceleration lines alternately as a reference for control, and also the deceleration with the highest speed even when entering the dead zone. When the vehicle speed is higher than the line, the deceleration guidance control is performed using the deceleration line with the highest speed. Therefore, when the vehicle speed is high, the deceleration control can be performed until the target point is reached.

  As described above, according to the present invention, when decelerating to the target speed at the target point, if the dead zone near the target point is entered, the deceleration guidance control is released, so that the target point is approached and a plurality of By narrowing the space between the deceleration lines, it is possible to prevent a sense of incongruity that is given to the driver by performing different types of control using the adjacent deceleration lines alternately as a control reference.

It is a block diagram which shows the principal part structure of the driving operation assistance for vehicles to which this invention was applied. It is a principal part block circuit diagram of the driving operation assistance apparatus for vehicles. It is explanatory drawing which shows a deceleration line. It is a control flowchart which shows a 1st example. It is a time chart which shows an example of control. It is a control flowchart which shows a 2nd example.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing a main configuration of a vehicle driving operation support to which the present invention is applied. The automobile 1 as a vehicle includes a main control device 2 that performs driving operation support control according to the present invention, and includes map data and detects the current position using GPS, and displays the position of the vehicle on the map on the screen. A navigation device 3 as road information acquisition means to be displayed, a vehicle speed sensor 4 as vehicle speed detection means, a brake control device 7 for automatically controlling the braking force of the wheels W, and a throttle valve (according to the depression amount of the accelerator pedal Pa) An accelerator control device 8 that automatically controls (not shown) and a speaker 10 are provided. The target to be automatically controlled may be either one of the brake control device 7 and the accelerator control device 8.

  The brake control device 7 may be capable of individually controlling the braking force of each wheel W by a known device such as ABS. However, the brake pedal (not shown) may be directly controlled by an actuator. good. The accelerator control device 8 may perform control to apply a reaction force to the accelerator pedal Pa by the reaction force generation actuator 9, for example, but in a device provided with a throttle valve drive motor (not shown), the valve drive motor May be controlled.

  The main control device 2 receives the road information Ri and the vehicle position Pi from the navigation device 3 and the vehicle speed V from the vehicle speed sensor 4. In the following description, deceleration control when there is a curve on the path of the automobile 1 will be described as a representative example. The curve information includes a curve start position and a curvature, which is stored in advance as map data of the navigation device 3 and is output from the navigation device 3 by being included in the road information Ri.

  Further, as shown in FIG. 2, the main controller 2 sets a target point setting unit 2a as a target point setting means for setting the target point Pta based on the road information Ri, and a target speed Vta at the target point Pta. A target speed setting unit 2b as a target speed setting unit to perform, a deceleration line setting unit 2c for setting a plurality of deceleration lines gradually decreasing at different speeds toward the target speed Vta, and a deceleration control as a control unit for performing a deceleration control A portion 2d is provided.

  For example, when the road information Ri includes a curve, the target point setting unit 2a sets the curve start position as the target point Pta. Further, the target speed setting unit 2b sets, as the target speed Vta, a predetermined speed at which the vehicle can stably travel on a curve ahead of the target point Pta from the road information Ri.

  The deceleration line setting unit 2c sets a deceleration line suitable for traveling while decelerating from a plurality of decelerations to the target speed Vta. In the present embodiment, as shown in FIG. 3, the first deceleration line VL1 on the low vehicle speed side and the second deceleration line VL2 on the high vehicle speed side correspond to the height of the vehicle speed V with respect to the distance to the target point Pta. For example, two lines are prepared as a map. Further, for example, the above-mentioned two lines VL1 and VL2 are set as a reference, and a target speed Vta corresponding to the curvature of the curve is appropriately set by multiplying a coefficient according to the curvature of the curve (which can be determined from the map data). It can be set. In addition, a predetermined distance in front of the target point Pta is set as a dead zone DZ in which deceleration control is not performed (released).

  The deceleration control unit 2d performs control based on the present invention. The target point Pta, both deceleration lines VL1 and VL2, the dead zone DZ, the vehicle position information Pi, and the vehicle speed V are input to the vehicle position information Pi. Based on this, when the vehicle speed V is higher than both speed lines VL1 and VL2, deceleration control is performed. As the deceleration control, as a notification for performing a deceleration operation, a character (for example, “BRAKE”) for inducing deceleration is displayed on the screen 3a of the navigation device 3, or a caution sound or a voice is emitted from the speaker 9. . Alternatively, a vehicle equipped with a device capable of projecting a display such as an MID (multi-information display) or a head-up display can be notified by the display. Further, it is preferable to perform control such as generating a braking force on the wheel W by the brake control device 7 or generating a reaction force in the direction of returning the accelerator pedal Pa by the accelerator control device 8.

  Note that each of the above-described units 2a to 2d may be provided with a CPU in the main control device 2 for program processing, but may be configured by a circuit using an IC or a combination thereof. .

  Next, the control point when the control based on the present invention is programmed will be described with reference to the flow of FIG. This control may be started when it is determined that the road information Ri from the navigation device 3 has a curve start position within a predetermined distance range on the route of the automobile 1, for example. The predetermined distance range may be, for example, a distance that can be decelerated to a low vehicle speed that allows stable traveling with deceleration that does not cause sudden braking in accordance with the vehicle speed.

  First, in step ST1, travel information is acquired. The travel information includes road information Ri and the current vehicle speed V of the automobile 1. Then, the target point setting unit 2a sets the curve start position included in the road information Ri as the target point Pta and sets the dead zone DZ before reaching the target point Pta. Note that a position a predetermined distance from the curve start position may be set as the target point Pta. As shown in FIG. 3, the dead zone DZ ranges as the two deceleration lines VL1 and VL2 approach the target point Pta, and the distance between them decreases. In the narrowed region, the vehicle speed V decreases due to detection errors and the like. There is a possibility that the line VL1 and VL2 may fluctuate up and down, which may cause the control to become unstable. It is preferable to set such a region.

  In the next step ST2, it is determined whether or not the distance Di from the host vehicle position to the target position Pta based on the host vehicle position information Pi is longer than the dead zone DZ. If longer (Di> DZ), the process proceeds to step ST3. In step ST3, the first deceleration line VL1 is set by the deceleration line setting unit 2c, and the process proceeds to step ST4. In step ST4, it is determined whether or not the vehicle speed V is higher than the first decrease line VL1. If it is determined that the vehicle speed V is higher, the process proceeds to step ST5, where the primary speed for guiding the vehicle speed V to the first deceleration decrease line VL1. The first flag F1 for starting the deceleration control is turned on (F1 ← 1), and the second flag F2 for starting the second deceleration control for guiding the vehicle speed V to the second deceleration reduction line VL2 is turned off (F2 ←). 0).

  After step ST5 or when it is determined in step ST4 that the vehicle speed V is equal to or lower than the first decrease line VL1, the process proceeds to step ST6. In step ST6, the deceleration line setting unit 2c sets the second deceleration line VL2, and the process proceeds to step ST7. In step ST7, it is determined whether or not the vehicle speed V is higher than the second decrease line VL2. If it is determined that the vehicle speed V is higher, the process proceeds to step ST8, where the second flag F2 is turned on (F2 ← 1) and the second. The primary flag F1 is turned off (F1 ← 0).

  After step ST8 or when it is determined in step ST7 that the vehicle speed V is equal to or lower than the second decrease line VL2, the process proceeds to step ST9. In step ST9, it is determined whether or not the primary flag F1 is on. If it is on (F1 = 1), the process proceeds to step ST10.

  When the process proceeds to step ST10, the vehicle speed V is between the first deceleration line VL1 and the second deceleration line VL2. In step ST10, the vehicle speed V is set as the first deceleration line VL1 as the driving operation support control. Deceleration support control is performed so as to be above or below. For example, a reaction force is generated on the accelerator pedal Pa by the accelerator control device 8, a braking force is generated by the brake control device 7, and the display signal Cs is output to the navigation device 3 or a device capable of screen display as described above. A character indicating braking (for example, “BRAKE”) is displayed blinking on the display, and a sound generation signal Sd is output to the speaker 10. Please perform control to output "

  If it is determined that the primary flag F1 is off (F1 = 0) after step ST10 or in step ST9, the process proceeds to step ST11. In step ST11, it is determined whether or not the secondary flag F2 is on. If it is on (F2 = 1), the process proceeds to step ST12.

  When the process proceeds to step ST12, the vehicle speed V exceeds the second deceleration line VL2, and at step ST12, the vehicle speed V is set on or below the second deceleration line VL2 as the driving operation support control. Deceleration support control is performed. In this case, since the vehicle speed V is in a high state, control for greatly decelerating is performed. For example, the magnitude of the reaction force by the accelerator control device 8 is made stronger than that for the first deceleration line VL1, and the braking control by the brake control device 7 is made stronger than that for the first deceleration line VL1. Further, on the display of the navigation device 3 or the above-mentioned screen displayable device, for example, the character display (for example, “BRAKE”) is displayed so as to be emphasized, and for example, a continuous sound is output so as to emphasize the output from the speaker 10. Or, for example, control is performed to sound like “Please decelerate strongly”.

  After step ST12 or when it is determined in step ST11 that the secondary flag F2 is off (F2 = 0), the process returns to step ST1.

  If it is determined in step ST2 that the distance Di from the vehicle position to the target position Pta is equal to or less than the dead zone DZ (region of the dead zone DZ), the process proceeds to step ST13. In step ST13, it is determined whether or not the target point Pta has been reached. If it is determined that the target point Pta has not been reached, the process returns to step ST1, and if it is determined that the target point Pta has been reached, the process proceeds to step ST14. . In step ST14, the primary flag F1 is turned off (F1 = 0). In the next step ST15, the secondary flag F2 is turned off (F2 = 0), and this routine is terminated.

  In the control in step ST10 or step ST12, all of the above-described controls may not be performed, and any one or a plurality of arbitrary combinations may be used. An example of the combination will be described with reference to FIG. As shown in FIG. 5, when the vehicle speed V exceeds the first deceleration line VL <b> 1, the first flag F <b> 1 is turned on to generate the accelerator pedal reaction force and to blink the display (“BRAKE”). . This display object may also be a display of the navigation device 3 or a device capable of screen display as described above. The reaction force generation time of the accelerator pedal Pa may be a short time that can be notified to the driver, and the braking by the brake control device 7 is detected by detecting that the accelerator pedal Pa has returned to the fully closed position by the reaction force. I do. In this case, since the control is performed when the vehicle speed is low, the braking force is weak, and the flashing of the display may be slow flashing such that the turn-off time is longer than the lighting time. It is possible to increase the braking force by operating the brake pedal according to the driver's will of operation.

  FIG. 5 shows an example of the case of automatic control. For example, when there is a curve at the tip of a downhill, the vehicle speed V is set when the automatic brake control by the first deceleration line VL1 cannot provide sufficient deceleration. The second deceleration line VL2 may be exceeded. In such a case, or when the vehicle speed V is already higher than the second deceleration line VL2 at the start of control, the second flag F2 is turned on, and the accelerator pedal reaction force is intermittently received (in the illustrated example). (Although it may be in the ON state of the secondary flag F2 twice, it is generated) and the display (“BRAKE”) is turned on. This display target may also be the display of the navigation device 3 or a device capable of screen display, as described above. Further, a sound is generated from the speaker 10. Note that the secondary flag F2 is turned off when the dead zone DZ is entered. However, as shown in FIG. 5, the display is kept on even in the dead zone DZ to keep the driver on. I try to encourage them. Similarly, the speaker 10 may continue to produce sound in the dead zone DZ.

  As a result, the driver can recognize that it is necessary to increase the deceleration toward the target point Pta. Accordingly, in the automatic braking control, braking by the brake control device 7 generates a braking force stronger than that in the case of the first deceleration line VL1. Also in this case, it is possible to increase the braking force by operating the brake pedal according to the driver's will of operation.

  In this way, immediately before entering a curve to be traveled at a certain speed or less, the accelerator control device 8 generates a reaction force on the accelerator pedal Pa to notify the driver of deceleration or the brake control device 7 actively decelerates. In addition, in order to prompt the driver to decelerate, the user can enter the curve in an overspeed state by using the display or sound of the display of the navigation device 3 or the device capable of screen display in the same manner as described above. This can be prevented in advance.

  In addition, when the vehicle speed is higher than when the vehicle speed is low, each control is set in a larger state, so that it is possible to perform appropriate deceleration control corresponding to the vehicle speed and when performing such a plurality of controls. In the vicinity of the target point Pta, there is a possibility that the vehicle speed range to be controlled is narrowed and the adjacent control may be alternately performed. However, the dead zone in which the control is not performed (released) in the vicinity of the target point Pta. DZ is provided. This can prevent the driver from feeling uncomfortable by performing different controls.

  In the above example, the curve start position is set as the target point Pta. However, the object of deceleration control according to the present invention is not limited to curve driving. It can also be applied when entering a place (ETC). A predetermined position in front of each may be set as the target point Pta.

  Next, a flow different from the flow of FIG. 4 described above will be described below with reference to FIG. In addition, the flow from step ST21 to ST33 may be the same as the flow from step ST1 to ST13 in FIG.

  In step ST33, it is determined whether or not the target point Pta has been reached. If it is determined that the target point Pta has not been reached, the process proceeds to step ST36. In step ST36, the first flag F1 is turned off and the process proceeds to step ST26. Therefore, for example, in the case of a normal curve approach, the control of step ST22 to step ST32 is performed once, and when the dead zone DZ is entered, control is not performed in the flow of FIG. 4, but in this flow of step ST26 to step ST32, Control is also performed in the dead zone DZ.

  In the flow of FIG. 6, since the first flag F1 is turned off, the process proceeds from step ST29 to step ST30 and proceeds to step ST31. When the vehicle speed V is low in the control before entering the dead zone DZ and the control in the first deceleration line L1 is performed without performing the control in the second deceleration line L2, the second flag F2 is off (= 0). Therefore, in this case, none of the deceleration control is performed.

  On the other hand, when the control is performed on the second deceleration line L2, it is considered that the vehicle speed V is high before entering the dead zone DZ. In the flow of FIG. 6, when the second flag F2 is on (= 1) and the process proceeds from step ST33 to step ST36, the process proceeds from step ST27 to step ST29, further proceeds from step ST29 to step ST31, and then step ST32. Will proceed to. As a result, even if the dead zone DZ is entered, when the vehicle speed V is high, the deceleration control by the corresponding second deceleration line L2 is continued, so that the deceleration control can be performed up to the target point Pta, and the target point Pta Thus, it is possible to assist the operation so as to achieve the target speed Vta even more reliably.

  In the case of the flow of FIG. 6 also, if it is determined in step ST33 that the target point Pta has been reached, the process proceeds to step ST34, where the primary flag F1 is turned off (F1 = 0), and the next step ST35 The secondary flag F2 is turned off (F2 = 0), and this routine ends.

  The control according to the present invention is not limited to the above-described example. In this control, as described above, the target point Pta is set as the curve approaching (starting) point, and the vehicle is decelerated to the target speed by then. In this case, it is better to perform control according to the state of the traveling path of the own vehicle. For example, when the navigation device 3 detects that the own vehicle has entered the downhill curve before entering the dead zone DZ. Even if the dead zone DZ is reached, the control is not turned off, and the automatic brake control is continued until the entry point to the downhill curve. By doing in this way, it can decelerate still more reliably before the curve approach. Note that when entering the curve and entering the curve running state, the automatic brake control is canceled and the driving state is set according to the driver's will. In this way, depending on the state of the traveling road of the vehicle, switching on / off of the control in the dead zone DZ or giving priority to other controls (the above-described automatic brake control) can provide flexible operation support. It can be carried out.

  In the illustrated example, the deceleration control at the time of entering the curve has been described. However, the object to be subjected to the deceleration control is not limited to the curve. For example, an obstacle recognition device that recognizes the presence of an obstacle ahead by a radar, a camera, or the like. In an automobile equipped with a vehicle, an obstacle can be detected in front of the vehicle, and deceleration support can be performed to avoid the obstacle. For example, when an obstacle is detected ahead, regardless of traveling in the dead zone DZ, each deceleration control by the brake control device 7 and the accelerator control device 8 is performed when the driver performs the accelerator operation and the steering wheel operation. Turn it off and give priority to avoidance behavior. When the driving operation that seems to be such an avoidance action is not performed, the deceleration control is executed.

1 Vehicle 2a Target point setting unit (target point setting means)
2c Deceleration line setting part (Deceleration line setting means)
2d Deceleration control unit (control means)
3. Navigation device (road information acquisition means)
4 Vehicle speed sensor (vehicle speed detection means)

Claims (2)

A vehicle driving operation support device for supporting driving operation during traveling of a vehicle,
Road information acquisition means for acquiring road information on the course of the vehicle;
Vehicle speed detecting means for detecting the vehicle speed of the vehicle;
Target point setting means for setting a target point to be driven at a predetermined speed or less based on the road information;
Target speed setting means for setting a target speed at the target point;
Deceleration line setting means for setting a plurality of deceleration lines that gradually decrease at different speeds toward the target speed until the vehicle reaches the target point;
When the vehicle speed is higher than any one of the plurality of deceleration lines, the vehicle speed is reduced based on the latest deceleration line lower than the vehicle speed, and for each of the plurality of deceleration lines. Control means for performing different types of deceleration guidance control,
The control means sets a predetermined distance before the target point as a dead zone, and releases the deceleration guidance control when it is determined that the vehicle has entered the dead zone. apparatus. A vehicle driving operation support device for supporting driving operation during traveling of a vehicle,
Road information acquisition means for acquiring road information on the course of the vehicle;
Vehicle speed detecting means for detecting the vehicle speed of the vehicle;
Target point setting means for setting a target point to be driven at a predetermined speed or less based on the road information;
Target speed setting means for setting a target speed at the target point;
Deceleration line setting means for setting a plurality of deceleration lines that gradually decrease at different speeds toward the target speed until the vehicle reaches the target point;
When the vehicle speed is higher than any one of the plurality of deceleration lines, the vehicle speed is reduced based on the latest deceleration line lower than the vehicle speed, and for each of the plurality of deceleration lines. Control means for performing different types of deceleration guidance control,
The control means sets a predetermined distance in front of the target point as a dead zone, and performs the deceleration guidance control based on the highest speed of the plurality of deceleration lines, and the vehicle enters the dead zone. If it is determined will continue while performing based rather the deceleration-induced control before Symbol the most speed for a plurality of deceleration line is high, on the basis of the deceleration lines other than the most speed is high of the plurality of deceleration line The vehicle driving operation support device according to claim 1, wherein when the deceleration guidance control is performed and it is determined that the vehicle has entered the dead zone, the deceleration guidance control based on a corresponding deceleration line is canceled .

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