JP6920129B2 - Vehicle driving support device - Google Patents

Description

The present invention relates to a vehicle driving support device that sets a target vehicle speed according to a passing margin on the left and right in the vehicle width direction.

Conventionally, as this type of driving support device, the target traveling path on which the own vehicle should travel is set in the center of the lane or the like, and the lane maintenance (lane) that provides steering support so that the own vehicle travels along the target traveling path. Steering support device such as keep) control and automatic driving, and inter-vehicle distance control (ACC:) that keeps the own vehicle speed at a constant speed and follows the preceding vehicle when a preceding vehicle traveling in front is detected. Adaptive Cruise Control) devices are known.

In these driving support devices, based on the driving environment information in front of the own vehicle acquired by the driving environment information acquisition means such as a camera mounted on the vehicle, the lane width and the parked vehicle existing in front of the own vehicle are obstructed in traffic. We constantly monitor the presence or absence of obstructive three-dimensional objects, and the presence or absence of fixed three-dimensional objects fixed on the road or near the road, such as walls, electric poles, trees, and guardrails that are erected on the roadside area. Then, the distance between the obstacle three-dimensional object or the fixed three-dimensional object in front of the own vehicle and the own vehicle in the vehicle width direction is measured, and the ACC device decelerates to a speed at which the vehicle can pass without colliding with the obstacle three-dimensional object or the fixed three-dimensional object. Let it pass through your vehicle.

Therefore, when there is no obstacle three-dimensional object in front of the own vehicle, the fixed three-dimensional object is in the roadside area off the own vehicle traveling path, and the distance from the own vehicle in the vehicle width direction is more than a predetermined value. , The ACC device does not perform deceleration control, but passes a fixed three-dimensional object by steering support control by the steering support device.

For example, in Patent Document 1 (Japanese Unexamined Patent Publication No. 2008-143263), when an obstacle three-dimensional object is detected in front of the own vehicle traveling path, it is necessary for the lane width narrowed by the obstacle three-dimensional object and the own vehicle to pass. A technique for continuing steering control so as to pass near the center of the width without canceling steering control when the width of the narrow road portion is equal to or larger than the minimum width is disclosed. There is.

Japanese Unexamined Patent Publication No. 2008-143263

In the technique disclosed in the above-mentioned document, steering control is always performed to drive the vehicle in the center of the width even when the width is narrow, but the driver can fix the utility pole, guardrail, etc. Even if you recognize that your vehicle will pass without touching a three-dimensional object, if you feel that the passing speed is fast, you will feel pressure (feeling of oppression, fear) as the three-dimensional fixed object approaches.

When approaching a fixed three-dimensional object and passing by it, it is difficult for the driver to grasp the sense of width of the passenger seat side (on the left side in a right-hand drive vehicle), so the vehicle body and the fixed three-dimensional object I feel uneasy about the distance. In the technique disclosed in the above-mentioned document, the steering control is always performed so as to travel in the center of the width. Therefore, when the driver feels that the passing speed with respect to the fixed three-dimensional object is fast, the driver turns the steering wheel to the driver side ( In a right-hand drive car, it is cut to the right side), and the psychology of trying to increase the distance from the fixed three-dimensional object on the passenger seat side works. Alternatively, the driver activates the foot brake to decelerate and pass the vehicle.

In such a case, the steering control disclosed in Patent Document 1 has a disadvantage that the control is contrary to the driver's intention and pressure is applied to the driver instead.

In view of the above circumstances, it is an object of the present invention to provide a vehicle driving support device capable of safely passing a vehicle when approaching and passing through a narrow road without giving a strong pressure to the driver. And.

The vehicle driving support device according to the present invention includes a driving environment information acquisition means for acquiring driving environment information in front of the own vehicle, a vehicle speed detecting means for detecting the vehicle speed of the own vehicle, and the driving environment information acquisition means acquired by the driving environment information acquisition means. A lane width calculating means for calculating the lane width of the road on which the own vehicle travels based on the driving environment information, and a required margin width for the driver's seat side lane required by the driver based on the vehicle speed detected by the vehicle speed detecting means. The required margin width setting means on the driver's seat side, the required margin width on the driver's seat side calculated from the lane width calculated by the lane width calculating means, and the required margin width on the driver's seat side and the own vehicle. For the passenger seat side actual margin width calculating means for calculating the passenger seat side actual margin width by subtracting the vehicle width and the passenger seat side lane required by the driver based on the vehicle speed detected by the vehicle speed detecting means. The passenger seat side required margin width setting means for setting the required margin width, the passenger seat side actual margin width calculated by the passenger seat side actual margin width calculating means, and the passenger seat side required margin width setting means set. Comparing with the required margin width on the passenger seat side, if the required margin width on the passenger seat side exceeds the actual margin width on the passenger seat side, the required margin width on the passenger seat side is the actual passenger seat side. At least the target vehicle speed setting means for setting the target vehicle speed within the margin width and the required margin width on the driver's seat side and the required margin width on the passenger seat side corresponding to the target vehicle speed set by the target vehicle speed setting means. It is provided with a target travel path setting means for setting a target travel path of the own vehicle based on one side and the vehicle width of the own vehicle.

According to the present invention, the required margin width on the driver's seat side and the required margin width on the passenger seat side with respect to the road are taken into consideration in consideration of the vehicle width feeling on the driver's seat side and the passenger's seat side of the own vehicle and the pressure received from the approaching three-dimensional object. And, the target vehicle speed that can obtain both of these required margins is set and the target travel path is set, so when the own vehicle approaches and passes through a narrow road, strong pressure is applied to the driver. It is possible to pass the own vehicle with peace of mind without giving the vehicle, and it is possible to continue good driving support.

Schematic configuration diagram of the driving support device Flowchart showing driving support routine (1) Flowchart showing driving support routine (Part 2) (A) is a conceptual diagram of the right required margin table, (b) is a conceptual diagram of the left solid object required margin map, and (c) is a conceptual diagram of the vehicle width required margin table. Normal steering by the driver is shown, (a) is an explanatory diagram showing the position of the own vehicle when traveling on a narrow road, and (b) is an explanatory diagram when traveling on a narrow road where a guardrail is erected without a traffic road. Explanatory drawing showing the vehicle position Explanatory drawing showing driving support when passing through a narrow road where utility poles are erected in the roadside area Explanatory drawing showing driving support when passing through a narrow road where utility poles are erected in the passage Explanatory drawing showing driving support when passing through a narrow road where guardrails and utility poles are erected in the passageway and the wall surface of the roadside area is close to the aisle side.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The own vehicle M shown in FIG. 1 is equipped with a driving support device 1 and a well-known car navigation system (not shown). In the following, a mode in which a right-hand drive vehicle travels on the left side will be described. Therefore, in the case of a left-hand drive vehicle traveling on the right side, the explanation is reversed on the left and right.

The driving support device 1 includes a driving support control unit 11 as a driving support means, an engine control unit (hereinafter referred to as "E / G_ECU") 12, a power steering control unit (hereinafter referred to as "PS_ECU") 13, and a brake control unit (hereinafter referred to as "PS_ECU"). Each control unit such as (hereinafter referred to as “BK_ECU”) 14 is provided, and each of the control units 11 to 14 is connected through an in-vehicle communication line 15 such as a CAN (Controller Area Network). Each control unit 11 to 14 is composed of a microcomputer equipped with a CPU, ROM, RAM, etc., and the ROM includes a control program for realizing the operation set for each system by the CPU. Fixed data such as tables and maps that are referenced when setting control values are stored.

Further, a camera unit 21 as a driving environment information acquisition means is connected to the input side of the driving support control unit 11. The camera unit 21 has a stereo camera including a main camera 22a and a sub camera 22b, and an image processing unit (IPU) 23. The pair of cameras 22a and 22b are installed at predetermined intervals in the front part of the vehicle interior, and image the traveling environment in front of the own vehicle M. The IPU 23 processes the driving environment images taken by both cameras 22a and 22b in a predetermined manner, and outputs the driving environment information to the driving support control unit 11.

Further, on the input side of the driving support control unit 11, a vehicle speed sensor 24 as a vehicle speed detecting means for detecting the vehicle speed (hereinafter, referred to as “own vehicle speed”) V of the own vehicle M, and a steering angle sensor 25 for detecting the steering angle. , And various sensors that detect the behavior of the own vehicle M, although not shown in particular, are connected. Further, a monitor 26 is connected to the output side of the driving support control unit 11.

On the other hand, the throttle actuator 31 is connected to the output side of the E / G_ECU 12. The throttle actuator 31 opens and closes the throttle valve of the electronically controlled throttle provided in the throttle body of the engine. By opening and closing the throttle valve by a drive signal from the E / G_ECU 12, the intake air flow rate is adjusted. , The desired engine output is generated and the desired own vehicle speed is obtained.

Further, an electric power steering motor 32 is connected to the output side of the PS_ECU 13. The electric power steering motor 32 applies steering torque to the steering mechanism by the rotational force of the motor. In automatic operation, the electric power steering motor 32 is controlled and operated by a drive signal from PS_ECU 13, so that the current traveling lane can be traveled. The lane keeping control to be maintained is executed. Specifically, the left and right lane markings and obstacle three-dimensional objects that divide the lane are detected, a target travel path that avoids the obstacle three-dimensional object is set on the own vehicle travel path, and the own vehicle M travels along the target travel path. The lane keeping steering control is performed as described above.

Further, the brake actuator 33 is connected to the output side of the BK_ECU 14. The brake actuator 33 adjusts the brake hydraulic pressure supplied to the brake wheel cylinders provided on each wheel. When the brake actuator 33 is driven by a drive signal from BK_ECU 14, each wheel is driven by the brake wheel cylinder. A braking force is generated against the vehicle M, and the own vehicle M is forcibly decelerated.

The driving support control unit 11 is based on the driving environment information in front of the own vehicle M captured by the camera unit 21, and is an obstacle three-dimensional object 41 such as a lane width W1 of the own vehicle traveling road or a vehicle parked on the shoulder of the own vehicle (see the figure road). ), And the presence or absence of columnar three-dimensional objects 42 such as electric poles and trees standing in the roadside area, and continuous three-dimensional objects 43 such as wall surfaces and guard rails that are continuous along the road is constantly monitored, and the own vehicle M In addition to determining whether or not the vehicle can pass, the driver is set with a target travel path ro and a target vehicle speed Vo that do not give pressure when approaching or passing through the three-dimensional object.

In the driving support control unit 11, the target traveling path ro and the target vehicle speed Vo are specifically calculated according to the driving support routine shown in FIGS. 2 to 3. In this routine, first, the traveling environment information that images the front of the own vehicle M transmitted from the camera unit 21 in step S1 is read, and the actual lane width W1 that the own vehicle M passes through is calculated in step S2. The process in step S2 corresponds to the lane width calculation means of the present invention.

For example, as shown in FIG. 5A, when the road is partitioned by left and right lane markings, the lane width W1 is within the left and right lane markings. Further, as shown in FIG. 3B, when a continuous three-dimensional object 43 such as a guardrail is erected inside the left lane marking line, the lane width W1 is between the continuous three-dimensional object 43 and the right lane marking line. It becomes. Alternatively, as shown in FIG. 7, the road is not divided by the left and right lane markings, and obstacles such as a columnar three-dimensional object 42 such as a utility pole or a parked vehicle inside a continuous three-dimensional object 43 such as a wall surface erected on the left and right. When the three-dimensional object 41 faces a position close to each other in the traveling direction on the road, the distance between the columnar three-dimensional object 42 and the obstacle three-dimensional object 41 is the lane width W1.

By the way, in lane keeping control during automatic driving or the like, as shown in FIG. 5A, the target traveling path ro of the own vehicle M is set at the center CL of the left and right lane markings, and the own vehicle M is on the target traveling path ro. Steering control is performed so as to drive. Therefore, for example, as shown in FIG. 3B, when a continuous three-dimensional object 43 such as a guardrail is installed inside the left lane marking, the lane width W1 is between the continuous three-dimensional object 43 and the right lane marking line. Therefore, the target travel path ro is set in the central CL of this lane width W1.

However, in general, when the driver drives his / her own vehicle M by operating his / her own steering wheel, it is difficult to grasp the sense of width of the passenger seat side as compared with the sense of width of the driver's seat. The vehicle travels in a state where a predetermined deviation width ΔW is deviated from the center of the vehicle to the right section line side and a wide distance from the continuous solid object 43 is secured. Therefore, in the lane keeping control, when the own vehicle M is driven along the target traveling path ro set in the central CL between the continuous three-dimensional object 43 and the right section line, the continuous three-dimensional object 43 causes a narrow road. It gives the driver pressure (a feeling of oppression, a feeling of fear) until it approaches the position to be felt and passes. In this case, when a columnar three-dimensional object 42 such as a utility pole is erected inward from the left section line instead of the continuous three-dimensional object 43, the columnar three-dimensional object 42 is said to protrude toward the road side from the driver's point of view. You will feel more pressure to receive the testimony. Further, this pressure becomes stronger as the vehicle speed V increases.

Therefore, first, in step S3, the own vehicle speed V detected by the vehicle speed sensor 24 is read, and in step S4, the left and right margin width (own vehicle width) W2 obtained by subtracting the vehicle width (own vehicle width) W2 of the own vehicle M from the lane width W1 is obtained. W1-W2) is compared with the narrow road determination threshold value Wo for determining whether or not the left and right margin widths set based on the own vehicle speed V are narrow. In the present embodiment, the own vehicle width W2 is the maximum width including the left and right door mirrors of the own vehicle M, but it may be the maximum width of the vehicle body not including the left and right cast nets.

The narrow road determination threshold value Wo is a minimum value for determining whether or not the own vehicle M can be driven along the center (W1 / 2) of the lane width W1 without exerting strong pressure on the driver. Yes, if (W1-W2) <Wo, it is determined to be a narrow road. Further, this narrow road determination threshold value W is set to, for example, a value obtained by subtracting the vehicle width W2 from the lane width (3.25 to 3.5 [m]) set on the expressway as an upper limit, and becomes a wider value as the own vehicle speed V increases. Is set to.

Then, when (W1-W2) ≥Wo, the vehicle jumps to step S17, and when (W1-W2) <Wo, the current vehicle speed V is a narrow road that gives pressure to the driver. The determination is made, the process proceeds to step S5, and the target vehicle speed Vo and the target travel path ro of the own vehicle M are newly set in step S5 or less.

In step S5, based on the own vehicle speed V, the lane margin (right required margin) Mr1 ([m]) on the driver's seat side where the driver can easily grasp the vehicle width sense is set to the right required margin table. Refer to and set. As shown in FIG. 4A, the right required margin table is the minimum at which the driver does not feel strong pressure when the own vehicle M approaches a position that feels like a narrow road due to the three-dimensional object on the right side. The right required margin Mr1 which is a margin (distance) is obtained and set in advance from an experiment or the like according to the own vehicle speed V. The right required margin Mr1 is set to a value that becomes wider as the vehicle speed V increases.

Next, the process proceeds to step S6, and it is checked whether or not the three-dimensional object on the right side is continuous. When the three-dimensional object is a columnar three-dimensional object 42 such as a utility pole or a tree shown in FIGS. 6 or 7, it is easy to feel strong pressure because there is a feeling of unevenness when viewed from the driver's seat. The three-dimensional object 43 has less unevenness on the road side when viewed from the driver, and the pressure when passing closer to a position felt as a narrow road by the continuous three-dimensional object 43 is weaker than that of the columnar three-dimensional object 42.

Therefore, when the three-dimensional object on the right side (driver's seat side) is the continuous three-dimensional object 43, the process proceeds to step S7, and the right required margin Mr1 is multiplied by a predetermined gain k1 (for example, 70 to 80 [%]) to be normally performed. The right required margin Mr1 shorter than is set (Mr1 ← k1 · Mr1).

Then, when the process proceeds from step S6 or step S7 to step S8, the right required margin width Wr between the vehicle body and the obstacle is set by the right required margin Mr1 (Wr ← Wr1), and the process proceeds to step S9. The processing in steps S5 to S8 corresponds to the driver's seat side required margin width setting means of the present invention.

Then, when the process proceeds to step S9, the left actual margin width Wl is set.
Wl ← W1-W2-Wr
Calculate from. The processing in this step corresponds to the passenger seat side actual margin width calculation means of the present invention.

Next, the process proceeds to step S10, and the three-dimensional object on the left side is recognized by pattern matching processing or the like from the driving environment information read in step S1 described above, and the distance between the three-dimensional object on the left side and the left end of the lane width W1. (Distance between left three-dimensional object lanes) L1 is calculated. As shown in FIG. 6, when the left three-dimensional object is a columnar three-dimensional object 42, the distance between the side surface and the inside of the left lane marking is the left three-dimensional object lane distance L1. Further, as shown in FIG. 7, when the left and right lane markings do not exist on the road, the distance between the three-dimensional objects is set as the lane width W1 as described above, so that the distance L1 between the left three-dimensional objects is set to 0. NS. On the other hand, as shown in FIG. 8, when the left columnar three-dimensional object 42 is installed inside the left lane marking, the left three-dimensional object lane distance L1 is set to 0. The process in step S10 corresponds to the three-dimensional object distance calculation means of the present invention.

Then, the process proceeds to step S11, and the left three-dimensional object required margin Ml1 ([m]) as the three-dimensional object required margin is referred to with reference to the left three-dimensional object required margin map based on the left three-dimensional object lane distance L1 and the own vehicle speed V. To set. The left three-dimensional object required margin Ml1 is the minimum margin (horizontal distance) at which the driver does not feel strong pressure when the own vehicle M approaches a position that the driver feels as a narrow road due to the left three-dimensional object. , It is obtained and set in advance from experiments and the like based on the own vehicle speed V and the distance L1 between the left three-dimensional object lanes. The left three-dimensional object required margin Ml1 stored in the left three-dimensional object required margin map is gradually set wider in the region where the left three-dimensional object lane distance L1 is surrounded by a solid line as the own vehicle speed V increases. Further, when the left three-dimensional object lane distance L1 exceeds the area surrounded by the solid line, the left three-dimensional object required margin is gradually reduced according to the expansion of the left three-dimensional object lane distance L1 regardless of the own vehicle speed V. Ml1 is set. The process in step S11 corresponds to the three-dimensional object required margin setting means of the present invention.

After that, the process proceeds to step S12, and it is checked whether or not the left three-dimensional object is continuous. Similar to the three-dimensional object on the right side described above, the three-dimensional object on the left side also has a feeling of unevenness on the road side in the continuous three-dimensional object 43a such as a card rail or a wall surface as compared with the columnar three-dimensional object 42 shown in FIGS. The pressure received by the driver when the own vehicle M approaches and passes is weaker than that of the columnar three-dimensional object 42.

Therefore, when the three-dimensional object on the left side (passenger seat side) is the continuous three-dimensional object 43a, the process branches to step S13, and the left three-dimensional object required margin Ml1 is multiplied by a predetermined gain k2 (for example, 70 to 80 [%]). Therefore, the required margin Ml1 for the left three-dimensional object, which is shorter than usual, is set (Ml1 ← k2 · Ml1).

Then, when proceeding from step S12 or step S13 to step S14, the left vehicle width required margin Ml2 [m] is set based on the own vehicle speed V with reference to the vehicle width required margin table shown in FIG. 4 (c).

As mentioned above, it is difficult for the driver to grasp the sense of width of the vehicle on the passenger seat side, and when passing closer to a position that feels like a narrow road due to a three-dimensional object, in addition to the feeling of oppression from the three-dimensional object, The feeling of anxiety that makes it impossible to grasp the sense of width of the vehicle is strongly felt as pressure. Further, it becomes more difficult to grasp this sense of vehicle width as the vehicle speed V increases. Therefore, the left vehicle width required margin Ml2, which is a value that becomes wider as the own vehicle speed V becomes higher, is stored in the vehicle width required margin table. The process in step S14 corresponds to the vehicle width required margin setting means of the present invention.

Next, the process proceeds to step S15, and the driver is required by adding the left vehicle width required margin Ml2 to the value (Ml1-L1) obtained by subtracting the left three-dimensional object lane distance L1 from the left solid object required margin Ml1. Calculate the lane margin width (left required margin width) on the passenger side that you want ((Ml1-L1) + Ml2). The process in this step corresponds to the passenger seat side required margin width setting means of the present invention.

After that, the process proceeds to step S16, and it is examined whether or not the left required margin width ((Ml1-L1) + Ml2) exceeds the left actual margin width Wl. Then, in the case of (Ml1-L1) + Ml2 ≦ Wl, it is determined that the driver will not be given strong pressure even if the own vehicle M is brought close to and passed through the three-dimensional object at the current own vehicle speed V, and step S17. The current own vehicle speed V is set to the target vehicle speed Vo (V ← Vo), and the process proceeds to step S19. On the other hand, in the case of (Ml1-L1) + Ml2> Wl, it is determined that the left required margin width that does not give strong pressure to the driver is not secured, and the process proceeds to step S18 in order to reduce the current vehicle speed V. ..

Proceeding to step S18, based on the lane width W1 which is the maximum lane width that the own vehicle can pass through, from the relationship of W1 = W2 + Wr + Wl, the own vehicle speed V where (Ml1-L1) + Ml2 ≦ Wl, that is, the driver The right required margin table shown in FIG. 4A described above, which allows the vehicle M to approach and pass a position that the vehicle M feels as a narrow road by a three-dimensional object without applying pressure, is shown in the figure (see FIG. With reference to the left three-dimensional object required margin map shown in b) and the vehicle width required margin table shown in FIG. Set as. The process in this step corresponds to the target vehicle speed setting means of the present invention.

Next, the process proceeds to step S19, and the right required margin width Wr and the left required margin width (Ml1) are based on the respective margins Mr1, Ml1, and Ml2 set when the target vehicle speed Vo is obtained by reverse lookup in step S18 described above. -L1) + Ml2 is set.

Then, when the vehicle proceeds from step S17 or step S19 to step S20, the target travel path ro for advancing the own vehicle M is set. If W1 ≧ Wo is determined in step S4 described above, this target traveling path ro is set at the center (W1 / 2) of the lane width W1 and exits the routine. If it is determined that W1 <Wo, the left actual margin width Wl is calculated based on the right required margin width Wr and the left required margin width (Ml1-L1) + Ml2 obtained in step S19 described above, and the lane width. With the left and right ends of W1 as the reference, add 1/2 of the own vehicle width W2 to the left actual margin width Wl or the right required margin width Wr, set the target travel path ro on which the own vehicle M travels, and perform the routine. Exit. The process in step S20 corresponds to the target course setting means of the present invention.

The driving support control unit 11 transmits the target vehicle speed Vo set in step S17 or step S18 of the driving support routine described above to the E / G_ECU 12 and the BK_ECU 14. The E / G_ECU 12 and the BK_ECU 14 execute the opening degree control of the throttle actuator 31 and the braking force control by the brake actuator 33 to control the vehicle speed so that the own vehicle speed V converges to the target vehicle speed Vo.

Further, the target traveling path ro is transmitted to PS_ECU 13. The PS_ECU 13 sets a target steering angle at which the own vehicle traveling path recognized based on the driving environment image captured by the camera unit 21 matches the target traveling path ro, and the steering angle detected by the steering angle sensor 25 becomes the target steering angle. Steering control is performed as described above.

As described above, in the present embodiment, the actual lane width W1 through which the own vehicle M passes is detected in consideration of the three-dimensional objects 41 to 43 based on the image captured by the camera unit 21. Then, when the driver drives in the center of the lane width W1 at the current own vehicle speed V, the driver can grasp the feeling of the vehicle width on the passenger seat side when approaching a position that feels like a narrow road and pressure when passing. To determine whether or not to give. When it is determined that the driver M approaches a position where the vehicle M feels to be a narrow road and exerts pressure when passing through the vehicle (W1 <Wo), first, it is easy to grasp the sense of width of the vehicle. The right required margin width Wr on the seat side is obtained, and the right required margin width Wr and the own vehicle width W2 are subtracted from the lane width W1 to obtain the left actual margin width Wl.

By the way, the pressure received from the passenger seat side by the driver is not only difficult to grasp the sense of width of the vehicle, but also has a feeling of oppression received from the three-dimensional object when approaching a position that feels like a narrow road due to the three-dimensional object. Therefore, the left actual margin width Wl is the left vehicle width required margin Ml2 that does not receive strong pressure due to the difficulty of grasping the vehicle width feeling, and the required margin width (Ml1-L1) that does not receive a strong oppressive feeling from a three-dimensional object. ) And must be secured wider than the sum ((Ml1-L1) + Ml2 ≦ Wl).

In the case of (Ml1-L1) + Ml2 ≦ Wl, the pressure given to the driver can be reduced by driving the driver's seat side of the own vehicle M with the required right margin width Wr without decelerating the own vehicle speed V. .. On the other hand, in the case of Ml1-L1) + Ml2> Wl, pressure is applied to the driver. Therefore, the target vehicle speed Vo for which the relationship of Ml1-L1) + Ml2≤Wl is established is set, and the own vehicle speed V is set to the target vehicle speed Vo. With the vehicle decelerated, pass it close to a position that feels like a narrow road.

As a result, when the own vehicle M approaches a position that the driver feels as a narrow road and passes through, the driver can pass through with peace of mind without giving strong pressure, and good driving support can be continued. can.

The present invention is not limited to the above-described embodiment. For example, the field of view is narrow during night driving, and the pressure received when approaching and passing through a narrow road feels stronger than during daytime driving. Therefore, the target vehicle speed Vo May be corrected with a predetermined gain and further decelerated.

1 ... Driving support device,
11 ... Driving support control unit,
12 ... Engine control unit,
13 ... Power steering control unit,
14 ... Brake control unit,
15 ... In-car communication line,
21 ... Camera unit,
22a ... Main camera,
22b ... Sub camera,
24 ... Vehicle speed sensor,
25 ... Steering angle sensor,
26 ... Monitor,
31 ... Throttle actuator,
32 ... Electric power steering motor,
33 ... Brake actuator,
41 ... Obstacle three-dimensional object,
42 ... Columnar three-dimensional object,
43, 43a ... Continuous three-dimensional object,
k1, k2 ... gain,
L1 ... Distance between lanes of three-dimensional object on the left side,
M ... own vehicle,
Ml1 ... Left solid object required margin,
Ml2 ... Left vehicle width required margin,
Mr1 ... Right required margin,
ro ... Target course,
V ... Own vehicle speed,
Vo ... Target vehicle speed,
W1 ... Lane width,
W2 ... Own vehicle width,
Wl ... Left actual margin width,
Wo ... Narrow road judgment threshold,
Wr ... Right required margin width,
ΔW ... deviation width

Claims (4)

Driving environment information acquisition means for acquiring driving environment information in front of the own vehicle,
The vehicle speed detecting means for detecting the vehicle speed of the own vehicle and the vehicle speed detecting means.
A lane width calculating means for calculating the lane width of the road on which the own vehicle travels based on the driving environment information acquired by the driving environment information acquisition means, and a lane width calculating means.
A driver's seat side required margin width setting means for setting a required margin width for the driver's seat side lane required by the driver based on the vehicle speed detected by the vehicle speed detecting means, and a driver's seat side required margin width setting means.
The actual passenger seat side is obtained by subtracting the required margin width on the driver's seat side and the vehicle width of the own vehicle calculated by the driver's seat side required margin width setting means from the lane width calculated by the lane width calculating means. Passenger seat side actual margin width calculation means for calculating margin width,
Passenger seat side required margin width setting means for setting the required margin width for the passenger seat side lane required by the driver based on the vehicle speed detected by the vehicle speed detecting means, and
The actual margin width on the passenger seat side calculated by the passenger seat side actual margin width calculating means is compared with the required margin width on the passenger seat side set by the passenger seat side required margin width setting means, and the passenger seat side is compared. When the required margin width of the passenger seat side exceeds the actual margin width on the passenger seat side, the target vehicle speed setting means for setting the target vehicle speed at which the required margin width on the passenger seat side is within the actual margin width on the passenger seat side.
The own vehicle is based on at least one of the required margin width on the driver's seat side and the required margin width on the passenger seat side corresponding to the target vehicle speed set by the target vehicle speed setting means and the vehicle width of the own vehicle. A vehicle driving support device comprising a target traveling path setting means for setting a target traveling path. A three-dimensional object distance calculation means for calculating the distance from the outer three-dimensional object on the passenger side of the lane width to the lane width based on the driving environment information acquired by the driving environment information acquisition means.
A three-dimensional object is required to set a three-dimensional object necessary margin so that the driver does not receive strong pressure from the three-dimensional object based on the distance calculated by the three-dimensional object distance calculating means and the vehicle speed detected by the vehicle speed detecting means. Margin setting means and
A vehicle width required margin setting means for setting a vehicle width required margin corresponding to the vehicle width sensation on the passenger seat side based on the vehicle speed detected by the vehicle speed detecting means.
With
The passenger seat side required margin width setting means subtracts the distance calculated by the three-dimensional object distance calculation means from the three-dimensional object required margin set by the three-dimensional object required margin setting means, and the vehicle width required margin. The vehicle driving support device according to claim 1, wherein the required margin for the passenger seat side is calculated by adding the required margin for the vehicle width set by the setting means. The required margin width on the driver's seat side set by the driver's seat side required margin width setting means is shorter than that of a columnar three-dimensional object in the case of a continuous three-dimensional object in which the three-dimensional object on the driver's seat side is continuous along the road. The vehicle driving support device according to claim 1 or 2, wherein the vehicle is set. The three-dimensional object required margin set by the three-dimensional object required margin setting means should be set shorter than the columnar three-dimensional object in the case of a continuous three-dimensional object in which the three-dimensional object on the passenger seat side is continuous along the road. 2. The vehicle driving support device according to claim 2 or 3.

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