JP6898745B2 - Vehicle driving support control device - Google Patents

Description

The present invention particularly relates to a vehicle driving support control device that appropriately prompts a driver to hold the steering wheel even in a vehicle having an automatic steering function and an automatic starting function.

In recent years, in vehicles, various technologies using driving support control and automatic driving control have been developed and put into practical use so that the driver can drive more comfortably and safely. For example, when there is no preceding vehicle, constant-speed cruise control is performed to maintain the set vehicle speed, and when a preceding vehicle is detected, following driving control is performed to make the own vehicle follow the preceding vehicle while maintaining the distance between the following vehicles. The Cruise Control (ACC: Adaptive Cruise Control) system with automatic maintenance control of the inter-vehicle distance is one such technology.

Recently, the application area of this ACC system has been expanded to a low speed area (0 [Km / h] ~), and a system having a traffic jam tracking function has also been put into practical use. In the ACC system equipped with this traffic jam tracking function, when the stop of the preceding vehicle to be followed is detected, the ACC system activates the following automatic start control. Then, the own vehicle is automatically stopped following the preceding vehicle, and after that, when the start of the preceding vehicle is detected, the own vehicle is automatically started following the start.

For example, in Japanese Patent Application Laid-Open No. 2005-247197 (hereinafter, Patent Document 1), an object existing in the traveling direction of the own vehicle is detected, and a preceding vehicle to which the own vehicle follows is determined from the detected objects. In the follow-up travel control device that executes the follow-up travel control for the determined preceding vehicle, the start / stop switch is pressed when both the own vehicle and the preceding vehicle are in the stopped state, and a driving operation requesting the start is input by the driver. If this is done, this is stored as start request information, while if this start request information is already stored when the preceding vehicle starts, it can be determined that the driver intends to start the own vehicle. There is disclosed a technique of a follow-up running control device that starts follow-up running control by changing the control state of the following from stop control to follow-up control.

Japanese Unexamined Patent Publication No. 2005-247197

By the way, in a vehicle equipped with automatic driving control such as an automatic steering function and an automatic start function as disclosed in Patent Document 1 as described above, steering control and start / stop control are automatically performed, so that even if the driver steers. Safety can be ensured even if the wheel is not held. However, considering fluctuations in the traffic environment, it is preferable that the driver holds the steering wheel in order to maintain safety reliably. On the other hand, the driver may not need to hold the steering wheel, as when the vehicle is stopped. For this reason, in a vehicle driving support control device equipped with a driver's let-off driving prevention function, which counts the time after the driver releases from the steering wheel and alerts the driver when the let-off time reaches a predetermined time. , When the vehicle is stopped, it is conceivable to prevent the driver from letting go of driving, which resets the letting go time counted until the vehicle stops. However, in the case of control that resets the release time when the vehicle is stopped, for example, when the vehicle repeats running → stop → running → stop →… at a low speed or the like, the warning time for issuing an alarm for the release time from the steering wheel. As a result, there is a risk that the release operation prevention function will not operate effectively. Further, in the driver's let-off operation prevention function as described above, when the vehicle is stopped, it is conceivable to stop the count at that time instead of resetting the let-off time. Depending on the difference from the alarm time that alerts the driver, the time it takes for the count to restart and reach the alarm time will differ, and the time until the driver will be alerted will vary, giving the driver a sense of discomfort. There is a possibility that it will end up.

The present invention has been made in view of the above circumstances, and is a vehicle driving support control device capable of improving safety by appropriately urging the driver to hold the steering wheel in consideration of the running state of the vehicle. Is intended to provide.

One aspect of the vehicle driving support control device of the present invention is a steering holding state detecting means for detecting the holding state of the steering wheel of the driver, and counting the steering wheel non-holding time after the driver releases the steering wheel. When the steering wheel non-holding time counting means and the steering wheel non-holding time counted by the steering wheel non-holding time counting means reach a preset time limit when the vehicle is in a preset running state. , The counting time limiting means for limiting the time limit, and the alarm control when the counting of the steering wheel non-holding time is continued or restarted from the time limit and the steering wheel non-holding time exceeds a preset threshold value. Equipped with an alarm means to operate.

According to the vehicle driving support control device according to the present invention, it is possible to improve safety by appropriately urging the driver to hold the steering wheel in consideration of the traveling state of the vehicle without any discomfort.

It is a schematic block diagram of the driving support control device which concerns on one Embodiment of this invention. It is a flowchart of the vehicle driving support program which concerns on one Embodiment of this invention. It is a characteristic diagram of the stop prediction time set according to the vehicle speed which concerns on one Embodiment of this invention. It is a time chart which shows an example of the driving support control which concerns on one Embodiment of this invention.

Hereinafter, embodiments of the present invention will be described with reference to the drawings.

In FIG. 1, reference numeral 1 indicates a driving support control device mounted on the vehicle, and the driving support control device 1 has a control unit (ACC_ECU) 30. The ACC_ECU 30 is mainly composed of a well-known microcomputer equipped with a CPU, a ROM, a RAM, and the like, and the ROM stores fixed data such as a control program and various tables for realizing a preset operation.

An in-vehicle camera 2 is connected to the input side of the ACC_ECU 30 via an image processing unit (IPU) 3. In the present embodiment, as the in-vehicle camera 2, an example in which a stereo camera having a main camera 2a and a sub camera 2b is adopted will be described. Both cameras 2a and 2b are fixedly attached to the upper part of the front part of the vehicle interior (for example, both sides of the rearview mirror) while maintaining a certain distance. The image signals of the driving environment in front of the own vehicle captured by both cameras 2a and 2b are transmitted to the IPU3.

The IPU 3 acquires the traveling environment information around and in front of the own vehicle based on the image information from the vehicle-mounted camera 2. Then, based on this driving environment information, information on the lane marking line, the preceding vehicle traveling in front of the own vehicle, and the oncoming vehicle approaching from the front is acquired, and further, a pedestrian or a two-wheeled vehicle trying to cross the front of the own vehicle ( Acquire obstacle detection information consisting of moving obstacles such as bicycles and motorcycles, road shoulder rim stones, and fixed obstacles such as guardrails and trees.

Further, a well-known navigation device 5, an automatic driving switch 6, a front side sensor 7, a vehicle speed sensor 8, a front-rear acceleration sensor 9, an accelerator opening sensor 10, a biological detection sensor 11 for a steering wheel, and the like are connected to the input side of the ACC_ECU 30. Has been done.

The navigation device 5 holds map information including information on roads, intersections, altitudes, etc. in the storage means, and receives signals from GPS (Global Positioning System) satellites to acquire the position information (latitude, Based on (longitude, altitude, movement direction, etc.), the current location of the own vehicle is displayed on the map information displayed on a monitor (not shown). If the destination is set, the guidance route from the current location to the destination is displayed on the map information of the monitor.

The automatic driving switch 6 is a group of switches related to driver's driving support control. For example, a compound that arbitrarily selects normal driving (switch OFF) and automatic driving (switch ON) and sets a set vehicle speed during ACC operation. It is a switch and is installed at a position that can be operated by the driver, such as the instrument panel and steering wheel in front of the driver's seat.

The front side sensor 7 is an ultrasonic sensor, a millimeter wave radar, a microwave radar, an infrared sensor, a laser radar, or the like. In this embodiment, for example, the front side sensor 7 is attached to the left and right door mirrors, respectively, but is attached to the ridge of the front bumper. It may be attached. The front side sensor 7 monitors an area from the diagonally front left and right to the side, which is difficult to recognize from the image from the in-vehicle camera 2 described above, and tries to approach the own vehicle and slip through, or is in front of the own vehicle. Detects pedestrians trying to cross the road and moving obstacles such as two-wheeled vehicles (bicycles, motorcycles).

Further, the vehicle speed sensor 8 detects the vehicle speed of the own vehicle, the front-rear acceleration sensor 9 detects the front-rear acceleration of the own vehicle, and the accelerator opening sensor 10 detects the accelerator opening degree from the amount of depression of the accelerator pedal of the driver.

Further, the biological detection sensor 11 for the steering wheel is, for example, a sensor provided on the steering wheel as disclosed in Japanese Patent Application Laid-Open No. 2013-90834 to detect the biological signal of the driver. The biological detection sensor 11 for the steering wheel detects the holding state of the steering wheel of the driver. That is, the steering wheel biological detection sensor 11 is provided as a steering holding state detecting means.

On the other hand, a throttle actuator 21 for opening and closing the throttle valve of the electronically controlled throttle and a brake drive unit 22 are connected to the output side of the ACC_ECU 30.

The brake drive unit 22 is provided with a main brake actuator 23 and an auxiliary brake actuator 24, and the main brake actuator 23 is a hydraulic pressure supplied from a hydraulic control unit (HCU) provided in the brake drive unit 22. The brake is increased or decreased to adjust the braking force with respect to the main brake 23a such as the disc brake provided on each wheel. On the other hand, the auxiliary brake actuator 24 operates the auxiliary brake 24a such as the drum type brakes provided on the left and right rear wheels when the vehicle is stopped to maintain the stopped state of the own vehicle. The main brake 23a can also obtain a desired braking force by the foot brake operation performed by the driver.

Further, a power steering motor drive unit 25 is connected to the output side of the ACC_ECU 30. Then, the power steering motor drive unit 25 has a target control amount (target steering angle, target steering torque) for preventing deviation from the lane calculated by ACC_ECU 30, and a target course set based on the preceding vehicle locus and the lane shape. The target control amount (target steering angle, target steering torque) for traveling following the vehicle is output, and steering support or automatic steering steering control is executed.

Further, a display unit 26 such as an alarm lamp and a notification unit 27 such as a buzzer and a speaker are connected to the output side of the ACC_ECU 30 as alarm means. The display unit 26 may be, for example, a multi-information display (MID) provided in a combination meter in front of the driver's seat, or a monitor of the navigation device 15 may be used.

Then, the ACC_ECU 30 outputs a drive signal to the throttle actuator 21 of the electronically controlled throttle and the brake drive unit 22 based on the signals from various sensors and switches, and based on the driving environment information detected by the IPU3, the own vehicle Find out if you have caught the vehicle ahead. As a result, when the preceding vehicle is not captured, the constant speed cruise control (constant speed cruise control) for driving the own vehicle at the set vehicle speed is executed. On the other hand, when the preceding vehicle is captured, follow-up travel control (following cruise control) is performed to follow the preceding vehicle with a predetermined inter-vehicle distance.

Further, the application area of the ACC_ECU 30 is expanded to a low speed area (0 [Km / h] to), and when the stop of the preceding vehicle to be followed is detected based on the image information from the IPU3, the ACC_ECU 30 follows the stop of the own vehicle. Automatically stops, and when the start of the preceding vehicle is detected, the own vehicle is automatically started. More specifically, when the ACC_ECU 30 detects that the preceding vehicle has stopped, the ACC_ECU 30 stops the own vehicle while maintaining a preset inter-vehicle distance, waits until the preceding vehicle starts (following stop), and causes the preceding vehicle to stop. When a start is detected, the own vehicle is automatically started after the preceding vehicle is separated by a preset distance between the starting vehicles (following automatic start control).

Further, as described above, the ACC_ECU 30 performs automatic driving control and the like by coordinating lane departure prevention control for preventing deviation from the lane, lane keep control for traveling following a set target course, and other overtaking control. Execute. As described above, the ACC_ECU 30 has a function as an automatic control means.

Then, the ACC_ECU 30 detects the holding state of the steering wheel of the driver according to the flowchart of the driving support program shown in FIG. 2 described later, and counts the steering wheel non-holding time after the driver releases the steering wheel. When the vehicle is stopped, when the counted steering wheel non-holding time reaches a preset time limit, the time limit is limited. Then, when the vehicle starts and the steering wheel non-holding time exceeds a preset threshold value, the alarm control is activated.

That is, first, in step 101 (hereinafter, abbreviated as “S”) 101, it is determined whether or not the driver holds the steering wheel based on the signal from the biological detection sensor 11 for the steering wheel.

As a result of the determination in S101, when the driver holds the steering wheel, the steering wheel non-holding time counter ct (tc = 0) and the alarm start time counter ts, which will be described later, are cleared (ts = 0). , Clear the alarm prohibition flag Fs (Fs = 0). Further, the display unit 26 such as the alarm lamp that urges the driver to hold the steering wheel is turned off, the alarm sound by the notification unit 27 such as the buzzer and the speaker is turned off, and the driving support control is programmed to maintain the status quo. Exit.

On the contrary, when the driver does not hold the steering wheel, the process proceeds to S103, the steering wheel non-holding time counter ct is counted up (tk = tk + Δtk: Δtk is the program execution time), the process proceeds to S104, and the predicted stop time te is set. Set. As shown in FIG. 3, the predicted stop time te is set in advance by experiments, calculations, etc. so that the higher the vehicle speed V, the longer the vehicle speed V, as shown in FIG. In the embodiment, when it is predicted that the own vehicle will stop within the predicted stop time te, the operation of the alarm control is prohibited, and the stop of the operation of the driving support control and the automatic driving control is prohibited.

Then, the process proceeds to S105, and it is determined whether or not the following equation (1) is satisfied to stop the vehicle within the predicted stop time te in the current traveling state.

V-a · te ≤ 0 ... (1)
Here, a is the deceleration detected by the front-rear acceleration sensor 9.

As a result of the determination in S105, if the above-mentioned equation (1) is satisfied and the vehicle is predicted to stop within the predicted stop time te in the current running state, the process proceeds to S106 and the vehicle is stopped (V =). 0) Judge whether or not.

As a result of the determination in S106, if the vehicle is stopped (when V = 0), the process proceeds to S107, and the steering wheel non-holding time counter tc is equal to or greater than the time limit tclim set in advance by experiments, calculations, etc. It is determined whether or not (tk ≧ tclim) is satisfied, and if tc ≧ tclim, the process proceeds to S108, the steering wheel non-holding time counter ct is limited to the time limit tclim (tc = tclim), and the process proceeds to S109. In the present embodiment, the time limit tclim set in advance by experiments, calculations, etc. is higher than the threshold value tc1 for determining ON of the display unit 26 such as an alarm lamp, which will be described later, and the notification unit 27 such as a buzzer and a speaker. It is set to a value lower than the threshold value tc2 for determining the ON of the alarm sound due to. Therefore, when the steering wheel non-holding time counter ct, which is limited by the time limit tclim, increases when the vehicle starts running and the driver leaves the steering wheel, it is always within a certain time from the time limit tclim. Since the alarm sound is alerted by the notification unit 27 such as the buzzer and the speaker when the threshold value tc2 is reached, the time from when the vehicle starts running until the alarm sound alarm is issued does not change, and the driver is unnatural. It is designed to prevent you from having a bad feeling.

On the other hand, if it is determined in S106 that the vehicle is not stopped, or if it is determined in S107 that tc <tclim, the process proceeds to S109.

Proceeding to S109, the alarm prohibition flag Fs is set (Fs = 1).

Next, the process proceeds to S110 to turn off the display unit 26 such as the alarm lamp, and the process proceeds to S111 to turn off the alarm sound from the notification unit 27 such as the buzzer and the speaker.

Next, the process proceeds to S112, and it is determined whether or not the driving support functions such as the above-mentioned follow-up running control, steering support, or automatic steering steering control are activated (ON), and if these functions are turned ON, it is determined. , S113, continue these driving support functions (leave them in operation), and exit the program.

If it is determined in S112 that the driving support functions such as the follow-up running control and the steering control of the automatic steering are in the non-operating (OFF) state, the program is exited as it is.

On the other hand, as a result of the above-mentioned determination in S105, if the above equation (1) is not established and the stop within the predicted stop time te cannot be predicted in the current running state, the process proceeds to S114 and the warning prohibition flag Fs is set (Fs). = 1) Judge whether or not it is done.

As a result of this determination, when Fs = 1, the vehicle is predicted to stop within the predicted stop time te in the current driving state, and the warning is prohibited, the driving support control, and the automatic driving control are prohibited from stopping. , S115, and the alarm start time counter ts is counted up (ts = ts + Δts: Δts is the program execution time).

Then, the process proceeds to S116, and it is determined whether or not the alarm start time counter ts has reached the alarm start threshold value tsc or more (ts ≧ tsc) set in advance by experiments, calculations, or the like.

As a result of the determination of S116, when the alarm start time counter ts does not reach the alarm start threshold value tsc (when ts <tsc), the process returns to S109, prohibiting the operation of the alarm control, driving support control, and automatic driving control. Prohibit the stoppage of the operation of.

Further, when the alarm start time counter ts becomes equal to or higher than the alarm start threshold value tsc (when ts ≧ tsc) as a result of the determination of S116, the process proceeds to S117 to clear the alarm start time counter ts (ts = 0). Proceed to S118, clear the alarm prohibition flag Fs (Fs = 0), and proceed to S119.

Further, if the alarm prohibition flag Fs is 0 in the above-mentioned determination of S114, the process proceeds to S119 as it is.

The processing up to S125 after S119, which proceeds after the determination of Fs = 0 in S114 or the setting of Fs = 0 in S118, is for determining the operation of the alarm control, the operation support control, and the stop of the operation of the automatic operation control. This is a process. First, in S119, it is determined whether or not the steering wheel non-holding time counter ct has reached the threshold value tc1 or more (tk ≧ tc1) set in advance by experiments, calculations, and the like.

If it is determined in S119 that tc <tc1, the program is exited as it is, and if it is determined that tc ≧ tc1, the process proceeds to S120, the display unit 26 such as the alarm lamp is turned on, and the process proceeds to S121.

In S121, it is determined whether or not the steering wheel non-holding time counter ct has reached the threshold value tc2 or more (tk ≧ tc2) set in advance by experiments, calculations, or the like. In this embodiment, tc1 <tc2.

As a result of the determination of S121, if it is determined that tc <tc2, the program is exited as it is, and if it is determined that tc ≥ tc2, the process proceeds to S122, and the alarm sound by the notification unit 27 such as the buzzer and the speaker is turned on. Proceed to S123.

Proceeding to S123, it is determined whether or not the steering wheel non-holding time counter ct has reached the threshold value tc3 or more (tk ≧ tc3) set in advance by experiments, calculations, or the like. In this embodiment, tc2 <tc3.

If it is determined in S123 that tc <tc3, the program is exited as it is, and if it is determined that tc ≥ tc3, the process proceeds to S124, and the above-mentioned follow-up driving control, steering support, or automatic steering steering control, etc. It is determined whether or not the driving support function is activated (ON).

As a result of the determination of S124, if these functions are turned on, the process proceeds to S125, these driving support functions are turned off (cancelled), and the program is exited.

If it is determined in S125 that the driving support functions such as the follow-up running control and the steering control of the automatic steering are in the non-operating (OFF) state, the program is exited as it is.

As described above, in the present embodiment, the ACC_ECU 30 is configured to have functions as a steering wheel non-holding time counting means, a counting time limiting means, an alarm means, and an automatic control means.

An example of the driving support control executed by the above ACC_ECU 30 will be described with reference to the time chart of FIG.

In this example, as shown in the time chart of the vehicle speed V, the own vehicle starts at time t1, accelerates, starts decelerating at time t3, stops at time t5, and then starts again at time t7. An example of accelerating is shown. The restart from time t7 may be performed by either an operation by the driver (accelerator operation or the like) or a driving support function (automatic start function).

In such a traveling vehicle, when the driver releases the steering wheel from the time t2 after the time t1, the steering wheel non-holding time counter tc is counted.

In this way, when the driver keeps his / her hand off the steering wheel from the time t2, the steering wheel non-holding time counter tc becomes the threshold value tc1 or more at the time t4 after the time t3, and displays an alarm lamp or the like. It becomes the ON area of the part 26. However, since the vehicle is decelerated and is predicted to stop within the predicted stop time te (time t6) (stop at time t5), the ON of the display unit 26 such as the alarm lamp at time t4 is canceled. .. This prevents unnecessary release prevention warnings for the vehicle when the vehicle is about to stop.

When the vehicle stops at time t5, the count of the steering wheel non-holding time counter tc is limited by the time limit tclim.

After that, at time t7, since the vehicle is started, the counting of the steering wheel non-holding time counter tc, which is limited by the time limit tclim, starts again.

Then, the count value of the steering wheel non-holding time counter tc becomes a threshold value tc2 or more at time t9, becomes an ON region of the alarm sound by the notification unit 27 such as the buzzer and the speaker, and the alarm sound by the notification unit 27 such as the buzzer and the speaker. Is turned on, the threshold value tc3 or higher is reached at time t10, the driving support function becomes an OFF (cancellation) area, and the operation of the driving support control and the automatic driving control is canceled. That is, the count of the steering wheel non-holding time counter tc is limited by the time limit tclim while the vehicle is stopped, and the count starts again after starting, so that the time from start to stop and the time from stop to start fluctuate. However, even if the count value of the steering wheel non-holding time counter tc rises and deviates, the alarm time from the start to the next alarm is kept constant, so the time until the alarm changes. Therefore, it is possible to surely prevent the driver from giving a sense of discomfort to the let-off alarm.

From time t7 to time t8, the time tsc is such that the cancellation of all alarms, driving support control, and automatic driving control operations is not executed.

As described above, according to the embodiment of the present invention, the holding state of the steering wheel of the driver is detected, and the non-holding time of the steering wheel after the driver releases the steering wheel is counted, but the vehicle is stopped. If so, when the counted steering wheel non-holding time reaches a preset time limit, the time limit is limited. Then, when the vehicle starts and the steering wheel non-holding time exceeds a preset threshold value, the alarm control is activated. Therefore, in particular, even if the time from start to stop and the time from stop to start fluctuate and the count value of the steering wheel non-holding time counter tc rises and deviates, the next warning is issued after starting. Since the alarm time until the alarm is issued is kept constant, it is possible to surely prevent the driver from feeling uncomfortable with the let-off alarm due to the change in the alarm time, and the driver is steered in consideration of the driving condition of the vehicle. It is possible to improve the safety by properly promoting the holding of the wheel without any discomfort. In the present embodiment, as a release warning from the steering wheel, an alarm by the display unit 26 such as an alarm lamp, an alarm by an alarm sound by a notification unit 27 such as a buzzer and a speaker, and cancellation of the driving support function are executed. However, the driver may be alerted by an alarm of only one of these, or an alarm of a combination of any two of them.

1 Driving support control device,
2 In-vehicle camera,
3 Image processing unit 5 Navigation device 6 Automatic driving switch 8 Vehicle speed sensor 9 Front-rear acceleration sensor 10 Accelerator opening sensor 11 Steering wheel biometric detection sensor (steering holding state detection means)
21 Throttle actuator,
22 Brake drive,
25 Power steering motor drive unit,
26 Display (alarm means),
27 Notification unit (alarm means),
30 Control unit (steering wheel non-holding time counting means, counting time limiting means, alarm means, automatic control means)

Claims (5)

Steering holding state detecting means for detecting the holding state of the driver's steering wheel, and
A steering wheel non-holding time counting means for counting the steering wheel non-holding time after the driver releases the steering wheel, and
When the vehicle is in a preset running state and the steering wheel non-holding time counted by the steering wheel non-holding time counting means reaches the preset time limit, the counting time limit is limited to the time limit. Means and
An alarm means for activating the alarm control when the counting of the steering wheel non-holding time is continued or restarted from the time limit and the steering wheel non-holding time exceeds a preset threshold value.
A vehicle driving support control device characterized by being equipped with. The driving support of the vehicle according to claim 1, wherein the counting time limiting means limits the non-holding time of the steering wheel by the time limit, and the traveling state of the vehicle is a state in which the vehicle is stopped. Control device. The time limit for limiting the steering wheel non-holding time when the vehicle is in a driving state set in advance by the count time limiting means determines the operation of the alarm control set by the alarm means. The vehicle driving support control device according to claim 1 or 2, wherein the vehicle is set according to a set threshold value. Wherein said alarm control to operate in the warning means, visual alarm and auditory driving support for a vehicle according to any one of that alarm is at least one of claims 1, characterized in claim 3 Control device. It is equipped with at least one of automatic control means, that is, an automatic steering function that automatically steers to prevent deviation from the lane or follows a set target course, and an automatic start function that automatically starts following the preceding vehicle.
The alarm means activates the alarm control when the steering wheel non-holding time becomes equal to or more than a preset first threshold value, and the steering wheel non-holding time becomes equal to or more than a preset second threshold value. driving support control apparatus according to any one of claims 4 the operation of the automatic control unit from claim 1, wherein the stopping upon.

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