JP6816313B2 - Vehicle driving support system - Google Patents

Description

The present invention relates to a vehicle driving support system that supports a driver's driving operation based on driving environment information outside the own vehicle and driving information via the automatic transmission of the own vehicle.

In a vehicle such as an automobile, the vehicle in front of the own vehicle is imaged with a camera or the like to recognize the preceding vehicle or obstacles traveling in front of the own vehicle, and the vehicle automatically travels so as to keep the distance between the preceding vehicle and the vehicle safe. Driving assistance technologies that support the driver's driving, such as increasing or decreasing the speed and automatically operating the brakes to prevent collisions, have been developed and put into practical use.

For example, in Patent Document 1, when it is detected that the front wheel or the rear wheel is in contact with the wheel chock, the vehicle is provided by executing driving support for isolating the contacted front wheel or the rear wheel from the wheel chock. A driving support device that can deal with a driver's mistaken shift operation when starting is disclosed.

Japanese Unexamined Patent Publication No. 2013-209005

In general, the mode of driving support changes according to the state of the shift operation of the automatic transmission, as disclosed in Patent Document 1. However, since the shift operation of the automatic transmission is such that the driver operates the shift lever toward the target shift position, it is a halfway operation such as releasing the shift lever before reaching the target shift position. Then, due to the factor of mechanical variation, the position stays halfway, and the shift position becomes indefinite.

In such a case, it is conceivable to store the shift position before it becomes indefinite and execute the driving support control with reference to the stored value. However, if an attempt is made to uniquely refer to the previous shift position to execute driving assistance, it does not match the actual vehicle condition via the automatic transmission, and unnecessary driving assistance functions are activated, or conversely, it is desired. There is a risk that the driving support function will not operate.

The present invention has been made in view of the above circumstances, and even if the shift position of the automatic transmission remains in an indefinite position, unnecessary support control due to incompatibility with the vehicle state via the actual automatic transmission is performed. The purpose is to provide a vehicle driving support system capable of avoiding execution and executing necessary support control.

The vehicle driving support system according to one aspect of the present invention is a vehicle that executes driving support control that supports a driver's driving operation based on driving environment information outside the own vehicle and driving information via the automatic transmission of the own vehicle. In the driving support system of the above, the automatic transmission is connected to a shift operation unit for selecting and operating the shift position of the automatic transmission, and is provided in the shift operation unit to output position information according to the operation position. The shift position determination unit that determines whether the shift operation unit is in the operation confirmed position or the indefinite position based on the position information from the plurality of position sensors and the shift operation unit, and the shift operation unit. When it is determined that the operation is in the confirmed operation position, the shift position storage unit that stores the shift position in the operation confirmed position and holds it as a shift storage value, and when it is determined that the shift operation unit is in the operation confirmed position. The shift position at the operation fixed position is determined as the shift position referred to by the driving support control, and when it is determined that the shift operating unit is at the indefinite position, the shift storage value immediately before the indefinite position and the driving support are obtained. The shift position determination unit that determines the shift position referred to by the driving support control based on the shift position preset according to the function and the shift position determined by the shift position determination unit are referred to. It is equipped with a driving support control unit that executes driving support control.

According to the present invention, even when the shift position of the automatic transmission remains in an indefinite position, it is necessary to avoid executing unnecessary support control due to incompatibility with the vehicle state via the actual automatic transmission. Assistance control can be executed.

Explanatory drawing showing the drive system and control system of a vehicle Explanatory drawing showing an array of shift positions Explanatory drawing showing the position sensor output Explanatory diagram showing an example of a shift decision table Explanatory drawing which shows the shift decision value by the shift decision table of FIG. Explanatory diagram showing another example of the shift decision table Explanatory drawing which shows the shift decision value by the shift decision table of FIG. Flowchart of shift position determination process

Hereinafter, embodiments of the present invention will be described with reference to the drawings. In FIG. 1, reference numeral 1 is an engine mounted on a vehicle (not shown), and an automatic transmission 2 is continuously provided on an output shaft of the engine 1. The automatic transmission 2 is a multi-speed transmission that changes the gear ratio stepwise, or a continuously variable transmission that continuously changes the gear ratio. By operating the shift operation unit 5 provided in the driver's seat, the automatic transmission 2 is used. The shift range is switched via a cable connecting the automatic transmission 2 and the shift operation unit 5.

The shift range is switched by a well-known manual valve (not shown) that selectively establishes the oil passage of the automatic transmission 2 and switches the shift range. For example, parking lock (P), traveling in the reverse direction. It can be switched to any of the following ranges: reverse (R), neutral (N), drive (D) capable of traveling in the forward direction, and manual (M) for manual operation. In the following, the parking lock, reverse, neutral, drive, and manual ranges are simply referred to as P, R, N, D, and M.

The shift range is selected by the shift operation unit 5 by operating the shift lever 5b extending from the shift gauge 5a to the shift position corresponding to each shift range. As shown in FIG. 2, for example, the shift gauge 5a to which the shift lever 5b moves is provided with a vertical groove and a horizontal groove extending in the horizontal direction from the lower end of the vertical groove. The upper end position of is the shift position (P position) of "P". Further, the "R" shift position (R position) and the "N" shift position (N position) are arranged in order from the P position downward, and the lower end position of the vertical groove is the "D" shift position "(. The groove portion in the lateral direction from the D position is the “M” shift position ”(M position).

It should be noted that a position in the middle between the P position and the R position, a position in the middle between the R position and the N position, a position in the middle between the N position and the D position, and a middle position between the D position and the M position. The position of is an indefinite position that is not any range position with respect to the operation confirmation position corresponding to each range of P, R, N, D, and M, respectively. This indefinite position is a position where the shift lever 5b stays between the operation fixed positions of P, R, N, D, and M due to factors such as mechanical variation.

At each position of P, R, N, D, and M, a plurality of position sensors 6 for detecting the position where the shift lever 5b is operated are arranged. Hereinafter, the position sensors 6 for each position of P, R, N, D, and M will be described as 6 # P, 6 # R, 6 # N, 6 # D, and 6 # M. These position sensors 6 # P, 6 # R, 6 # N, 6 # D, and 6 # M are connected to the transmission control device 10 that controls the automatic transmission 2, and are operated from the transmission control device 10. The position signal of the shift operation is output to the support device 100.

The signals from the position sensors 6 # P, 6 # R, 6 # N, 6 # D, and 6 # M are directly input to the driving support device 100 without going through the transmission control device 10. Is also good.

The driving support device 100 determines the shift position of the automatic transmission 2 referred to in various driving support controls based on the signal from the position sensor 6, and executes the driving support control suitable for this shift position. In the present embodiment, a driving support system including a position sensor 6 for detecting the shift position of the automatic transmission 2 and a transmission control device 10 is formed around the driving support device 100.

Here, the shift position referred to in the driving support control indicates the actual shift range of the automatic transmission 2 when the shift operation unit 5 is in the operation confirmed position, but is not necessarily when the shift operation unit 5 is in the indefinite position. The actual state of the automatic transmission 2 is not shown. That is, the shift position determined for reference in the driving support control is for controlling the unnecessary driving support that does not match the vehicle state of the actual automatic transmission 2 and for executing the required driving support. It becomes the virtual shift position of.

Specifically, the driving support device 100 is formed by a plurality of device groups, and the driver's driving operation is performed based on the driving environment outside the own vehicle and the driving information of the own vehicle via the engine 1 and the automatic transmission 2. Execute various driving support controls to support. The plurality of device groups forming the driving support device 100 include, for example, an external environment in which the driving environment outside the own vehicle is recognized by an in-vehicle camera, a radar, or the like, centering on a support control device that outputs various driving support control commands. A recognition device, an engine control device that controls the engine 1, a brake control device that controls the brakes of each wheel, a steering control device that controls the assist torque by an electric power steering motor provided in the steering system of the vehicle, a vehicle abnormality or a driver There are alarm devices and the like that issue an alarm in response to an erroneous operation or the like, and these devices are connected to a communication bus forming an in-vehicle network so that bidirectional communication is possible to form a driving support device 100.

The driving support device 100 executes various driving support controls that support the driving operation of the driver based on the traffic environment information surrounding the own vehicle and the driving state information of the own vehicle. The driving support control includes, for example, constant-speed driving control including follow-up driving while maintaining a constant inter-vehicle distance with respect to the preceding vehicle, lane keeping control for keeping the own vehicle in the driving lane, and prevention of deviation from the lane. Lane departure prevention control, collision damage mitigation brake control to avoid collision with obstacles or reduce collision damage, misstep warning control to warn of mistakes in accelerator pedal and brake pedal depression, prevention of collision when the vehicle is reversing There are reverse collision avoidance brake control, AT erroneous reverse control that suppresses the driving force when the vehicle is moving backward due to erroneous operation of the automatic transmission 2.

These driving support controls are executed with reference to the shift range of the automatic transmission 2, but when the shift position of the shift operation unit 5 is in an indefinite position, it matches the actual range position of the automatic transmission 2. No support control may be performed. Therefore, the driving support device 100 includes a shift position determination unit 101, a shift position storage unit 102, a shift position determination unit 103, and a driving support control unit 104 as functions related to the shift position referred to in the driving support control. Each of these functional units is provided in, for example, a central support control device.

Based on the signal from the position sensor 6, the shift position determination unit 101 determines whether the shift lever 5b of the shift operation unit 5 is operated at the operation confirmed position or stays at an indefinite position, and determines the determined shift position. Output including indefinite position. In the following, the value as obtained from the output of the position sensor 6 is described as "raw value", and the shift position determined from this raw value is described as "shift raw value".

For example, to explain the shift operation from the D position to the N position as an example, as shown in FIG. 3, the output of the position sensor 6 # D (hereinafter referred to as “D sensor”) is output at the operation confirmed position of D. The voltage is high level (ON), and the output voltage of the position sensor 6 # N (hereinafter referred to as “N sensor”) is low level (OFF). When the operation confirmed position of D changes to the operation confirmed position of N, the output voltage of the D sensor changes from high level (ON) to low level (OFF), and the output voltage of the N sensor changes from low level (OFF) to high level (OFF). It changes to ON). At this time, if the shift lever 5b stays at an indefinite position in the middle between D and N, both the D sensor and the N sensor are turned off.

Therefore, the shift position determination unit 101 determines that the operation is confirmed at D when the D sensor is ON, and at the operation confirmed position of N when the N sensor is ON, and the shift raw value of D and N are respectively determined. Outputs the raw shift value of. On the other hand, when the D sensor changes from ON to OFF, the N sensor does not change from OFF to ON, and when it remains OFF, it is determined that the sensor is in an indefinite position on the way from D to N, and an indefinite shift is made. Output the raw price.

In the present embodiment, the shift position determination unit 101 will be described as being provided in the operation support device 100, but the shift position determination unit 101 may be provided in the transmission control device 10. In that case, the transmission control device 10 determines whether the operation position of the shift lever 5b is the operation fixed position or the indefinite position, and outputs the shift raw value including the indefinite position to the operation support device 100.

When the shift raw value determined by the shift position determination unit 101 is not indefinite, the shift position storage unit 102 stores the shift raw value and stores it as a shift storage value. The shift storage value is updated to the latest state by the shift raw value that was not indefinite at the end, and is read out by the shift position determination unit 103.

When the shift raw value determined by the shift position determination unit 101 is not indefinite, the shift position determination unit 103 determines the shift raw value as it is as a reference shift position in the driving support control, and the shift raw value is indefinite. If so, the shift storage value is used to determine the shift position for reference. Hereinafter, the shift position determined for reference in the driving support control will be appropriately described as a "shift determination value". Specifically, the shift determination value is determined with reference to a shift determination table as illustrated in FIGS. 4 and 6.

In the shift determination table TBL1 shown in FIG. 4, when the shift storage values are R, N, and D, all the shift determination values are N, and when the shift storage values are P and M, the shifts of P and M are unchanged. It is set to be the determined value. This shift determination table TBL1 applies the driving force from the engine 1 to the automatic transmission 2 even though the range position of the automatic transmission 2 is not fixed in the driving support control such as the constant speed running control. This is to prevent the generation of unnecessary driving force due to erroneous determination that the vehicle can be transmitted to the drive wheels via the vehicle, and to avoid driving support control that does not match the actual vehicle conditions to ensure safety. can do.

For example, when the shift operation from the D position to the N position causes the shift storage value from the shift position determination unit 101 and the shift storage value from the shift position storage unit 102 to have waveforms as shown in FIG. 5, the shift raw value When is fixed at D, the shift decision value is also D, and when the shift raw value is fixed at N, the shift decision value is also N. On the other hand, when the raw shift value is indefinite, the shift determination table TBL1 sets the shift determination value to N with respect to the shift storage value D before the indefinite value.

Further, the shift determination table TBL2 shown in FIG. 6 shows an example in which the shift determination value at an indefinite position is subdivided for each driving support function with respect to the shift determination table TBL1 of FIG. In this example, among the various driving support functions described above, constant speed driving / inter-vehicle distance control (ACC), stepping error warning control (FMW), collision damage mitigation brake control, and backward collision avoidance, which is a type of collision damage mitigation brake control, Support functions for the same shift memory value for brake control, AT false reverse control, which is a type of collision damage mitigation brake control, and false start / reverse reverse suppression (prevention of pedal depression) control, etc. It is the desired shift determination value in.

For example, taking constant speed running / inter-vehicle distance control (ACC) and stepping error warning control (FMW) as an example, as shown in FIG. 7, when the shift raw value is determined by D, the shift determination value is Both ACC and FMW become D, and when the shift raw value is determined to be N, the shift determination value of both also becomes N. On the other hand, when the raw shift value is indefinite, the shift determination value becomes N in ACC and the shift determination value becomes D in FMW with respect to the shift storage value D before becoming indefinite.

That is, when the raw shift value is indefinite, the range position of the automatic transmission 2 is not determined by setting the shift determination value to N as in the shift determination table TBL1 for the operation support function of the ACC. The unnecessary driving force from the engine 1 in the state is suppressed. Further, for the FMW driving support function, when the shift raw value is undefined, the alarm is effectively activated on the premise that power is output from the automatic transmission 2 to the drive wheels with the shift determination value as D. , Make it possible to effectively warn the driver of a mistake in pedaling.

The driving support control unit 104 refers to the shift position of the automatic transmission 2 determined by the shift position determination unit 103, and issues a control command for executing various driving support controls suitable for the shift position to the engine control device and the brake. Output to control devices, steering control devices, alarm devices, etc. At this time, in the support control related to the driving force and the brake, when the shift position is indefinite, the shift range of the automatic transmission 2 is set to N, so that unnecessary driving force and the brake can be suppressed, and also. In the support control related to the alarm, when the shift position is indefinite, the shift range of the automatic transmission 2 is set to D, so that the driver can be effectively alerted.

Next, the program processing related to the above shift position determination will be described with reference to the flowchart of FIG.

In this shift position determination process, in the first step S1, a shift raw value based on a signal from the position sensor 6 provided in the shift operation unit 5 of the automatic transmission 2 is acquired. Next, the process proceeds to step S2, and it is examined whether or not the shift raw value is indefinite.

If the shift raw value is not indefinite in step S2, the process proceeds from step S2 to step S3, and the shift storage value is updated with the current shift raw value. Then, after setting the current shift raw value as the shift determination value in step S4, the process proceeds from step S4 to step S6 to output the shift determination value.

On the other hand, when the shift raw value is undefined in step S2, the process proceeds from step S2 to step S5, and the shift determination value is set from the shift storage value by referring to the table. The table to be referred to is a table in which shift determination values suitable for the driving support function such as the shift determination table TBL1 or shift determination table TBL2 described above are stored. After setting the shift determination value by referring to this table, the process proceeds to step S6. It is willing to output the shift determination value, and it is possible to execute the driving support control suitable for the shift position by this shift determination value.

As described above, in the present embodiment, when the shift position of the automatic transmission is in an indefinite position where the operation is not fixed, the stored value of the shift position immediately before the indefinite position and the driving support function are set in advance. The shift position referred to in the driving support control is determined based on the shift position. As a result, when the driving support control is executed with reference to the shift position, it is possible to avoid the execution of unnecessary support control due to the incompatibility with the vehicle state via the actual automatic transmission, and to execute the necessary support control. Can be done.

1 Engine 2 Automatic transmission 5 Shift operation unit 5a Shift gauge 5b Shift lever 6 Position sensor 10 Transmission control device 100 Operation support device 101 Shift position determination unit 102 Shift position storage unit 103 Shift position determination unit 104 Operation support control unit TBL1 Shift Decision table TBL2 shift decision table

Claims (4)

It is a vehicle driving support system that executes driving support control that assists the driver's driving operation based on the driving environment information outside the own vehicle and the driving information via the automatic transmission of the own vehicle.
A shift operation unit for selecting and operating the shift position of the automatic transmission is connected to the automatic transmission.
A plurality of position sensors provided in the shift operation unit and outputting position information according to the operation position, and
A shift position determination unit that determines whether the shift operation unit is in an operation confirmed position or an indefinite position based on position information from the plurality of position sensors.
When it is determined that the shift operation unit is in the operation confirmed position, the shift position storage unit that stores the shift position in the operation confirmed position and holds it as a shift storage value,
When it is determined that the shift operation unit is in the operation confirmed position, the shift position in the operation confirmed position is determined as the shift position referred to in the driving support control, and it is determined that the shift operation unit is in the indefinite position. When, a shift position determining unit that determines the shift position referred to in the driving support control based on the shift storage value immediately before the indefinite position and the shift position preset corresponding to the driving support function ,
A vehicle driving support system including a driving support control unit that executes the driving support control with reference to a shift position determined by the shift position determining unit. The own vehicle is equipped with an engine, and the driving support control for supporting the driving operation of the driver is the driving support control related to the driving force, and the shift operation unit determined by the shift position determining unit is the driving support control. The first aspect of claim 1, wherein the shift position referred to in the driving support control related to the driving force when it is determined to be in an indefinite position is a shift position for suppressing the driving force from the engine. Vehicle driving support system. The driving support control includes a driving support control related to the driving force and a driving support control related to the suppression of the driving force, and at least the driving support control related to the suppression of the driving force is a control related to the collision damage mitigation brake. The vehicle driving support system according to claim 1, wherein the vehicle is characterized by the above. When the shift storage value is a shift position in which the driving force from the engine can be transmitted to the drive wheels, the preset shift position is a shift position that suppresses the driving force from the engine. The vehicle driving support system according to claim 1.

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