JP6948242B2 - Vehicle driving support device - Google Patents

Description

The present invention relates to a vehicle driving support device capable of switching between a driving support mode in which the own vehicle is automatically driven along a target traveling path and a manual driving mode in which the own vehicle is driven based on the driving operation of the driver.

Conventionally, in vehicles such as automobiles, technologies related to various driving support devices for reducing the burden on the driver and realizing comfortable and safe driving have been proposed and put into practical use. This type of driving assistance device combines, for example, preceding vehicle tracking control (ACC: Adaptive Cruise Control) with lane keeping (LKA: Lane Keep Assist) control and lane departure prevention (LDP: Lane Departure Prevention) control. , It is possible to realize driving support control that automatically drives the own vehicle along the target traveling path.

Further, in the driving support device, when a predetermined driving operation (override) by the driver is detected, in order to respect the driver's intention, the driving support mode in which the driving support control is performed as described above is performed based on the driving operation of the driver. It is possible to switch to the manual operation mode in which the own vehicle is driven. For example, in Patent Document 1, the steering work amount due to the driver steering the steering wheel is calculated based on the steering torque and the steering angle speed, and when the calculated steering work amount exceeds the override determination threshold value, automatic driving is performed. A technique for switching from an automatic operation mode in which control is performed (driving support control mode) to a manual operation mode in which manual operation is performed by a driver is disclosed.

By the way, the driving support mode (automatic driving mode) for automatically driving the own vehicle is performed on the premise that the driver is holding (grasping) the steering, and a predetermined driving intervention by the driver is permitted. It is roughly divided into a first driving support mode and a second driving support mode that is performed without the need for steering steering by the driver and does not presuppose driving intervention by the driver. In recent years, practical application of a driving support device capable of switching between two driving support modes having different control levels and a manual driving mode has also been studied.

Japanese Unexamined Patent Publication No. 2015-63244

However, when the above-mentioned two driving support modes and the manual driving mode are set in the driving support device, it is important to appropriately determine the driving mode to be transitioned when the driver's intervention is detected.

The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a vehicle driving support device capable of appropriately determining a driver's intention and switching between two driving support modes and a manual driving mode. ..

The vehicle driving support device according to one aspect of the present invention requires a manual driving mode, a first driving support mode in which driving support control is performed on the premise of steering steering by the driver, and steering steering by the driver. A second driving support mode that performs driving support control without any operation is provided as a driving mode, and a driving control means that selectively executes the driving mode to control the driving of the vehicle and a preset driving operation of the driver are provided. A mode switching means for switching the operation mode executed by the traveling control means based on the amount is provided, and the mode switching means is equal to or higher than a preset first threshold value at the time of selecting the first driving support mode. When the driving operation amount is detected, the manual operation mode is switched to, and when the second driving support mode is selected, the driving operation amount equal to or greater than the second threshold value set to a value smaller than the first threshold value is applied. When it is detected, the mode is switched to the first driving support mode, and when the second driving support mode is selected, the driving operation amount set to a value equal to or lower than the second threshold value and equal to or higher than the third threshold value is detected. When the speed of the driving operation for generating the driving operation amount is equal to or higher than a preset speed threshold value, the manual operation mode is switched to.

According to the vehicle driving support device of the present invention, it is possible to appropriately determine the driver's intention and switch between the two driving support modes and the manual driving mode.

Schematic configuration diagram of the driving support device Flowchart of operation mode switching control routine (1) Flowchart of operation mode switching control routine (Part 2) Flowchart of operation mode switching control routine (3) A flowchart showing a transition determination subroutine from the manual operation mode to the first operation support mode. Blow chart showing the transition judgment subroutine from the first driving support mode to the manual driving mode A flowchart showing a transition determination subroutine from the first driving support mode to the second driving support mode. Flow chart showing the transition judgment subroutine from the second driving support mode to the manual driving mode A flowchart showing a transition determination subroutine from the second driving support mode to the first driving support mode. Transition diagram to each operation mode A time chart showing an example of sequential transition from the second driving support mode to the first driving support mode and the manual driving mode according to the amount of brake depression. A time chart showing an example of sequential transition from the second driving support mode to the first driving support mode and the manual driving mode according to the steering torque. A time chart showing an example of a direct transition from the second driving support mode to the manual driving mode according to the amount of brake operation. A time chart showing an example of a direct transition from the second driving support mode to the manual driving mode according to the steering torque.

Hereinafter, embodiments of the present invention will be described with reference to the drawings. The drawings relate to one embodiment of the present invention, FIG. 1 is a schematic configuration diagram of a driving support device, FIGS. 2 to 4 are flowcharts of an operation mode switching control routine, and FIG. 5 is from a manual operation mode to a first operation support mode. FIG. 6 is a flowchart showing the transition judgment subroutine of, FIG. 6 is a blow chart showing the transition judgment subroutine from the first driving support mode to the manual driving mode, and FIG. 7 is a transition from the first driving support mode to the second driving support mode. A flowchart showing a judgment subroutine, FIG. 8 is a flowchart showing a transition judgment subroutine from the second driving support mode to the manual driving mode, and FIG. 9 is a transition judgment subroutine from the second driving support mode to the first driving support mode. The flowchart shown, FIG. 10 is a transition diagram to each operation mode, and FIG. 11 shows an example of sequentially transitioning from the second operation support mode to the first operation support mode and the manual operation mode according to the amount of brake depression. A time chart, FIG. 12 is a time chart showing an example of sequentially transitioning from the second driving support mode to the first driving support mode and the manual driving mode according to the steering torque, and FIG. 13 is a time chart showing an example when the brake operation amount is changed. A time chart showing an example of a direct transition from the second driving support mode to the manual driving mode, FIG. 14 is an example of a direct transition from the second driving support mode to the manual driving mode according to the steering torque. It is a time chart which shows.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The driving support device 1 shown in FIG. 1 is mounted on a vehicle (own vehicle) such as an automobile. The driving support device 1 has a locator unit 11 and a camera unit 21 as sensor units for recognizing the driving environment outside the vehicle, and these units 11 and 21 are completely independent multiple systems that do not depend on each other. Consists of. Further, the driving support device 1 includes a traveling control unit (hereinafter referred to as "traveling_ECU") 22 as a traveling control means, an engine control unit (hereinafter referred to as "E / G_ECU") 23, and a power steering control unit (hereinafter referred to as "E / G_ECU"). It includes a brake control unit (hereinafter referred to as “BK_ECU”) 25 and a brake control unit (hereinafter referred to as “BK_ECU”) 24, and each of the control units 22 to 25, together with the locator unit 11 and the camera unit 21, can be CAN (Controller Area Network). ) Etc. are connected via the in-vehicle communication line 10.

The locator unit 11 estimates the position of the own vehicle on the road map, and has a locator calculation unit 12 for estimating the position of the own vehicle and a high-precision road map database 18 as a storage means.

On the input side of the locator calculation unit 12, a front-rear acceleration sensor 13 that detects the front-rear acceleration acting on the own vehicle, a wheel speed sensor 14 that detects the rotational speed of each of the front-rear, left-right, and left wheels, and an angular velocity or angular acceleration of the own vehicle are detected. Sensors required for estimating the position of the own vehicle (own vehicle position), such as the gyro sensor 15 and the GNSS receiver 16 that receives the positioning signals transmitted from a plurality of positioning satellites, are connected.

A high-precision road map database 18 is connected to the locator calculation unit 12. The high-precision road map database 18 is a large-capacity storage medium such as an HDD, and stores high-precision road map information (dynamic map). This high-precision road map information holds lane data (lane width data, lane center position coordinate data, lane travel direction angle data, speed limit, etc.) required for automatic driving, and this lane data Are stored at intervals of several meters in each lane on the road map.

The locator calculation unit 12 includes a vehicle position estimation unit 12a for estimating the vehicle position and a map information acquisition unit 12b.

The map information acquisition unit 12b acquires route map information from the current location to the destination from the map information stored in the high-precision road map database 18 based on the destination set by the driver during automatic driving, and the acquired route. Map information (lane data on the route map) is transmitted to the own vehicle position estimation unit 12a. The own vehicle position estimation unit 12a acquires the position coordinates of the own vehicle based on the positioning signal received by the GNSS receiver 16, maps-matches the position coordinates on the route map information, and determines the own vehicle position on the road map. It estimates and identifies the driving lane, and acquires the road curvature at the center of the driving lane stored in the road map data.

Further, in an environment where the vehicle position estimation unit 12a cannot receive an effective positioning signal from the positioning satellite due to a decrease in sensitivity of the GNSS receiver 16 such as traveling in a tunnel, the wheel detected by the wheel speed sensor 14 The vehicle position on the road map is estimated by switching to autonomous navigation that estimates the vehicle position based on the vehicle speed obtained based on the speed, the angular velocity detected by the gyro sensor 15, and the front-rear acceleration detected by the front-rear acceleration sensor 13.

The camera unit 21 is an in-vehicle camera (stereo camera) composed of a main camera 21a and a sub camera 21b which are fixed to the upper center of the front part of the vehicle interior and are arranged symmetrically with respect to the center in the vehicle width direction. It has an image processing unit (IPU) 21c and a driving environment recognition unit 21d.

The IPU21c predeterminedly performs image processing of the forward traveling environment image information in front of the own vehicle captured by both cameras 21a and 21b, and the forward traveling environment image information (distance image) including the distance information obtained from the deviation amount of the corresponding target positions. Information) is generated.

Based on the distance image information received from the IPU21c, the driving environment recognition unit 21d has the road curvature [1 / m] of the lane marking that divides the left and right of the traveling path (own vehicle traveling path) on which the own vehicle travels, and the left and right divisions. Find the width between lines (vehicle width). There are various known methods for obtaining the road curvature and the vehicle width. For example, the road curvature is binarized by the brightness difference based on the forward driving environment image information to recognize the left and right lane markings, and the minimum two. The curvature of the left and right lane markings is obtained for each predetermined section using a curve approximation formula based on the multiplication method, and the vehicle width is calculated from the difference in curvature between the two lane markings.

Then, the road curvature in the center of the lane (in this embodiment, this is referred to as "camera curvature") is obtained based on the curvature of the left and right section lines and the lane width, and the lateral position of the own vehicle with reference to the center of the lane. The deviation, to be exact, the distance from the center of the lane to the center of the own vehicle in the vehicle width direction (own vehicle lateral position deviation Xdiff) is calculated.

In addition, the driving environment recognition unit 21d performs predetermined pattern matching or the like on the distance image information, and guardrails and curbs existing along the road, and three-dimensional objects (type, distance, speed, relative speed to the own vehicle, etc.) ) Is recognized.

The own vehicle position estimated by the own vehicle position estimation unit 12a of the locator calculation unit 12, the own vehicle lateral position deviation Xdiff obtained by the traveling environment recognition unit 21d of the camera unit 21, the three-dimensional object information, and the like are read by the traveling_ECU 22.

A manual operation mode, a first operation support mode, and a second operation support mode are set in the travel_ECU 22 as operation modes.

Here, the manual driving mode is a driving mode in which the own vehicle is driven according to driving operations such as steering operation, accelerator operation, and braking operation by the driver, for example.

Further, in the first driving support mode and the second driving support mode, for example, through control of E / G_ECU23, PS_ECU24, BK_ECU25, etc., the preceding vehicle tracking control (Adaptive Cruise Control) and the lane keeping (Lane Keep Assist) are mainly performed. ) This is an operation mode in which the vehicle is automatically driven (automatically driven) along the target traveling path by performing the control and the Lane Departure Prevention control in combination.

In these first and second driving support modes, when the preceding vehicle is recognized in front of the own vehicle traveling path by the driving environment recognition unit 21d or the like, the target progresses based on, for example, the traveling locus of the preceding vehicle. It is possible to set a road and automatically follow (automatically drive) the own vehicle with respect to the preceding vehicle without deviating from the lane. Further, in the first and second driving support modes, when the preceding vehicle is not recognized, for example, a target traveling path is set based on the own vehicle traveling path and the like, and the own vehicle is automatically driven with the set vehicle speed as the target vehicle speed. It is possible to make it.

Here, the first and second driving support modes are basically common in that they are automatic driving modes in which the own vehicle is automatically driven as described above, but the first driving support mode is the driver. The second driving support mode is an operation mode that does not require the steering steering by the driver. Therefore, in the second driving support mode, when the target traveling path cannot be set, the driver takes over the driving operation (that is, shifts to the manual driving mode), or the own vehicle is moved to the roadside zone or the like. Avoidance control is performed to automatically stop the vehicle.

Each operation mode set in the traveling_ECU 22 in this way can be selectively executed based on the switching signal from the mode switching unit 30 as the mode switching means.

The mode switching unit 30 contains, for example, various information (camera curvature, lateral position deviation of the vehicle, etc.) estimated by the camera unit 21 and the position of the vehicle on the road map estimated by the locator unit 11. Various information regarding the above is input via the traveling_ECU 22. The mode switching unit 30 constantly compares the lateral position of the vehicle position estimated by the vehicle position estimation unit 12a from the center of the lane on the road map with the vehicle lateral position obtained by the traveling environment recognition unit 21d. When the difference (absolute value) exceeds a preset threshold value, either the vehicle position estimated by the vehicle position estimation unit 12a or the vehicle lateral position obtained by the driving environment recognition unit 21d. It is determined that the reliability is low, and it is determined that the system conditions for performing automatic operation are not satisfied.

Further, on the input side of the mode switching unit 30, as various switches and sensors, an automatic operation switch 31 in which the driver switches on / off of automatic operation (driving support control) and the driver hold (hold) the steering. The steering wheel touch sensor 32 that turns on when the vehicle is operating, the steering torque sensor 33 that detects the steering torque as the driving operation amount by the driver, and the brake sensor 34 that detects the brake depression amount as the driving operation amount by the driver are connected. Has been done.

Then, the mode switching unit 30 performs operation mode switching control executed in the traveling_ECU 22 based on the determination result regarding the success or failure of the above-mentioned system conditions and the input information from various switches and sensors.

A throttle actuator 26 is connected to the output side of the E / G_ECU 23. The throttle actuator 26 opens and closes the throttle valve of the electronically controlled throttle provided in the throttle body of the engine, and opens and closes the throttle valve by a drive signal from the E / G_ECU 23 to adjust the intake air flow rate. This produces the desired engine output.

An electric power steering motor 27 is connected to the output side of the PS_ECU 24. The electric power steering motor 27 applies steering torque to the steering mechanism by the rotational force of the motor. In automatic operation, the electric power steering motor 27 is controlled and operated by a drive signal from PS_ECU 24 to drive in the current driving lane. The lane keeping control for maintaining the lane and the lane change control for moving the own vehicle to the adjacent lane (lane change control for overtaking control and the like) are executed.

A brake actuator 28 is connected to the output side of the BK_ECU 25. The brake actuator 28 adjusts the brake hydraulic pressure supplied to the brake wheel cylinders provided on each wheel. When the brake actuator 28 is driven by a drive signal from the BK_ECU 25, each wheel is driven by the brake wheel cylinder. A braking force is generated against the vehicle, and the vehicle is forcibly decelerated.

Next, the operation mode switching control in the mode switching unit 30 described above will be described with reference to the flowchart of the operation mode switching control routine shown in FIGS. 2 to 4. This routine is repeatedly executed every set time, and when the routine starts, the mode switching unit 30 first checks in step S101 whether or not the currently selected operation mode is the manual operation mode.

Then, when the mode switching unit 30 determines that the current operation mode is the manual operation mode, the mode switching unit 30 proceeds to step S102, and the current operation mode is not the manual operation mode (that is, the first operation support mode or the first operation support mode, or If it is determined that this is the second driving support mode), the process proceeds to step S105.

Proceeding from step S101 to step S102, the mode switching unit 30 determines whether or not the transition condition from the manual operation mode to the first operation support mode is satisfied.

This determination is executed, for example, according to the flowchart of the transition condition determination subroutine shown in FIG. 5. When the subroutine starts, the mode switching unit 30 first establishes the system condition for performing automatic operation in step S201. Find out if you are doing it.

Then, the mode switching unit 30 proceeds to step S202 when it is determined that the system condition is satisfied, and proceeds to step S204 when it is determined that the system condition is not satisfied.

Proceeding from step S201 to step S202, the mode switching unit 30 checks whether or not the automatic operation switch 31 is turned on by the driver.

Then, the mode switching unit 30 proceeds to step S203 when it is determined that the automatic operation switch 31 is turned on, and proceeds to step S204 when it is determined that the automatic operation switch 31 is not turned on.

When the process proceeds from step S202 to step S203, the mode switching unit 30 exits the subroutine after determining that the transition condition from the manual operation mode to the first operation support mode is satisfied.

On the other hand, when the process proceeds from step S201 or step S202 to step S204, the mode switching unit 30 exits the subroutine after determining that the transition condition from the manual operation mode to the first operation support mode is not satisfied.

In the main routine shown in FIG. 2, when proceeding from step S102 to step S103, the mode switching unit 30 checks the success or failure of the transition condition in the above-mentioned transition condition determination.

Then, when the transition condition to the first driving support mode is not satisfied, the mode switching unit 30 exits the routine as it is.

On the other hand, when the transition condition to the first driving support mode is satisfied, the mode switching unit 30 proceeds to step S104, shifts the driving mode from the manual driving mode to the first driving support mode, and then performs a routine. Exit.

Further, when proceeding from step S101 to step S105 (see FIG. 3), the mode switching unit 30 checks whether or not the system conditions for performing automatic operation are satisfied.

Then, the mode switching unit 30 proceeds to step S106 when it is determined that the system condition is satisfied, and proceeds to step S113 when it is determined that the system condition is not satisfied.

Proceeding from step S105 to step S106, the mode switching unit 30 checks whether or not the automatic operation switch 31 has been turned off by the driver.

Then, the mode switching unit 30 proceeds to step S113 when it is determined that the automatic operation switch 31 has been turned off, and proceeds to step S107 when it is determined that the automatic operation switch 31 has not been turned off.

Proceeding from step S106 to step S107, the mode switching unit 30 checks whether or not the currently selected operation mode is the first operation support mode.

Then, when the mode switching unit 30 determines that the current driving mode is the first driving support mode, the mode switching unit 30 proceeds to step S108, and the current driving mode is not the first driving support mode (that is, the second driving support mode). If it is determined that the driving support mode is used), the process proceeds to step S113.

Proceeding from step S107 to step S108, the mode switching unit 30 determines whether or not the transition condition from the first driving support mode to the manual driving support mode is satisfied.

This determination is executed, for example, according to the flowchart of the transition condition determination subroutine shown in FIG. 6, and when the subroutine starts, the mode switching unit 30 first first steps the brake depression amount detected by the brake sensor 34 in step S301. Is larger than the threshold value Pb1 as the first preset threshold value.

Then, the mode switching unit 30 proceeds to step S304 when it is determined that the brake depression amount is larger than the threshold value Pb1, and proceeds to step S302 when it is determined that the brake depression amount is equal to or less than the threshold value Pb1.

Proceeding from step S301 to step S302, the mode switching unit 30 sets the steering torque (more specifically, the absolute value of the steering torque: the same applies hereinafter) detected by the steering torque sensor 33 as a preset first threshold value. It is examined whether or not it is larger than the threshold value Ps1 of.

Then, the mode switching unit 30 proceeds to step S304 when it is determined that the steering torque is larger than the threshold value Ps1, and proceeds to step S303 when it is determined that the steering torque is equal to or less than the threshold value Ps1.

When the process proceeds from step S302 to step S303, the mode switching unit 30 exits the subroutine after determining that the transition condition from the first driving support mode to the manual driving mode is not satisfied.

On the other hand, when the process proceeds from step S301 or step S302 to step S304, the mode switching unit 30 exits the subroutine after determining that the transition condition from the first operation support mode to the manual operation mode is satisfied.

In the main routine shown in FIG. 3, when the process proceeds from step S108 to step S109, the mode switching unit 30 checks the success or failure of the transition condition in the above-mentioned transition condition determination.

Then, when the transition condition is satisfied, the mode switching unit 30 proceeds to step S113.

On the other hand, if the transition condition is not satisfied, the mode switching unit 30 proceeds to step S110.

When the process proceeds from step S105, step S106, or step S109 to step S113, the mode switching unit 30 exits the routine after shifting the operation mode from the first operation support mode to the manual operation mode.

Further, when proceeding from step S109 to step S110, the mode switching unit 30 determines whether or not the transition condition from the first driving support mode to the second driving support mode is satisfied.

This determination is executed, for example, according to the flowchart of the transition condition determination subroutine shown in FIG. 7. When the subroutine starts, the mode switching unit 30 first, in step S401, based on the signal from the handle touch sensor 32. Check if the driver is in a let-away state without holding the steering wheel.

When the mode switching unit 30 determines that the steering wheel touch sensor 32 is turned off and the driver has let go, the mode switching unit 30 proceeds to step S402, the steering wheel touch sensor 32 is turned on, and the driver keeps steering. If it is determined that the vehicle is in the steering state, the process proceeds to step S404.

Proceeding from step S401 to step S402, the mode switching unit 30 determines whether or not the brake depression amount is "0" based on the signal from the brake sensor 34, that is, whether or not the driver has performed the brake operation. Find out if it isn't.

Then, when the mode switching unit 30 determines that the brake operation amount is "0" and the driver has not performed the brake operation, the process proceeds to step S403, and the brake operation amount is larger than "0". If it is determined that the driver is operating the brake, the process proceeds to step S404.

When the process proceeds from step S402 to step S403, the mode switching unit 30 updates the counter T1 that counts the elapsed time from the state in which the steering is released and the brake operation is not performed, and then steps. Proceed to S405.

On the other hand, when the process proceeds from step S401 or step S402 to step S404, the mode switching unit 30 resets the counter T1 to "0" and then proceeds to step S405.

When the process proceeds from step S403 or step S404 to step S405, the mode switching unit 30 checks whether or not the counter T1 is equal to or higher than the preset threshold value T1th (for example, a count value corresponding to about 5 seconds).

Then, the mode switching unit 30 proceeds to step S406 when it is determined that the counter T1 is equal to or higher than the threshold value T1th, and proceeds to step S407 when it is determined that the counter T1 is less than the threshold value T1th.

When the process proceeds from step S405 to step S406, the mode switching unit 30 exits the subroutine after determining that the transition condition from the first driving support mode to the second driving support mode is satisfied.

On the other hand, when the process proceeds from step S405 to step S407, the mode switching unit 30 exits the subroutine after determining that the transition condition from the second driving support mode to the second driving support mode is not satisfied.

In the main routine shown in FIG. 3, when the process proceeds from step S110 to step S111, the mode switching unit 30 checks the success or failure of the transition condition in the above-mentioned transition determination.

Then, when the transition condition to the second driving support mode is not satisfied, the mode switching unit 30 exits the routine as it is.

On the other hand, when the transition condition to the second driving support mode is satisfied, the mode switching unit 30 proceeds to step S112 and shifts the driving mode from the first driving support mode to the second driving support mode. After that, exit the routine.

Further, when proceeding from step S107 to step S114 (see FIG. 4), the mode switching unit 30 determines whether or not the transition condition from the second operation support mode to the manual operation mode is satisfied.

This determination is executed, for example, according to the flowchart of the transition condition determination subroutine shown in FIG. 8. When the subroutine starts, the mode switching unit 30 first brakes in step S501 based on the signal from the brake sensor 34. It is examined whether or not the stepping amount is larger than the threshold value Pb3 as the preset third threshold value. Here, as shown in FIGS. 11 and 13 (a), the threshold value Pb3 is set to a value lower than the above-mentioned threshold value Pb1.

Then, when the mode switching unit 30 determines that the brake depression amount is larger than the threshold value Pb3 based on the signal from the brake sensor 34, the mode switching unit 30 proceeds to step S502 and determines that the brake depression amount is equal to or less than the threshold value Pb3. To step S503.

When the process proceeds from step S501 to step S502, the mode switching unit 30 updates the counter Tb3 for counting the elapsed time after determining that the brake depression amount is larger than the threshold value Pb3, and then proceeds to step S504.

On the other hand, when the process proceeds from step S501 to step S503, the mode switching unit 30 resets the counter Tb3 to "0" and then proceeds to step S504.

When the process proceeds from step S502 or step S503 to step S504, the mode switching unit 30 checks whether or not the value of the counter Tb3 is equal to or higher than the preset threshold value Tb3th. Here, in the second driving support mode, the driver basically takes his foot off the brake pedal. Therefore, in the second driving support mode, there is a possibility that the driver mistakenly contacts the brake pedal when the driver moves his / her foot, and this contact is erroneously determined as the driver's conscious braking operation. On the other hand, the operation time of depressing the brake pedal due to such an erroneous operation is usually much shorter than the depressing of the brake pedal consciously performed by the driver. Therefore, the threshold value Tb3th is set based on an experiment, a simulation, or the like in order to distinguish between an erroneous operation and a conscious operation on the brake pedal.

Then, the mode switching unit 30 proceeds to step S505 when the value of the counter Tb3 is equal to or higher than the threshold value Tb3th, and proceeds to step S506 when the value of the counter Tb3 is less than the threshold value Tb3th.

Proceeding from step S504 to step S505, the mode switching unit 30 checks whether or not the operation speed when the driver depresses the brake is larger than the threshold value Pbv as a preset speed threshold value.

Here, in the second driving support mode, basically, brake control for avoiding contact with a preceding vehicle or an obstacle is automatically performed in the traveling_ECU 22, but this brake control is the driver's feeling. If it does not match, it is assumed that the driver will perform an additional brake depression operation. In this case, the brake depression operation is performed at a relatively high operation speed, although the depression amount itself is not so large. Therefore, when the operation speed when the driver depresses the brake is larger than the threshold value Pbv, the mode switching unit 30 determines that the brake operation is intentional by the driver, and proceeds to step S512.

On the other hand, when the operation speed when the driver depresses the brake is equal to or less than the threshold value Pbv, the mode switching unit 30 proceeds to step S506.

When the process proceeds from step S504 or step S505 to step S506, the mode switching unit 30 determines whether or not the steering torque is larger than the threshold value Ps3 as a preset third threshold value based on the signal from the steering torque sensor 33. Find out. Here, as shown in FIGS. 12 and 14 (a), the threshold value Ps3 is set to a value lower than the above-mentioned threshold value Ps1.

Then, the mode switching unit 30 proceeds to step S507 when it is determined that the steering torque is larger than the threshold value Ps3 based on the signal from the steering torque sensor 33, and when it is determined that the steering torque is equal to or less than the threshold value Ps3. Proceeds to step S508.

When the process proceeds from step S506 to step S507, the mode switching unit 30 updates the counter Ts3 that counts the elapsed time after determining that the steering torque is larger than the threshold value Ps3, and then proceeds to step S509.

On the other hand, when the process proceeds from step S507 to step S508, the mode switching unit 30 resets the counter Ts3 to "0" and then proceeds to step S509.

When the process proceeds from step S507 or step S508 to step S509, the mode switching unit 30 checks whether or not the value of the counter Ts3 is equal to or higher than the preset threshold value Ts3th. Here, in the second driving support mode, the driver basically releases his hand from the steering. Therefore, in the second driving support mode, there is a possibility that the driver mistakenly contacts the steering when the driver moves his / her hand, and this contact is erroneously determined as the driver's conscious steering operation. On the other hand, such an erroneous operation on the steering usually has an extremely short operation time as compared with the steering operation consciously performed by the driver. Therefore, the threshold value Ts3th is set based on an experiment, a simulation, or the like in order to separate the erroneous operation with respect to the steering and the conscious steering.

Then, the mode switching unit 30 proceeds to step S510 when the value of the counter Ts3 is equal to or higher than the threshold value Ts3th, and proceeds to step S511 when the value of the counter Ts3 is less than the threshold value Ts3th.

Proceeding from step S509 to step S510, the mode switching unit 30 checks whether or not the operation speed at the time of steering by the driver is larger than the threshold value Psv as a preset speed threshold value.

Here, in the second driving support mode, basically, steering control for avoiding contact between the preceding vehicle and an obstacle is automatically performed in the traveling_ECU 22, but this steering control is the driver's feeling. If it does not match, it is expected that additional steering will be performed by the driver. In this case, the steering torque is not so large, but the steering is performed at a relatively high operating speed. Therefore, when the operation speed at the time of steering by the driver is larger than the threshold value Psv, the mode switching unit 30 determines the override by the driver and proceeds to step S512.

On the other hand, when the operation speed at the time of steering by the driver is equal to or less than the threshold value Psv, the mode switching unit 30 proceeds to step S511.

When the process proceeds from step S505 or step S510 to step S512, the mode switching unit 30 exits the subroutine after determining that the transition condition from the second operation support mode to the manual operation mode is satisfied.

On the other hand, when the process proceeds from step S509 or step S510 to step S511, the mode switching unit 30 exits the subroutine after determining that the transition condition from the second operation support mode to the manual operation mode is not satisfied.

In the main routine shown in FIG. 4, when proceeding from step S114 to step S115, the mode switching unit 30 checks the success or failure of the transition condition in the above-mentioned transition condition determination.

Then, when the transition condition to the manual operation mode is satisfied, the mode switching unit 30 proceeds to step S119, shifts the operation mode from the second operation support mode to the manual operation mode, and then exits the routine.

On the other hand, if the transition condition to the manual operation mode is not satisfied in step S115, the mode switching unit 30 proceeds to step S116 and the transition condition from the second operation support mode to the first operation support mode. Is determined.

This determination is executed, for example, according to the flowchart of the transition condition determination subroutine shown in FIG. 9. When the subroutine starts, the mode switching unit 30 first sets the brake depression amount in advance in step S601. It is examined whether or not it is larger than the threshold value Pb2 as the threshold value of. Here, as shown in FIGS. 11 and 13 (a), the threshold value Pb2 is set to a value lower than the above-mentioned threshold value Pb1 and higher than the threshold value Pb3.

Then, when the mode switching unit 30 determines that the brake depression amount is larger than the threshold value Pb2 based on the signal from the brake sensor 34, the mode switching unit 30 proceeds to step S602 and determines that the brake depression amount is equal to or less than the threshold value Pb2. To step S603.

When the process proceeds from step S601 to step S602, the mode switching unit 30 updates the counter Tb2 that counts the elapsed time after determining that the brake depression amount is larger than the threshold value Pb2, and then proceeds to step S604.

On the other hand, when the process proceeds from step S601 to step S603, the mode switching unit 30 resets the counter Tb2 to "0" and then proceeds to step S604.

When the process proceeds from step S602 or step S603 to step S604, the mode switching unit 30 checks whether or not the value of the counter Tb2 is equal to or higher than the preset threshold value Tb2th. Here, the threshold value Tb2th is set based on an experiment, a simulation, or the like for the same reason as the above-mentioned threshold value Tb3th. For example, the threshold value Tb2th is set to the same value as the threshold value Tb3th.

Then, the mode switching unit 30 proceeds to step S610 when the value of the counter Tb2 is equal to or higher than the threshold value Tb2th, and proceeds to step S605 when the value of the counter Tb2 is less than the threshold value Tb2th.

Proceeding from step S604 to step S605, the mode switching unit 30 checks whether or not the steering torque is larger than the threshold value Ps2 as the preset second threshold value based on the signal from the steering torque sensor 33. Here, as shown in FIGS. 12 and 14 (a), the threshold value Ps2 is set to a value lower than the above-mentioned threshold value Ps1 and higher than the threshold value Ps3.

Then, the mode switching unit 30 proceeds to step S606 when it is determined that the steering torque is larger than the threshold value Ps2 based on the signal from the steering torque sensor 33, and when it is determined that the steering torque is equal to or less than the threshold value Ps2. Proceeds to step S607.

When the process proceeds from step S605 to step S606, the mode switching unit 30 updates the counter Ts2 that counts the elapsed time after determining that the steering torque is larger than the threshold value Ps2, and then proceeds to step S608.

On the other hand, when the process proceeds from step S605 to step S607, the mode switching unit 30 resets the counter Ts2 to "0" and then proceeds to step S608.

When the process proceeds from step S606 or step S607 to step S608, the mode switching unit 30 checks whether or not the value of the counter Ts2 is equal to or higher than the preset threshold value Ts2th. Here, the threshold value Ts2th is set based on an experiment, a simulation, or the like for the same reason as the above-mentioned threshold value Ts3th. For example, the threshold value Ts2th is set to the same value as the threshold value Ts3th.

Then, the mode switching unit 30 proceeds to step S610 when the value of the counter Ts2 is equal to or greater than the threshold value Ts2th, and proceeds to step S609 when the value of the counter Ts2 is less than the threshold value Ts2th.

When the process proceeds from step S608 to step S609, the mode switching unit 30 exits the subroutine after determining that the transition condition from the second driving support mode to the first driving support mode is not satisfied.

On the other hand, when the process proceeds from step S604 or step S608 to step S610, the mode switching unit 30 determines that the transition condition from the second driving support mode to the first driving support mode is satisfied, and then the subroutine. Exit.

In the main routine shown in FIG. 4, when the process proceeds from step S116 to step S117, the mode switching unit 30 checks the success or failure of the transition condition in the above-mentioned transition determination.

Then, when the transition condition to the first driving support mode is satisfied, the mode switching unit 30 proceeds to step S118 to shift the driving mode from the second driving support mode to the first driving support mode. After that, exit the routine.

On the other hand, in step S117, if the transition condition to the first driving support mode is not satisfied, the mode switching unit 30 exits the routine as it is.

By the above processing, for example, as shown in FIG. 10, the operation mode in the traveling_ECU 22 is appropriately switched to any one of the manual operation mode, the first operation support mode, and the second operation support mode.

For example, as shown in FIG. 11, when the second driving support mode is selected and the driver performs the brake depression operation at an operation speed equal to or lower than the threshold value Pbv, the operation mode is the brake depression amount. With the increase, the second driving support mode is sequentially changed to the first driving support mode and the manual driving mode.

That is, the operation mode transitions from the second operation support mode to the first operation support mode when the brake depression amount becomes larger than the threshold value Pb2, and further, when the brake depression amount becomes larger than the threshold value Pb1. The transition from the first driving support mode to the manual driving mode.

In this case, in the transition from the second driving support mode to the first driving support mode, the set time (threshold value Tb2th) elapses after the brake depression amount becomes larger than the threshold value Pb2 in order to prevent the transition due to an erroneous operation. If the brake depression amount falls below the threshold value Pb2 again within the set time (see the alternate long and short dash line in FIG. 11), the brake depression amount is not performed.

Further, for example, as shown in FIG. 12, when the second driving support mode is selected and the driver steers at an operation speed equal to or lower than the threshold value Psv, the driving mode increases the steering torque. Along with this, the second driving support mode is sequentially changed to the first driving support mode and the vaccination driving mode.

That is, the operation mode transitions from the second operation support mode to the first operation support mode when the steering torque becomes larger than the threshold value Ps2, and further, the first operation mode when the steering torque becomes larger than the threshold value Ps1. Transition from the driving support mode to the manual driving mode.

In this case, in the transition from the second driving support mode to the first driving support mode, a set time (threshold value Ts2th) has elapsed since the steering torque became larger than the threshold value Ps2 in order to prevent the transition due to an erroneous operation. It is performed later, and if the steering torque becomes equal to or less than the threshold value Ps2 again within the set time (see the alternate long and short dash line in FIG. 12), it is not performed.

Further, for example, as shown in FIGS. 13A and 13B, when the second driving support mode is selected and the driver depresses the brake at an operation speed equal to or higher than the threshold value Pbv. The operation mode shifts from the second operation support mode to the manual operation mode without going through the first operation support mode as the amount of brake depression increases.

That is, the operation mode transitions from the second operation support mode to the manual operation mode when the brake depression amount becomes larger than the threshold value Pb3 set to a value smaller than the threshold value Pb2.

In this case, the transition from the second driving support mode to the manual driving mode is performed after the set time (threshold value Tb3th) has elapsed after the brake depression amount becomes larger than the threshold value Pb3 in order to prevent the transition due to erroneous operation. However, it is not performed when the brake depression amount becomes the threshold value Pb3 or less again within the set time.

Further, for example, as shown in FIGS. 14A and 14B, when the second driving support mode is selected and the driver steers at an operation speed equal to or higher than the threshold value Psv, the driver operates. The mode shifts from the second driving support mode to the manual driving mode without going through the first driving support mode as the steering torque increases.

That is, the operation mode transitions from the second operation support mode to the manual operation mode when the steering torque becomes larger than the threshold value Ps3 set to a value smaller than the threshold value Ps2.

In this case, the transition from the second driving support mode to the manual driving mode is performed after the set time (threshold value Ts3th) has elapsed after the brake depression amount becomes larger than the threshold value Ps3 in order to prevent the transition due to erroneous operation. However, it is not performed when the brake depression amount becomes the threshold value Ps3 or less again within the set time.

According to such an embodiment, when the brake depression amount equal to or higher than the preset threshold value Pb1 is detected when the first driving support mode is selected, the manual operation mode is switched to, and when the second driving support mode is selected, the threshold value is set. When the brake depression amount set to a value smaller than Pb1 and equal to or higher than the threshold value Pb2 is detected, the mode is switched to the first driving support mode, and when the second driving support mode is selected, the threshold value Pb3 set to a value equal to or lower than the threshold value Pb2 is selected. By detecting the above brake depression amount and switching to the manual operation mode when the speed of the brake depression operation is equal to or higher than the preset threshold value Pbv, the driver's intention is appropriately judged and the two operation support modes and the manual operation mode are used. Can be switched.

That is, when the second driving support mode is selected, when a braking operation at an operation speed equal to or higher than the threshold value Pbv, which can be assumed to be an emergency evacuation driving operation, is detected, the brake depression amount is larger than the threshold value Pb3. By transitioning to the manual operation mode on the condition that the condition is reached, the second operation support mode, which basically does not assume the intervention of the driver by the driver, is quickly switched to the manual operation mode, while on the other hand. When the brake operation at an operation speed less than the threshold value Pbv is detected when the second operation support mode is selected, the first operation support mode is entered on condition that the brake depression amount becomes larger than the threshold value Pb2. By making the transition, the transition from the second driving support mode to the manual driving mode or the first driving support mode can be appropriately separated.

Further, when the first driving support mode is selected, the threshold value Pb1 for determining the transition to the manual driving mode based on the brake depression amount is set to a value larger (the largest value) than the threshold value Pb2 and the threshold value Pb3. By doing so, the transition from the first driving support mode to the manual driving mode, in which the driver's driving intervention can be expected, can be performed at an appropriate timing.

Similarly, when a steering torque equal to or higher than a preset threshold value Ps1 is detected when the first driving support mode is selected, the mode is switched to the manual driving mode, and when the second driving support mode is selected, a value smaller than the threshold value Ps1 is set. When the steering torque of the threshold Ps2 or more is detected, the mode is switched to the first driving support mode, and when the second driving support mode is selected, the steering torque of the threshold Pb3 or more set to the value of the threshold Pb2 or less is detected. By switching to the manual operation mode when the steering speed is equal to or higher than the preset threshold value Pbv, the driver's intention can be appropriately determined and the two operation support modes and the manual operation mode can be switched.

That is, when the second driving support mode is selected, when steering at an operation speed equal to or higher than the threshold Psv, which can be assumed to be an emergency evacuation driving operation, is detected, the steering torque becomes larger than the threshold Ps3. By transitioning to the manual operation mode on the condition that the condition is met, the second operation support mode, which basically does not assume the intervention of the driver, is quickly switched to the manual operation mode, while the second operation mode is performed. When steering at an operation speed less than the threshold value Psv is detected when the driving support mode is selected, the mode is changed to the first driving support mode on condition that the steering torque becomes larger than the threshold value Ps2. , The transition from the second driving support mode to the manual driving mode or the first driving support mode can be appropriately separated.

Further, when the first driving support mode is selected, the threshold value Ps1 for determining the transition to the manual driving mode based on the steering torque is set to a value larger (largest value) than the threshold value Ps2 and the threshold value Ps3. As a result, the transition from the first driving support mode to the manual driving mode, in which the driver can be expected to intervene in driving, can be performed at an appropriate timing.

Further, when the second driving support mode is selected, the transition to another driving mode (manual driving mode or the first driving support mode) is performed by a preset threshold value (second threshold value or third driving support mode). By adding the fact that the driving operation amount of (threshold value) or more is detected for the set time or more as one of the conditions, it is conscious whether the generation of the driving operation amount is due to the unintentional contact of the driver's hand or foot. It is possible to distinguish whether it is due to an operation, and it is possible to prevent an unintentional switch from the second driving support mode, which does not require the driver's steering, to another driving support mode.

The present invention is not limited to the embodiments described above, and various modifications and modifications can be made, and these are also within the technical scope of the present invention.

For example, in the above-described embodiment, an example in which the threshold value Pb3 is set to a value smaller than the threshold value Pb2 and the threshold value Ps3 is set to a value smaller than the threshold value Ps2 has been described, but the present invention is not limited thereto. However, for example, it is possible to set the threshold value Pb3 and the threshold value Pb2 to the same value, and set the threshold value Ps3 and the threshold value Ps2 to the same value.

Further, in the above-described embodiment, the brake depression amount and the steering torque have been described as an example of the driving operation amount by the driver, but the present invention is not limited to this, and other driving operation amounts are substituted. Alternatively, it can be additionally adopted. For example, it is possible to adopt the accelerator depression amount by the driver as the driving operation amount.

Here, in the above-described embodiment, when the second driving support mode is selected, the transition to another driving mode (manual driving mode or the first driving support mode) is set to a preset threshold value (first driving support mode). Although an example is described in which one of the conditions is that the driving operation amount equal to or more than the threshold value of 2 or the third threshold value is detected for the set time or longer, the present invention is not limited to this, and for example, in advance. It is also possible to shift to another operation mode without waiting for the elapse of the set time after detecting the operation amount equal to or more than the set threshold value (second threshold value or third threshold value).

1 ... Driving support device 10 ... In-vehicle communication line 11 ... Locator unit 12 ... Locator calculation unit 12a Own vehicle position estimation unit 12b ... Map information acquisition unit 13 ... Front-rear acceleration sensor 14 ... Wheel speed sensor 15 ... Gyro sensor 16 ... GNSS receiver 18 ... High-precision road map database 21 ... Camera unit 21a ... Main camera 21b ... Sub-camera 21c ... Image processing unit 21d ... Driving environment recognition unit 22 ... Driving control unit (driving control means)
23 ... Engine control unit 24 ... Power steering control unit 25 ... Brake control unit 30 ... Mode switching unit (mode switching means)
31 ... Automatic operation switch 32 ... Handle touch sensor 33 ... Steering torque sensor 34 ... Brake sensor

Claims (3)

A manual driving mode, a first driving support mode in which driving support control is performed on the premise of steering steering by the driver, and a second driving support mode in which driving support control is performed without requiring the driver to hold the steering wheel. A driving control means that includes a mode as a driving mode and selectively executes the driving mode to control the driving of the vehicle.
A mode switching means for switching the operation mode executed by the traveling control means based on a preset driving operation amount of the driver is provided.
When the mode switching means detects the driving operation amount equal to or higher than the preset first threshold value at the time of selecting the first driving support mode, the mode switching means switches to the manual driving mode and selects the second driving support mode. When the driving operation amount equal to or higher than the second threshold value set to a value smaller than the first threshold value is detected, the mode is switched to the first driving support mode, and when the second driving support mode is selected. When the driving operation speed for detecting the driving operation amount set to a value equal to or lower than the second threshold value and equal to or higher than the third threshold value and generating the driving operation amount is equal to or higher than a preset speed threshold value. A vehicle driving support device characterized by switching to a manual driving mode. The vehicle driving support device according to claim 1, wherein the driving operation amount is a brake depression amount by the driver. The vehicle driving support device according to claim 1 or 2, wherein the driving operation amount is a steering torque by a driver.

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