JP7027712B2 - Driving support device - Google Patents

Description

The present invention relates to a driving support device.

A device that detects the position of a moving body such as a moving vehicle and supports the driving of the moving body is known.

Japanese Unexamined Patent Publication No. 2016-60240 Japanese Unexamined Patent Publication No. 2013-209855 Japanese Unexamined Patent Publication No. 2013-049389

However, the above-mentioned device has a problem that the position of the detected moving body and the actual position are deviated from each other when there is a step on the path of the moving body.

The present invention has been made in view of the above, and an object of the present invention is to provide a driving support device capable of reducing deviation from an actual position when a step is present on the route.

In order to solve the above-mentioned problems and achieve the object, the driving support device of the present invention has an acquisition unit that acquires step information, which is information about a step, and a position of a moving body having wheels based on the step information. It is provided with a driving support unit that corrects the position of the own vehicle and supports the driving of the moving body. In the driving support device of the present invention, the acquisition unit acquires the step information including information on the height of the step, and the driving support unit obtains the height of the step and the size of the wheel of the moving body. Based on this, the position of the own vehicle is corrected.

As described above, since the driving support device corrects the position of the own vehicle based on the step information, it is possible to reduce the deviation of the position of the own vehicle due to the step and improve the accuracy of the driving support of the vehicle. In addition, the driving support device corrects the deviation of the vehicle position due to the step based on the height of the step that causes the deviation of the vehicle position and the size of the wheel of the moving body. It is possible to improve the accuracy of correction of the position of the own vehicle while reducing the required load.

The driving support device of the present invention corrects the position of the own vehicle, which is the position of the moving body having wheels, based on the acquisition unit that acquires the step information, which is the information about the step, and the moving body. It is equipped with a driving support unit that supports driving. In the driving support device of the present invention, the acquisition unit acquires information on the rotation speed of the wheels of the moving body and information on the distance to a reference position defined around the moving body, and the driving support. When it is determined that the vehicle has climbed onto the step based on the number of rotations of the wheel and the distance to the reference position, the unit corrects at least the position of the own vehicle .

As described above, since the driving support device corrects the position of the own vehicle based on the step information, it is possible to reduce the deviation of the position of the own vehicle due to the step and improve the accuracy of the driving support of the vehicle. In addition, the driving support device determines whether or not the vehicle has climbed on the step based on the information on the number of revolutions of the wheel speed and the distance to the reference position, whose values differ greatly depending on whether or not the vehicle has climbed on the step, so that the accuracy of the determination is improved. Can be made to. Further, since the driving support device corrects the position of the own vehicle at the time of riding, which can be corrected based on the height of the step and the radius of the wheel, it is possible to realize highly accurate correction in a more appropriate situation.

The driving support device of the present invention corrects the position of the own vehicle, which is the position of the moving body having wheels, based on the acquisition unit that acquires the step information, which is the information about the step, and the moving body. It is equipped with a driving support unit that supports driving. In the driving support device of the present invention, when the driving support unit fails to ride on the step, the driving support unit may correct the position of the own vehicle by a method different from that when riding on the step.

As described above, since the driving support device corrects the position of the own vehicle based on the step information, it is possible to reduce the deviation of the position of the own vehicle due to the step and improve the accuracy of the driving support of the vehicle. Further , since the driving support device corrects the position of the own vehicle by a method different from that of the case of failing to get on the vehicle, it is possible to perform more appropriate correction of the position of the own vehicle according to the situation.

The driving support device of the present invention corrects the position of the own vehicle, which is the position of the moving body having wheels, based on the acquisition unit that acquires the step information, which is the information about the step, and the moving body. It is equipped with a driving support unit that supports driving. In the driving support device of the present invention, the acquisition unit acquires map information indicating the position of the step around the moving body and information regarding the acceleration of the moving body, and the driving support unit obtains the acceleration. When the contact between the step and the first wheel of the moving body is detected based on the above, the position of the own vehicle in the map indicated by the map information is corrected . In the driving support device of the present invention, when the driving support unit detects the contact between the step and the second wheel of the moving body based on the acceleration, the driving support unit determines the direction of the moving body in the map indicated by the map information. to correct.

As described above, since the driving support device corrects the position of the own vehicle based on the step information, it is possible to reduce the deviation of the position of the own vehicle due to the step and improve the accuracy of the driving support of the vehicle. Further, since the driving support device corrects the position of the own vehicle in the map including the step based on the position where the step actually contacts the first wheel, the position of the own vehicle can be corrected more accurately. Further, since the driving support device corrects the direction of the vehicle based on the direction that can be specified from the two positions where the two wheels are in contact with the step, it is possible to accurately correct not only the position of the own vehicle but also the direction of the vehicle. ..

In the driving support device of the present invention, the acquisition unit acquires information on the acceleration of the moving body, and when the driving support unit determines that the vehicle has climbed onto the step based on the acceleration, at least the position of the own vehicle is determined. It may be corrected.
As described above, since the driving support device determines whether or not the driver has climbed onto the step by the acceleration showing a value different from that when the vehicle is flat when the driver rides on the vehicle and tilts, the accuracy of the determination can be improved. Further, since the driving support device corrects the position of the own vehicle at the time of riding, which can be corrected based on the height of the step and the radius of the wheel, it is possible to realize highly accurate correction in a more appropriate situation.

In the driving support device of the present invention, the acquisition unit acquires information on the distance to the step, and when the driving support unit fails to ride on the step, the acquisition unit is based on the position before the start of riding on the step. Alternatively, the position of the own vehicle may be corrected based on the distance to the step.
As a result, even if the driving support device fails to ride and it is difficult to correct the position of the vehicle from the height of the step, the driving support device is based on the position before the start of riding the step or based on the distance to the step. , The position of the own vehicle can be corrected with high accuracy.

FIG. 1 is a plan view of a vehicle equipped with the driving support system of the first embodiment. FIG. 2 is a block diagram showing an overall configuration of the driving support system of the first embodiment. FIG. 3 is a functional block diagram illustrating the functions of the driving support device of the first embodiment. FIG. 4 is a side view illustrating a state in which the vehicle rides on a step. FIG. 5 is a side view illustrating a state in which the vehicle has climbed over a step. FIG. 6 is a side view illustrating a state in which the vehicle fails to get on and over the step. FIG. 7 is a graph in the process of the vehicle riding on a step. FIG. 8 is a graph in the process in which the vehicle fails to climb on a step or the like. FIG. 9 is a side view for explaining the correction of the position of the own vehicle when riding on a step executed by the driving support unit. FIG. 10 is a flowchart of the driving support process of the first embodiment executed by the driving support device. FIG. 11 is a plan view showing a state in which the first wheel and the step are in contact with each other. FIG. 12 is a plan view showing a state in which the second wheel and the step are in contact with each other. FIG. 13 is a flowchart of the driving support process of the second embodiment. FIG. 14 is a side view illustrating an example in which the position of the own vehicle is not corrected in the first modified mode. FIG. 15 is a plan view showing the progress of parallel parking of vehicles in the second modified mode. FIG. 16 is a plan view showing the progress of parallel parking of vehicles in the second modified mode. FIG. 17 is a plan view showing the progress of parallel parking of vehicles in the second modified mode. FIG. 18 is a plan view showing the progress of parallel parking of vehicles in the second modified mode. FIG. 19 is a diagram showing the detection result of an object by the ranging unit.

Similar components such as the following exemplary embodiments are given common reference numerals, and duplicate description will be omitted as appropriate.

<First Embodiment>
FIG. 1 is a plan view of a vehicle 10 on which the driving support system of the first embodiment is mounted. The vehicle 10 is an example of a moving body. The vehicle 10 may be, for example, an automobile (for example, a hybrid automobile) whose drive source is an internal combustion engine (for example, an engine) and an electric motor (for example, a motor). Further, the vehicle 10 can be equipped with various transmission devices, and can be equipped with various devices necessary for driving the internal combustion engine and the electric motor. In addition, the method, number, layout, and the like of the devices involved in driving the wheels 13 in the vehicle 10 can be set in various ways.

As shown in FIG. 1, the vehicle 10 includes a vehicle body 12, four wheels 13, and one or more (four in this embodiment) image pickup units 14a, 14b, 14c, 14d, and one or more (this). In the embodiment, two) ranging units 16a and 16b are provided. When it is not necessary to distinguish between the image pickup units 14a, 14b, 14c, and 14d, the image pickup unit 14 is referred to as an image pickup unit 14. When it is not necessary to distinguish between the distance measuring units 16a and 16b, the distance measuring unit 16 is referred to as the distance measuring unit 16.

The vehicle body 12 constitutes a passenger compartment in which an occupant rides. The vehicle body 12 accommodates or holds the wheels 13, the image pickup unit 14, the distance measuring unit 16, and the like.

The four wheels 13 are provided on the front, rear, left and right sides of the vehicle body 12. For example, the two wheels 13 on the front side function as steering wheels, and the two wheels 13 on the rear side function as drive wheels.

The image pickup unit 14 is, for example, a digital camera having a built-in image pickup device such as a CCD (Charge Coupled Device) or a CIS (CMOS Image Sensor). The imaging unit 14 outputs video or still image data including a plurality of frame images generated at a predetermined frame rate as captured image data. The imaging unit 14 has a wide-angle lens or a fisheye lens, respectively, and can photograph a range of 140 ° to 190 ° in the horizontal direction. The optical axis of the image pickup unit 14 is set diagonally downward. Therefore, the image pickup unit 14 outputs the data of the captured image obtained by capturing the periphery of the vehicle 10 including the road surface where the object such as a step is present.

The image pickup unit 14 is provided around the vehicle body 12. For example, the image pickup unit 14a is provided at the center portion (for example, the front bumper) in the left-right direction of the front end portion of the vehicle body 12. The image pickup unit 14a generates an image captured by capturing the periphery of the front of the vehicle 10. The image pickup unit 14b is provided at a central portion (for example, a rear bumper) in the left-right direction of the rear end portion of the vehicle body 12. The image pickup unit 14b generates an image captured by capturing the surroundings behind the vehicle 10. The image pickup unit 14c is provided at the center portion of the left end portion of the vehicle body 12 in the front-rear direction (for example, the left side mirror 12a). The image pickup unit 14c generates an image captured by capturing the left periphery of the vehicle 10. The image pickup unit 14d is provided at the center portion of the right end portion of the vehicle body 12 in the front-rear direction (for example, the side mirror 12b on the right side). The image pickup unit 14d generates an image captured by capturing the right periphery of the vehicle 10.

The ranging unit 16 is a sonar that outputs a detection wave such as an ultrasonic wave and captures a detection wave reflected by an object such as an obstacle or a step existing around the vehicle 10. The ranging unit 16 may be a laser radar that outputs and captures a detection wave such as a laser beam. The ranging unit 16 detects and outputs distance measuring information which is information on the direction of the object around the vehicle 10 and the distance to the object. For example, the distance measuring unit 16 detects the direction of the object around the vehicle 10 and the transmission / reception time, which is the time from the transmission of the detection wave to the reception, as the distance measurement information. The ranging unit 16 is provided on the outer peripheral portion of the vehicle 10. Specifically, the distance measuring portion 16a is provided at the center portion (for example, the front bumper) in the left-right direction of the front end portion of the vehicle body 12. The distance measuring unit 16a detects the distance measuring information for calculating the direction of the object in front of the vehicle 10 and the distance to the object. The ranging portion 16b is provided at a central portion (for example, a rear bumper) in the left-right direction of the rear end portion of the vehicle body 12. The distance measuring unit 16b detects the distance measuring information for calculating the direction of the object behind the vehicle 10 and the distance to the object.

FIG. 2 is a block diagram showing an overall configuration of the driving support system 20 of the first embodiment. The driving support system 20 is mounted on the vehicle 10 and controls the vehicle 10 according to an object around the vehicle 10 to automatically drive (including partially automatic driving) to support the driving of the vehicle 10. do.

As shown in FIG. 2, the driving support system 20 includes an image pickup unit 14, a distance measuring unit 16, a braking system 22, an acceleration system 24, a steering system 26, a speed change system 28, a wheel speed sensor 30, and the like. It includes a positioning terminal 31, an acceleration sensor 32, a monitor device 33, a driving support device 34, and an in-vehicle network 36.

The image pickup unit 14 outputs the captured image obtained by capturing the periphery of the vehicle 10 to the driving support device 34.

The ranging unit 16 outputs the ranging information of the measured object to the in-vehicle network 36.

The braking system 22 controls the deceleration of the vehicle 10. The braking system 22 includes a braking unit 40, a braking control unit 42, and a braking unit sensor 44.

The braking unit 40 includes, for example, a brake and a brake pedal, and is a device for decelerating the vehicle 10.

The braking control unit 42 is, for example, a computer such as a microcomputer having a hardware processor such as a CPU (Central Processing Unit). The braking control unit 42 controls the braking unit 40 based on the instruction from the driving support device 34 to control the deceleration of the vehicle 10.

For example, the braking unit sensor 44 is a position sensor, and when the braking unit 40 is a brake pedal, the position of the brake pedal is detected as the position of the braking unit 40. The braking unit sensor 44 outputs the detected position of the braking unit 40 to the in-vehicle network 36.

The acceleration system 24 controls the acceleration of the vehicle 10. The acceleration system 24 includes an acceleration unit 46, an acceleration control unit 48, and an acceleration unit sensor 50.

The acceleration unit 46 includes, for example, an accelerator pedal and the like, and is a device for accelerating the vehicle 10.

The acceleration control unit 48 is, for example, a computer such as a microcomputer having a hardware processor such as a CPU (Central Processing Unit). The acceleration control unit 48 controls the acceleration unit 46 based on the instruction from the driving support device 34 to control the acceleration of the vehicle 10.

For example, when the acceleration unit 46 is a position sensor and the acceleration unit 46 is an accelerator pedal, the acceleration unit sensor 50 detects the position of the accelerator pedal as the position of the acceleration unit 46. The acceleration unit sensor 50 outputs the detected position of the acceleration unit 46 to the in-vehicle network 36.

The steering system 26 controls the traveling direction of the vehicle 10. The steering system 26 includes a steering unit 52, a steering control unit 54, and a steering unit sensor 56.

The steering unit 52 is a device that includes, for example, a steering wheel or a steering wheel, and steers the steering wheel of the vehicle 10.

The steering control unit 54 is, for example, a computer such as a microcomputer having a hardware processor such as a CPU (Central Processing Unit). The steering control unit 54 controls the steering unit 52 based on the instruction from the driving support device 34 to control the traveling direction of the vehicle 10.

The steering unit sensor 56 is, for example, an angle sensor including a Hall element or the like, and when the steering unit 52 is a handle or the like, the rotation angle of the handle or the like is detected as the position of the steering unit 52. The steering unit sensor 56 outputs the detected position of the steering unit 52 to the in-vehicle network 36.

The shifting system 28 controls the traveling direction of the vehicle 10 in the front-rear direction, the shifting ratio, and the like. The shifting system 28 includes a shifting unit 58, a shifting control unit 60, and a shifting unit sensor 62.

The transmission unit 58 includes, for example, a shift lever and the like, and is a device that changes the gear ratio of the vehicle 10 or the traveling direction (drive, parking, reverse, etc.) of the vehicle 10 in the front-rear direction.

The shift control unit 60 is, for example, a computer such as a microcomputer having a hardware processor such as a CPU (Central Processing Unit). The shift control unit 60 controls the shift unit 58 based on the instruction from the driving support device 34 to control the gear ratio of the vehicle 10 or the traveling direction of the vehicle 10 in the front-rear direction.

The shift unit sensor 62 detects, for example, a position sensor, and when the shift unit 58 is a shift lever, the position of the shift lever is detected as the position of the shift unit 58. The speed change sensor 62 outputs the detected position of the speed change 58 to the in-vehicle network 36.

The wheel speed sensor 30 has, for example, a Hall element provided in the vicinity of the wheel 13 of the vehicle 10, and provides wheel speed pulse information including a pulse number indicating the amount of rotation of the wheel 13 or the number of rotations per unit time. It is a sensor that detects as information about the rotation speed of 13. The wheel speed sensor 30 outputs wheel speed pulse information to the in-vehicle network 36 as a value for calculating the vehicle speed or the like.

The positioning terminal 31 is, for example, a GPS (Global Positioning System) terminal. The positioning terminal 31 acquires positioning information including the latitude and longitude for positioning the position of the vehicle 10 in the map indicated by the map information from the satellite or the like, and outputs the positioning information to the in-vehicle network 36.

The acceleration sensor 32 detects the acceleration acting on the vehicle 10 and outputs it to the in-vehicle network 36. The acceleration sensor 32 detects, for example, the acceleration of the vehicle 10 in the front-rear direction. The acceleration sensor 32 may detect the vertical acceleration of the vehicle 10. Further, the vehicle 10 may be provided with a plurality of acceleration sensors 32, and the plurality of acceleration sensors 32 may detect the acceleration in the front-rear direction and the vertical direction of the vehicle 10, respectively.

The monitoring device 33 is provided on a dashboard or the like in the vehicle interior of the vehicle 10. The monitor device 33 has a display unit 64, an audio output unit 66, and an operation input unit 68.

The display unit 64 displays an image based on the image data transmitted by the driving support device 34. The display unit 64 is, for example, a display device such as a liquid crystal display (LCD) or an organic EL display (OLELD). The display unit 64 displays, for example, the map and the position of the vehicle 10 in the map in the positioning of the positioning terminal 31 and the navigation by the map information.

The voice output unit 66 outputs voice based on the voice data transmitted by the driving support device 34. The audio output unit 66 is, for example, a speaker. The voice output unit 66 outputs voice for guiding the driver, for example, in navigation.

The operation input unit 68 accepts the input of the occupant. The operation input unit 68 is, for example, a touch panel. The operation input unit 68 is provided on the display screen of the display unit 64. The operation input unit 68 is configured to be transparent to the image displayed by the display unit 64. As a result, the operation input unit 68 can make the occupant visually recognize the image displayed on the display screen of the display unit 64. The operation input unit 68 receives the instruction input by the occupant by touching the position corresponding to the image displayed on the display screen of the display unit 64, and transmits the instruction to the driving support device 34. For example, the operation input unit 68 receives an instruction for automatic driving, an instruction for a target position in navigation, and the like. The operation input unit 68 is not limited to the touch panel, and may be a push button type hard switch or the like.

The driving support device 34 is a computer including a microcomputer such as an ECU (Electronic Control Unit). The driving support device 34 acquires the data of the captured image from the imaging unit 14. The driving support device 34 transmits data related to an image or sound generated based on the captured image or the like to the monitor device 33. The driving support device 34 transmits data related to images or sounds such as instructions to the driver and notifications to the driver to the monitor device 33, and receives instructions from the driver from the monitor device 33. The driving support device 34 acquires distance measurement information from the distance measuring unit 16 and wheel speed pulse information from the wheel speed sensor 30. The driving support device 34 specifies the distance to an object around the vehicle 10, such as an obstacle and a step, and the position and shape of the object, based on the captured image and the distance measurement information. The step here is an object determined by the driving support device 34 that the vehicle 10 can ride on the vehicle 10 according to a preset threshold height or the like. The height of the step is, for example, lower than the bottom surface of the vehicle body 12 of the vehicle 10. The driving support device 34 sets a target position according to the specified object. The driving support device 34 estimates the position of the own vehicle from the wheel speed pulse information and the like, controls at least one of the systems 22, 24, 26, and 28 to automatically drive the vehicle 10 to the target position, and drives the vehicle 10. To support. Further, the driving support device 34 corrects the position of the own vehicle during automatic driving according to the shape of the step and the like. The driving support device 34 includes a CPU (Central Processing Unit) 34a, a ROM (Read Only Memory) 34b, a RAM (Random Access Memory) 34c, a display control unit 34d, a voice control unit 34e, and an SSD (Solid State Drive). ) 34f and the like. The CPU 34a, ROM 34b and RAM 34c may be integrated in the same package.

The CPU 34a is an example of a hardware processor, reads a program stored in a non-volatile storage device such as a ROM 34b, and executes various arithmetic processes and controls according to the program. The CPU 34a executes, for example, a driving support process for automatically driving the vehicle 10.

The ROM 34b stores each program and parameters and the like necessary for executing the program. The RAM 34c temporarily stores various data used in the calculation in the CPU 34a. The display control unit 34d mainly executes image processing of the image obtained by the image pickup unit 14, data conversion of the image for display to be displayed on the display unit 64, and the like among the arithmetic processing in the driving support device 34. The voice control unit 34e mainly executes the voice processing to be output to the voice output unit 66 among the arithmetic processing in the driving support device 34. The SSD 34f is a rewritable non-volatile storage device, and maintains data even when the power of the driving support device 34 is turned off.

The in-vehicle network 36 includes, for example, CAN (Controller Area Network) and LIN (Local Interconnect Network). The in-vehicle network 36 includes an acceleration system 24, a braking system 22, a steering system 26, a speed change system 28, a distance measuring unit 16, a wheel speed sensor 30, an operation input unit 68 of the monitor device 33, and a driving support device. The 34 is connected to each other so that information can be transmitted and received.

FIG. 3 is a functional block diagram illustrating the functions of the driving support device 34 of the first embodiment. As shown in FIG. 3, the operation support device 34 has a processing unit 72 and a storage unit 74.

The processing unit 72 is realized as a function of, for example, CPU 34a or the like. The processing unit 72 has an acquisition unit 76 and a driving support unit 78. The processing unit 72 may realize the functions of the acquisition unit 76 and the driving support unit 78 by reading the driving support program 80 stored in the storage unit 74, for example. A part or all of the acquisition unit 76 and the operation support unit 78 may be configured by hardware such as a circuit including an ASIC (Application Specific Integrated Circuit). A part or all of the acquisition unit 76 and the operation support unit 78 may be provided in any of the control units 42, 48, 54, 60 of the system 22, 24, 26, 28.

The acquisition unit 76 acquires data necessary for automatic operation and the like. For example, the acquisition unit 76 acquires information such as a driver's instruction received by the operation input unit 68 via the in-vehicle network 36. The acquisition unit 76 acquires the information of the captured image obtained by capturing the periphery from the image pickup unit 14. The acquisition unit 76 acquires distance measurement information from the distance measurement unit 16 which is information on the direction of the surrounding object such as a step and the distance to the object via the in-vehicle network 36. The acquisition unit 76 acquires wheel speed pulse information, which is information regarding the rotation of the wheels 13, from the wheel speed sensor 30 via the in-vehicle network 36. The acquisition unit 76 acquires positioning information from the positioning terminal 31 via the in-vehicle network 36. The acquisition unit 76 acquires information on the acceleration of the vehicle 10 from the acceleration sensor 32 via the in-vehicle network 36. The information of the captured image, the distance measurement information, and the acceleration are examples of the step information which is the information about the step, more specifically, the information about the height of the step. The information about the step may be information that changes in response to the step. The information regarding the height of the step may be, for example, information that can calculate or specify the height of the step. Therefore, the information regarding the height of the step may be the height of the step itself. The acquisition unit 76 acquires the position information of the braking unit 40, the acceleration unit 46, the steering unit 52, and the speed change unit 58 from the sensors 44, 50, 56, 62 of each system 22, 24, 26, 28. The acquisition unit 76 outputs the acquired information to the driving support unit 78.

The driving support unit 78 automatically drives the vehicle 10 by controlling the systems 22, 24, 26, and 28 based on the information acquired from the acquisition unit 76 to support driving. For example, the driving support unit 78 may use an object (for example, another vehicle, a frame line of a parking lot, and a step) around the vehicle 10 based on the captured image of the image pickup unit 14 and the distance measurement information of the distance measurement unit 16. ) Specify the position and shape. When the distance measurement information includes the transmission / reception time of the detection wave, the driving support unit 78 determines the distance from the transmission / reception time and the speed of the detection wave to the object for detecting the position of the object such as a step. You may calculate. The driving support unit 78 detects a parkingable position based on the specified object and sets a target position such as a parking target position. The driving support unit 78 controls the systems 22, 24, 26, and 28 to automatically drive the vehicle 10 to the target position.

Here, the driving support unit 78 calculates the moving distance of the vehicle 10 from the wheel speed pulse information of the wheel speed sensor 30 during automatic driving, and also uses the position information of the steering unit 52 (= rotation information of the steering unit 52). By calculating the traveling direction of the vehicle 10 based on this, the driving of the vehicle 10 is supported while calculating the position of the own vehicle which is the position of the vehicle 10. The own vehicle position is, for example, the center of the rear wheel axle connecting the two rear wheels 13.

The driving support unit 78 corrects the position of the own vehicle in which the travel distance is deviated due to the step based on the step information acquired from the acquisition unit 76, and supports driving. Further, the driving support unit 78 determines whether the vehicle 10 has climbed on the step, the vehicle 10 has overcome the step, or has failed to climb or overcome the step, based on the acceleration, the wheel speed pulse information, and the surroundings of the vehicle 10. The determination may be made based on the distance to the determined reference position, and the correction method of the own vehicle position may be different depending on the determination result. The fact that the vehicle 10 rides on the step means that the wheel 13 of the vehicle 10 maintains the state of riding on the step. When the vehicle 10 gets over the step, in the case of a single protrusion (for example, a wheel chock) whose step is short in the traveling direction, the wheel 13 of the vehicle 10 rides on the step and then falls to the opposite side of the step. When the vehicle 10 fails to ride on the step, the wheel 13 of the vehicle 10 falls to the same side of the step and returns without riding on the upper surface of the step. An example of a reference position is a position on a step (for example, a preset stop position) or the like.

The storage unit 74 is realized as a function of the ROM 34b, the RAM 34c, and the SSD 34f. The storage unit 74 may be realized as a function of a storage device (for example, a cloud) on the network. The storage unit 74 stores a program executed by the processing unit 72, data necessary for executing the program, data generated by executing the program, and the like. For example, the storage unit 74 stores the driving support program 80 executed by the processing unit 72. The storage unit 74 stores the driving support data 82 including the radius of the wheel 13 necessary for executing the driving support program 80. The storage unit 74 stores the own vehicle position generated from the wheel speed pulse information, the position of the steering unit 52, and the like by executing the driving support program 80, and the correction data of the own vehicle position.

Next, each state (riding, overcoming, failure) of the vehicle 10 will be described with reference to FIGS. 4, 5 and 6. Each figure of FIGS. 4 to 6 is a diagram showing that the time elapses as it goes downward.

FIG. 4 is a side view illustrating a state in which the vehicle 10 rides on the step 90. As shown in FIG. 4, the wheel 13 of the vehicle 10 advances toward the step 90 and comes into contact with the step 90. Due to the contact with the step 90, the vehicle 10 receives an acceleration on the side opposite to the traveling direction (on the left side of the paper) (time ta1). Next, the driving support unit 78 operates the acceleration unit 46 to accelerate the vehicle 10, so that the wheels 13 advance diagonally upward and start climbing the step 90 (time ta2). The state in which the wheel 13 climbs up the step 90 and reaches the flat surface of the step 90 is the state in which the vehicle 10 rides on the step 90 (time ta3).

FIG. 5 is a side view illustrating a state in which the vehicle 10 has overcome the step 90. As shown in FIG. 5, the wheel 13 of the vehicle 10 advances toward the step 90 (time tb1). When the wheel 13 comes into contact with the step 90, the vehicle 10 receives an acceleration on the side opposite to the traveling direction (on the left side of the paper) (time tb2). Next, the driving support unit 78 operates the acceleration unit 46 to accelerate the vehicle 10, so that the wheels 13 advance diagonally upward and start climbing the step 90 (time tb3). After this, the wheel 13 climbs up the step 90 (time tb4). Further, the state in which the vehicle 10 advances while receiving the acceleration in the traveling direction (right side of the paper) and the wheels 13 fall to the opposite side of the step 90 is the state in which the vehicle 10 has overcome the step 90 (time tb5).

FIG. 6 is a side view illustrating a state in which the vehicle 10 fails to get on and over the step 90. As shown in FIG. 6, the wheel 13 of the vehicle 10 advances toward the step 90 (time ct1). When the wheel 13 comes into contact with the step 90, the vehicle 10 receives an acceleration on the side opposite to the traveling direction (on the left side of the paper) (time ct2). Next, the driving support unit 78 operates the acceleration unit 46 to accelerate the vehicle 10, so that the wheels 13 advance diagonally upward and start climbing the step 90 (time ct3). After that, the wheel 13 does not climb the step 90 completely, but starts to return to the same side of the step 90 (that is, the side where the climb has started) (time ct4). Further, the state in which the wheel 13 has fallen and the wheel 13 has fallen to the road surface on the same side of the step 90 is a state in which the vehicle 10 fails to ride on the step 90 or the like (time ct5).

Next, a method of determining whether or not the vehicle 10 has climbed onto the step 90 by the driving support unit 78 will be described. FIG. 7 is a graph in the process of the vehicle 10 riding on the step 90. Each time ta1, ta2, and ta3 in FIG. 7 corresponds to the state of time ta1, ta2, and ta3 in FIG.

The upper figure of FIG. 7 is a diagram showing the acceleration detected by the acceleration sensor 32 in the process of riding on the vehicle and the gradient (= inclination) of the vehicle 10. The acceleration sensor 32 is installed so as to detect only the acceleration in the front-rear direction without detecting the acceleration in the vertical direction when the vehicle 10 is horizontal. However, the accelerometer 32 tilted with the tilt of the vehicle 10 detects the acceleration including the component in the vertical direction. The vertical acceleration referred to here includes gravity. The gradient of the vehicle 10 is a value calculated from the vertical acceleration detected by the acceleration sensor 32. Since it takes time for the acceleration sensor 32 that detects gravity to stabilize, the gradient calculated from the acceleration has a time difference with respect to the gradient of the actual vehicle 10.

The lower figure of FIG. 7 is a diagram of the distance from the vehicle 10 to the reference position in the process of riding on. The reference position may be appropriately set around the vehicle 10, and may be set, for example, in the vicinity of the position on the step 90 at the time ta3 in FIG. 4 (for example, the back side in the traveling direction). In the lower figure of FIG. 7, the white rounded rectangle is the distance to the reference position calculated based on the distance measurement information of the distance measuring unit 16. The thick solid line is the distance to the reference position calculated based on the wheel speed pulse information detected by the wheel speed sensor 30.

For example, when the wheel 13 comes into contact with the step 90 as shown at time ta1 in FIG. 4, the vehicle 10 receives a large acceleration on the opposite side of the traveling direction. It changes significantly in the negative direction (that is, in the direction opposite to the traveling direction). Acceleration shows a large negative value for a certain period of time from time ta1. When the vehicle 10 is accelerated in order to make the wheel 13 climb the step 90 as shown at the time ta2 in FIG. 4, the acceleration increases in the positive direction as shown after the time ta2 in the upper figure of FIG. As shown at time ta3 in FIG. 4, when the wheel 13 tilts and stops on the upper surface of the step 90, the shaking due to the suspension or the like of the vehicle 10 converges. The acceleration including the downward gravity component gradually converges to a negative value. As a result, the gradient of the vehicle 10 calculated from the acceleration gradually converges to a constant value. Therefore, the driving support unit 78 can determine whether or not the vehicle 10 has climbed onto the step 90 based on the acceleration and the change in the gradient calculated from the acceleration.

As shown in the lower figure of FIG. 7, the distance to the reference position calculated from the distance measurement information indicated by the thick dotted line and the distance to the reference position calculated from the wheel speed pulse information indicated by the thick solid line are between time ta1 and time ta2. It gradually becomes smaller. Further, the distance to the reference position calculated from each of the distance measurement information and the wheel speed pulse information becomes smaller between the time ta2 and the time ta3. After the time ta3, the vehicle 10 stops, so that the distance is constant at the same value. Here, the distance calculated by the driving support unit 78 from the wheel speed pulse information is the magnitude of the moving distance, and there is no positive / negative discrimination (that is, front / rear discrimination). Therefore, when the vehicle 10 succeeds in riding without being bounced off the step 90 and is traveling in one direction (forward or reverse), the distance to the reference position calculated from each of the distance measurement information and the wheel speed pulse information. Match. Therefore, as shown after the time ta3 in FIG. 7, when the distances to the reference position calculated from each of the distance measurement information and the wheel speed pulse information match, the driving support unit 78 succeeds in getting on the vehicle 10. It can be determined that it has been done.

Next, a method for determining whether or not the vehicle 10 by the driving support unit 78 has failed to get on and over the step 90 will be described. FIG. 8 is a graph in the process in which the vehicle 10 fails to get on the step 90 or the like. Each time ct1, ct2, ct3 in FIG. 8 corresponds to the time ct1, ct2, ct3 in FIG. The upper figure of FIG. 8 is a diagram showing the acceleration detected by the acceleration sensor 32 and the gradient (= inclination) of the vehicle 10 in the process of failure such as riding. The lower figure of FIG. 8 is a diagram of the distance from the vehicle 10 to the reference position in the process of failure such as riding.

For example, when the wheel 13 comes into contact with the step 90 as shown at the time ct2 in FIG. 6, the vehicle 10 receives a large acceleration on the opposite side of the traveling direction. It changes greatly in the negative direction. The acceleration shows a large negative value for a certain period of time from the time ct2. When the vehicle 10 is accelerated in order to make the wheel 13 climb the step 90 as shown at the time ct3 in FIG. 6, the acceleration increases in the positive direction as shown after the time ct3 in the upper figure of FIG.

As shown at the time ct4 in FIG. 6, when the wheel 13 starts to return without reaching the upper surface of the step 90, the acceleration greatly changes in the negative direction as shown after the time ct4 in the upper figure of FIG. As shown at time ct5 in FIG. 6, when the wheels 13 reach the road surface, the vehicle 10 becomes horizontal, and the shaking caused by the suspension of the vehicle 10 converges, the acceleration gradually becomes 0 as shown at time ct5 in FIG. Converges to the value. As a result, the gradient of the vehicle 10 calculated from the acceleration gradually converges to 0 (that is, horizontal) and becomes a constant value. Therefore, the driving support unit 78 can determine whether or not the vehicle 10 has failed to ride on the step 90 based on the acceleration and the change in the gradient calculated from the acceleration.

As shown in the lower figure of FIG. 8, the distance to the reference position calculated from each of the distance measurement information and the wheel speed pulse information gradually decreases between the time ct2 and the time ct3. Further, the distance to the reference position calculated from each of the distance measurement information and the wheel speed pulse information becomes smaller between the time ct3 and immediately before the time ct4. After the time ct4, the vehicle 10 is returned to the step 90 and travels in the opposite direction. Here, the distance based on the wheel speed pulse information does not discriminate between positive and negative (that is, discriminate between front and rear), and since the magnitude of the travel distance is integrated, the distance gradually increases even if the vehicle 10 travels in the opposite direction. Therefore, the distance to the reference position calculated from the wheel speed pulse information gradually decreases even if the vehicle 10 travels in the opposite direction. On the other hand, the distance to the reference position calculated from the distance measurement information gradually increases as the vehicle 10 travels in the opposite direction. Therefore, as shown after the time ct4 in FIG. 8, the distances to the reference position calculated from each of the distance measurement information and the wheel speed pulse information gradually deviate from each other. Therefore, when the two distances deviate from each other, the driving support unit 78 can determine that the vehicle 10 has failed to get on or the like.

Next, a method of determining whether or not the vehicle 10 has overcome the step 90 by the driving support unit 78 will be described.

As the first determination method of overcoming, the driving support unit 78 can determine that the vehicle 10 has climbed or failed based on the acceleration and the gradient, or to the reference position calculated from each of the distance measurement information and the wheel speed pulse information. If it cannot be determined that the vehicle 10 has climbed or failed based on the distance, it may be determined that the vehicle 10 has climbed over the step 90.

As a second method of determining overcoming, as shown in the upper figure of FIG. 8, the gradient calculated from the acceleration shows a horizontal state in the first and last steady states (before time ct2 and after time ct5), and the acceleration. If the integrated value of is equal to or greater than the determination threshold value, the driving support unit 78 may determine that the vehicle 10 has overcome the step 90. It should be noted that the determination threshold value is set in advance so as to be a value less than the integrated value of the acceleration when the step 90 fails to ride on or the like. The determination threshold value may be included in the driving support data 82.

As a third method of determining overcoming, the driving support unit 78 may determine overcoming of the vehicle 10 based on the acceleration or the distance to the reference position calculated from each of the distance measurement information and the wheel speed pulse information. good. For example, the acceleration and gradient up to time tb4 in FIG. 5 are the same as the acceleration and gradient up to time ta3 shown in the upper figure of FIG. 7. The acceleration and gradient after the time tb4 in FIG. 5 are the same as the magnitude and gradient of the acceleration after the time tc4 shown in the upper figure of FIG. Therefore, if the acceleration and the gradient are the same as the acceleration and the gradient up to the time ta3 shown in the upper figure of FIG. 7, and the magnitude and the gradient of the acceleration after the time ct4 shown in the upper figure of FIG. 8 are the same. , The driving support unit 78 may determine that the vehicle 10 has overcome the step 90 based on the acceleration and the gradient.

As a fourth determination method for overcoming, the driving support unit 78 shows a horizontal state in the first and last steady states of the gradient calculated from the acceleration (before time ct2 and after time ct5 in the upper figure of FIG. 8), and When the distances to the reference position calculated from each of the distance measurement information and the wheel speed pulse information are almost the same value (after the time ta3 in the upper figure of FIG. 7), even if it is determined that the vehicle 10 has overcome the step 90. good.

Next, the correction of the own vehicle position executed by the driving support unit 78 will be described. FIG. 9 is a side view for explaining the correction of the position of the own vehicle when riding on the step 90 executed by the driving support unit 78. The upper figure of FIG. 9 is a diagram for explaining the moving distance of the wheel 13 when the step 90 is over. The lower figure of FIG. 9 is a diagram illustrating the moving distance of the wheel 13 moving on a flat road surface without a step 90. The upper and lower views of FIG. 9 are views of the movement of the wheel 13 that has been rotated twice, and the dotted line indicates the locus of one point on the outer circumference of the wheel 13. Let r be the effective radius of the wheel 13. Let θc be the central angle between the portion where the wheel 13 is in contact with the step 90 and the portion where the wheel 13 is in contact with the road surface. The central angle θc is the same as the rotation angle of the wheel 13 from the time the wheel 13 comes into contact with the step 90 until the wheel 13 rides on the upper surface of the step 90. ΔD shown in FIG. 9 is the deviation of the moving distance in the horizontal direction calculated from the wheel speed pulse information generated by the step 90. When riding on the step 90, the driving support unit 78 calculates the deviation ΔD based on the height h of the step 90 and the radius r (or diameter) which is the size of the wheel 13 of the vehicle 10, and determines the position of the own vehicle. to correct. Hereinafter, the correction of the position of the own vehicle by the driving support unit 78 when the vehicle rides on the step 90 will be described.

The horizontal movement distance when the wheel 13 gets over the step 90 is r × sin θc. On the other hand, when the wheel 13 rotates by the rotation angle θc on a flat road surface, the moving distance in the horizontal direction is r × θc. As a result, the deviation ΔD between the case where there is a step 90 and the flat road surface without the step 90 is r × (θc−sinθc). Therefore, when the wheel 13 rides on the step 90, the driving support unit 78 may correct the horizontal movement distance by subtracting the deviation ΔD from the movement distance calculated from the wheel speed pulse information. The driving support unit 78 may correct the position of the own vehicle of the vehicle 10 (hereinafter referred to as “ride-up correction”) based on the corrected travel distance.

Here, the driving support unit 78 may calculate the central angle θc (or the rotation angle θc) from the height h of the step 90. The height h and the central angle θc satisfy h = r × (1-cos θc). The driving support unit 78 may calculate the height h based on the gradient of the vehicle 10 calculated from the acceleration and the wheelbase of the vehicle 10. Further, the driving support unit 78 may specify the height h based on the shape of the step 90 specified from the distances of a plurality of steps 90 detected by the distance measuring unit 16.

When the driving support unit 78 determines that the wheel 13 has overcome a short step 90 such as a single protrusion, it deviates from the moving distance calculated from the wheel speed pulse information and subtracts twice ΔD (= 2 × ΔD) to be horizontal. The movement distance in the direction may be corrected, and the position of the own vehicle may be corrected (hereinafter, overcoming correction).

When the driving support unit 78 determines that the wheel 13 is returned to the same side of the step 90 and the wheel 13 fails to ride on the step 90, the wheel 13 starts riding on the step 90 at the own vehicle position of the vehicle 10. You may correct your vehicle position based on the previous position. Specifically, when the driving support unit 78 determines that the vehicle has failed, the driving support unit 78 resets the vehicle position of the vehicle 10 to the position before the wheel 13 starts riding on the step 90 and corrects the vehicle position (hereinafter, failure correction). ) May be done. If the driving support unit 78 determines that the vehicle has failed to ride on the vehicle, the driving support unit 78 may correct the position of the vehicle 10 based on the distance to the step 90 measured by the distance measuring unit 16. Specifically, when the driving support unit 78 determines that the vehicle has failed to get on the vehicle, the driving support unit 78 corrects the position of the own vehicle so that the distance to the step 90 becomes the distance measured by the distance measuring unit 16 ( Hereafter, failure correction) may be performed. In other words, when the vehicle 10 fails to ride on the step 90 and determines that the vehicle has failed, the driving support unit 78 corrects the position of the own vehicle by a method different from that when the vehicle 10 fails to ride on the step 90.

FIG. 10 is a flowchart of the driving support process of the first embodiment executed by the driving support device 34. The processing unit 72 executes the driving support process by reading the driving support program 80.

As shown in FIG. 10, in the driving support process, the acquisition unit 76 determines whether or not the driver or other occupant's driving support instruction has been acquired from the operation input unit 68 (S102). The acquisition unit 76 is in a standby state until it acquires a driving support instruction (S102: No).

When the acquisition unit 76 acquires a driving support instruction (S102: Yes), the acquisition unit 76 acquires information necessary for automatic driving (S104). For example, the acquisition unit 76 acquires the captured image from the image pickup unit 14 and the distance measurement information from the distance measurement unit 16. The acquisition unit 76 outputs the acquired information to the driving support unit 78.

The driving support unit 78 sets a target position such as a parking target position based on the information acquired from the acquisition unit 76, and sets a route to the target position (S106). The driving support unit 78 executes automatic driving to the target position along the set route (S108).

The acquisition unit 76 starts automatic driving and acquires new information about the moving vehicle 10 (S110). For example, the acquisition unit 76 acquires information such as distance measurement information from the distance measurement unit 16 (for example, distance measurement unit 16b), acceleration information from the acceleration sensor 32, and wheel speed pulse information from the wheel speed sensor 30. Further, the acquisition unit 76 acquires the position information of the braking unit 40, the acceleration unit 46, the steering unit 52, and the speed change unit 58 during automatic operation from the sensors 44, 50, 56, 62. The acquisition unit 76 outputs the acquired information to the driving support unit 78.

The driving support unit 78 determines whether or not the vehicle has touched the step 90 (S112). For example, the driving support unit 78 may determine whether or not the vehicle has touched the step 90 based on the change in the acceleration of the vehicle 10 detected by the acceleration sensor 32 acquired from the acquisition unit 76. Specifically, the driving support unit 78 may determine that the vehicle has touched the step 90 when the acceleration in the direction opposite to the traveling direction becomes larger than the predetermined threshold acceleration for contact determination. When the driving support unit 78 determines that the step 90 is not in contact with the step 90 (S112: No), the driving support unit 78 executes step S130.

When the driving support unit 78 determines that the vehicle has touched the step 90 based on the information acquired from the acquisition unit 76 (S112: Yes), the driving support unit 78 determines whether or not the vehicle 10 has climbed onto the step 90 (S114). For example, as shown in the upper figure of FIG. 7, the driving support unit 78 may determine whether or not the vehicle 10 has climbed onto the step 90 based on the acceleration detected by the acceleration sensor 32 and the gradient calculated from the acceleration. .. Further, as shown in the lower figure of FIG. 7, the driving support unit 78 has the vehicle 10 ride on the step 90 based on the distance measurement information detected by the distance measuring unit 16 and the wheel speed pulse information detected by the wheel speed sensor 30. It may be determined whether or not it is. When the driving support unit 78 determines that the vehicle 10 has climbed onto the step 90 (S114: Yes), the driving support unit 78 executes the ride correction and is based on the height h of the step 90 and the radius r of the wheel 13 as shown in FIG. , Correct the moving distance of the vehicle 10 and the position of the own vehicle (S116). After that, the driving support unit 78 executes step S130.

When the driving support unit 78 determines that the vehicle 10 has not climbed on the step 90 (S114: No), the driving support unit 78 determines whether or not the vehicle 10 has failed to climb or get over (S118). For example, as shown in the upper figure of FIG. 8, the driving support unit 78 determines whether or not the vehicle 10 has failed to ride on the step 90 or the like based on the acceleration detected by the acceleration sensor 32 and the gradient calculated from the acceleration. You may judge. Further, as shown in the lower figure of FIG. 8, the driving support unit 78 allows the vehicle 10 to ride on the step 90 based on the distance measurement information detected by the distance measuring unit 16 and the wheel speed pulse information detected by the wheel speed sensor 30. It may be determined whether or not the failure has occurred. When the driving support unit 78 determines that the vehicle 10 has failed to get on the step 90 (S118: Yes), the driving support unit 78 executes the failure correction to correct the moving distance and the own vehicle position of the vehicle 10 (S120). After that, the driving support unit 78 executes step S130.

When the vehicle 10 gets over the step 90, the driving support unit 78 determines that the vehicle 10 has not failed to get on the step 90 (S118: No), executes the overcoming correction, and moves the vehicle 10. Correct the distance and the position of the own vehicle (S122). After that, the driving support unit 78 executes step S130.

In step S130, the driving support unit 78 determines whether or not the vehicle 10 being automatically driven has reached the target position based on the corrected own vehicle position. When the driving support unit 78 determines that the vehicle 10 has not reached the target position (S130: No), the driving support unit 78 repeats steps S104 and subsequent steps. In step S106, the driving support unit 78 may reset the route when the position of the own vehicle deviates from the route. When the driving support unit 78 determines that the vehicle 10 has reached the target position (S130: Yes), the driving support unit 78 ends the automatic driving (S132) and ends the driving support process.

As described above, in the driving support device 34 of the first embodiment, since the own vehicle position is corrected based on the step information, the deviation of the own vehicle position due to the step 90 is reduced, and the driving support of the vehicle 10 is supported. The accuracy can be improved.

The driving support device 34 corrects the deviation of the own vehicle position due to the step 90 based on the height h of the step 90 which is a factor of the deviation of the position of the own vehicle and the radius r which is the size of the wheel 13 of the vehicle 10. Therefore, it is possible to improve the accuracy of the correction of the own vehicle position while reducing the load required for the correction calculation.

The driving support device 34 determines whether or not the vehicle has climbed onto the step 90 based on the acceleration, and if it is determined that the vehicle has climbed, corrects the deviation of the vehicle position based on the height h of the step 90 and the radius r of the wheels 13. ing. As described above, since the driving support device 34 determines whether or not the driver has climbed onto the step 90 by an acceleration showing a value different from that at the time of flatness when the driver rides on the vehicle and tilts, the accuracy of the determination can be improved. Further, since the driving support device 34 corrects the position of the own vehicle at the time of riding, which can be corrected based on the height h of the step 90 and the radius r of the wheel 13, it is possible to realize highly accurate correction in a more appropriate situation. In particular, even in the case of a pedestrian or the like in which a rear object that may be mistaken for a step 90 moves, the driving support device 34 determines the ride on the step 90 based on the acceleration and the own vehicle. Since the position is corrected, erroneous judgment and correction can be suppressed.

The driving support device 34 determines whether or not the vehicle has climbed on the step 90 based on the wheel speed pulse information and the distance measurement information. The deviation of the vehicle position is corrected. In this way, the driving support device 34 determines whether or not the vehicle has climbed on the step 90 based on the wheel speed pulse information and the distance measurement information, which differ greatly depending on whether or not the vehicle has climbed on the step 90, and thus improves the accuracy of the determination. be able to. Further, since the driving support device 34 corrects the position of the own vehicle at the time of riding, which can be corrected based on the height h of the step 90 and the radius r of the wheel 13, it is possible to realize highly accurate correction in a more appropriate situation.

When it is determined that the driving support device 34 has failed to get on the step 90 or the like, the driving support device 34 corrects the position of the own vehicle by a method different from that when the driver gets on the step 90. As a result, the driving support device 34 can correct the position of the own vehicle according to the situation.

When it is determined that the driving support device 34 has failed to ride on the step 90, the driving support device 34 corrects the position of the own vehicle based on the position at the start of riding on the step 90 or the distance to the step 90. As described above, the driving support device 34 can accurately correct the position of the own vehicle even when it is difficult to correct the position of the own vehicle from the height h of the step 90 due to failure in riding or the like.

<Second Embodiment>
The driving support device 34 of the second embodiment will be described. The operation support device 34 of the second embodiment has almost the same configuration as the operation support device 34 of the first embodiment, but the functions and processes of each configuration are different. Therefore, the different points of the driving support device 34 of the second embodiment will be described in detail.

In the driving support device 34 of the second embodiment, the acquisition unit 76 acquires map information indicating the position of the step 90 around the vehicle 10 as the information of the step 90, and also obtains information on the acceleration detected by the acceleration sensor 32. get. The map information may be included as part of the driving support data 82. When the driving support unit 78 detects the contact between the step 90 and the first wheel 13 of the vehicle 10 based on the acceleration, the driving support unit 78 corrects the position of the own vehicle in the map indicated by the map information. When the driving support unit 78 detects the contact between the step 90 and the second wheel 13 of the vehicle 10 based on the acceleration, the driving support unit 78 corrects the direction of the vehicle 10 in the map indicated by the map information. The first wheel 13 is an example of the first wheel, and the second wheel 13 is an example of the second wheel. The first wheel may be the wheel 13 in contact with the second, the wheel 13 in contact with the third, or the like, and the second wheel may be the wheel 13 in contact with the third, or 4 It may be the wheel 13 or the like that comes into contact with the second wheel.

FIG. 11 is a plan view showing a state in which the first wheel 13 and the step 90 are in contact with each other. FIG. 12 is a plan view showing a state in which the second wheel 13 and the step 90 are in contact with each other. In FIGS. 11 and 12, the step 90 shown by the dotted line is the step before correction at each stage, and the step 90 shown by the solid line is the step after correction at each stage.

As shown in FIG. 11, in the state where the contact with the step 90 has not been detected yet, the acceleration detected by the acceleration sensor 32 is equal to or higher than the threshold acceleration for contact determination on the side opposite to the traveling direction for the first time. Then, it is detected that the first wheel 13 and the step 90 are in contact with each other. When the step 90 (see the dotted line) indicated by the map information and the wheel 13 at the contacted own vehicle position are out of alignment with each other, the driving support unit 78 corrects the own vehicle position in the map indicated by the map information. For example, the driving support unit 78 moves the wheel 13 relative to the step 90 along the direction perpendicular to the end face of the step 90 until the wheel 13 comes into contact with the step 90, and determines the position of the own vehicle. It may be corrected (see step 90 of the solid line).

Next, as shown in FIG. 12, when the acceleration detected by the acceleration sensor 32 becomes equal to or higher than the threshold acceleration for contact determination on the opposite side of the traveling direction, the driving support unit 78 and the second wheel 13 have a step 90. Detects contact with. When the step 90 (see the dotted line) indicated by the map information and the wheel 13 at the newly contacted own vehicle position are misaligned, the driving support unit 78 indicates the direction of the vehicle 10 in the map indicated by the map information. to correct. For example, the driving support unit 78 is centered on the point where the first wheel 13 comes into contact so that the straight line passing through the positions of the two wheels 13 in contact with the step 90 and the position of the end face of the step 90 coincide with each other. By rotating the step 90 with respect to the wheel 13, the direction of the vehicle 10 is corrected with respect to the step 90 (see the solid step 90).

The driving support process of the second embodiment will be described. FIG. 13 is a flowchart of the driving support process of the second embodiment. Of the steps of the driving support process of the second embodiment, the same steps as those of the first embodiment are assigned the same step numbers to simplify the description.

As shown in FIG. 13, the processing unit 72 executes steps S102 to S110. Next, the driving support unit 78 determines whether or not the first wheel 13 has come into contact with the step 90 based on the acceleration detected by the acceleration sensor 32 (S202). When the driving support unit 78 determines that the first wheel 13 is not in contact with the step 90 (S202: No), the driving support unit 78 executes step S130 and subsequent steps.

When the driving support unit 78 determines that the first wheel 13 has come into contact with the step 90 (S202: Yes), the vehicle position is set with respect to the step 90 so that the first wheel 13 comes into contact with the step 90. The position of the own vehicle in the map indicated by the map information including the position of the step 90 is corrected (S204). When the position of the own vehicle is corrected, the driving support unit 78 may reflect it on the navigation image or the like displayed on the display unit 64.

The driving support unit 78 determines whether or not the second wheel 13 has come into contact with the step 90 (S206). When the driving support unit 78 determines that the second wheel 13 is not in contact with the step 90 (S206: No), it goes into a standby state. The standby state here may be canceled after a predetermined time has elapsed.

When the driving support unit 78 determines that the second wheel 13 is in contact with the step 90 (S206: Yes), the driving support unit 78 is in contact with the first wheel 13 so that the second wheel 13 is in contact with the step 90. The direction of the vehicle 10 is corrected by rotating the vehicle 10 around the contact point (S208). When the direction of the vehicle 10 is corrected, the driving support unit 78 may reflect it on the navigation image or the like displayed on the display unit 64.

After that, the driving support unit 78 executes step S130 and subsequent steps to end the driving support process.

As described above, in the driving support device 34 of the second embodiment, when the step 90 and the wheel 13 come into contact with each other, the own vehicle in the map indicated by the map information including the position of the step 90 based on the contacted position. The position is corrected. In this way, the driving support device 34 corrects the position of the own vehicle in the map including the step 90 based on the position where the driver actually contacts the step 90, so that the position of the own vehicle can be corrected more accurately.

The driving support device 34 corrects the direction of the vehicle 10 based on the direction that can be specified from the two positions where the two wheels 13 are in contact with the step 90. As a result, the driving support device 34 can accurately correct not only the position of the own vehicle but also the direction of the vehicle 10.

Since the driving support device 34 detects the contact between the wheel 13 and the step 90 by the change in acceleration, it is difficult to detect the contact with an accuracy equal to or less than the pulse interval. Can be detected in a timely and accurate manner.

Next, a modified embodiment in which a part of the above-described embodiment is modified will be described. The following modifications may be combined with each embodiment.

<First modification form>
The driving support unit 78 may not correct the position of the own vehicle of the vehicle 10 depending on the shape of the step 90. FIG. 14 is a side view illustrating an example in which the position of the own vehicle is not corrected in the first modification mode. As shown in FIG. 14, the driving support unit 78 does not have to correct the position of the own vehicle in the case of the step 90 having an inclined shape (for example, a flap shape). The driving support unit 78 may determine whether or not the shape of the step 90 is inclined based on the acceleration detected by the acceleration sensor 32. Specifically, when the acceleration on the side opposite to the traveling direction is smaller than the preset threshold acceleration for inclination determination, the driving support unit 78 determines that the step 90 has an inclination shape and does not require correction, and advances. When the acceleration on the opposite side of the direction is equal to or higher than the threshold acceleration, it may be determined that the step 90 is a step and the position of the own vehicle may be corrected.

<Second modification form>
Next, another method for determining whether or not the vehicle has been ridden will be described. 15 to 18 are plan views showing the process of parallel parking of the vehicle 10 in the second modified mode. The direction indicated by the arrow is the Z direction. As shown in FIGS. 15 to 18, parallel parking in which the vehicle 10 travels along the set route SR including the clothoid curve so that the own vehicle position SP reaches the target parking position TP of the parking area PA is taken as an example. The determination method will be described. The + Z direction side of the vehicle 10 is the front side, and the −Z direction side is the rear side. That is, the vehicle 10 enters the parking area PA from the rear side and parallel parks. The position of the target parking position TP in the Z direction is 0 mm. The position of the start point of the set path SR in the Z direction is 4000 mm. The object 92F is on the front side of the vehicle 10, and the object 92R is on the rear side of the vehicle 10. In the case of general parallel parking, it is assumed that a step 90 exists between the straight line 94a and the straight line 94b indicated by the alternate long and short dash line. In the second modification, the vehicle 10 has six ranging units 16FL, 16FC, 16FR, 16RL, 16RC, 16RR. The ranging units 16FL, 16FC, 16FR, 16RL, 16RC, and 16RR are provided at the left front end portion, the front end center portion, the right front end portion, the left rear end portion, the rear end center portion, and the right rear end portion of the vehicle 10, respectively. There is. When it is not necessary to distinguish the ranging unit 16FL, 16FC, 16FR, 16RL, 16RC, 16RR, it is referred to as the ranging unit 16.

Parallel parking of the vehicle 10 will be described with reference to FIGS. 15 to 18.

First, when the vehicle 10 travels along the set path SR and reaches the position shown in FIG. 15, for example, when the left rear wheel 13 on the traveling direction side and outside has a step 90 at the position of the straight line 94a. , Contact the step 90. The vehicle position SP in the Z direction here is about 3140 mm.

When the vehicle 10 further travels along the set path SR and reaches the position shown in FIG. 16, for example, when the left rear wheel 13 on the traveling direction side and outside has a step 90 at the position of the straight line 94b. It comes into contact with the step 90. The vehicle position SP in the Z direction here is about 2000 mm.

When the vehicle 10 further travels along the set path SR and reaches the position shown in FIG. 17, for example, when the left front wheel 13 on the opposite side and the outer side in the traveling direction has a step 90 at the position of the straight line 94a. , Contact the step 90. The vehicle position SP in the Z direction here is about 900 mm.

When the vehicle 10 further travels along the set path SR and reaches the position shown in FIG. 18, for example, when the left front wheel 13 on the opposite side and the outer side in the traveling direction has a step 90 at the position of the straight line 94b. , Contact the step 90. The vehicle position SP in the Z direction here is about 350 mm.

After that, when the vehicle 10 further travels along the set route SR and the own vehicle position SP and the target parking position TP match, parallel parking is completed.

Next, in the process of FIGS. 15 to 18, the distance measurement of the objects 92F and 92R by the distance measuring unit 16 will be described. FIG. 19 is a diagram showing the detection results of the objects 92F and 92R by the ranging unit 16. The horizontal axis of FIG. 19 indicates the distance [mm] from the target parking position TP in the Z direction to the own vehicle position SP. The distance [mm] on the vertical axis is the distance [mm] to either the object 92F or the object 92R measured by each distance measuring unit 16, or from the target parking position TP in the Z direction to the own vehicle position SP. The distance [mm] of is shown.

The two-dot chain line D_Z indicates the distance in the Z direction to the own vehicle position SP. Therefore, the two-dot chain line D_Z passes through the same position on the vertical axis and the horizontal axis. The broken line D_RC indicates the distance to the object 92R measured by the distance measuring unit 16RC at the center of the rear end. The fine solid line D_RR indicates the distance to the object 92R measured by the distance measuring unit 16RR at the right rear end. The thick broken line D_FL indicates the distance to the object 92F measured by the distance measuring unit 16FL at the left front end. The alternate long and short dash line D_FC indicates the distance to the object 92F measured by the distance measuring unit 16FC at the center of the front end. The thick solid line D_FR indicates the distance to the object 92F measured by the distance measuring unit 16FR at the right front end.

In the vehicle 10 where the rear wheel 13 shown in FIGS. 15 and 16 is in contact with the step 90 and the distance in the Z direction is 3140 mm to 2000 mm, as shown in FIG. The lines D_FL, D_FC, and D_FR indicating the distance measured by the 16FC and 16FR intersect with the large two-dot chain line D_Z indicating the distance in the Z direction to the own vehicle position SP. In particular, the inclination of the line D_FC indicating the distance measured by the distance measuring unit 16FC on the front side is substantially orthogonal to the large two-dot chain line D_Z indicating the distance in the Z direction to the own vehicle position SP. This indicates that as the vehicle 10 approaches the target parking position TP and the distance to the target parking position TP indicated by the alternate long and short dash line D_Z decreases, the distance to the object 92F indicated by the lines D_FL, D_FC, and D_FR increases. ing. From this, it can be seen that in the vehicle 10 having a distance of 3140 mm to 2000 mm in the Z direction, the distance measuring units 16FL, 16FC, and 16FR on the front side can accurately measure the distance of the object 92F in front.

Here, when the wheel 13 on the rear side of the vehicle 10 traveling backward fails to ride on the step 90 and the vehicle 10 is returned to the front, the distance to the object 92F, which has gradually increased, becomes small. Become. Therefore, the distance measured by the distance measuring units 16FL, 16FC, and 16FR on the front side reverses from an increase to a decrease. Therefore, it can be seen that whether the rear wheel 13 has climbed onto the step 90 or has failed can be determined by the distance to the front object 92F measured by the front ranging units 16FL, 16FC, and 16FR.

In the vehicle 10 where the front wheel 13 shown in FIGS. 17 and 18 is in contact with the step 90 and the distance in the Z direction is 900 mm to 350 mm, as shown in FIG. 19, the rear ranging unit 16RC, The lines D_RC and D_RR indicating the distance measured by the 16RR are substantially parallel to the thick two-dot chain line D_Z indicating the distance in the Z direction to the own vehicle position SP. This indicates that when the vehicle 10 approaches the target parking position TP and the distance to the target parking position TP indicated by the alternate long and short dash line D_Z decreases, the distance to the object 92R indicated by the lines D_RC and D_RR decreases. .. From this, it can be seen that in the vehicle 10 having a distance of 900 mm to 350 mm in the Z direction, the rear ranging units 16RC and 16RR can accurately measure the distance of the rear object 92R.

Here, when the wheel 13 on the front side of the vehicle 10 traveling backward fails to ride on the step 90 and the vehicle 10 is returned to the front, the distance to the object 92R, which has been gradually reduced, increases. .. Therefore, the distance measured by the rear ranging units 16RC and 16RR reverses from an increase to a decrease. Therefore, it can be seen that whether the front wheel 13 has climbed onto the step 90 or has failed can be determined by the distance to the front object 92F measured by the rear ranging units 16RC and 16RR.

Therefore, the driving support unit 78 determines whether or not the rear wheel 13 has climbed onto the step 90 based on the distance to the front object 92F measured by the front distance measuring units 16FL, 16FC, and 16FR. good.

The driving support unit 78 may determine whether or not the front wheel 13 has climbed onto the step 90 based on the distance to the rear object 92F measured by the rear ranging units 16RL, 16RC, and 16RR.

The driving support unit 78 determines whether or not the wheel 13 on the side opposite to the warehousing direction (the front side in the example shown in FIGS. 15 to 18) has climbed onto the step 90, according to the distance measuring unit (FIG. 15 to 18) on the warehousing direction side. In the example shown, of the distance measuring units 16RL, 16RC, 16RR), the distance measuring unit from the inside to the center of the swirl circle (distance measuring units 16RC, 16RR in the examples shown in FIGS. 15 to 18) is on the warehousing direction side. It is preferable to make a judgment based on the distance to the object (object 92R in the example shown in FIGS. 15 to 18).

The functions, connection relationships, numbers, arrangements, etc. of the configurations of each of the above-described embodiments and modifications may be appropriately changed or deleted within the scope of the invention and the scope of the invention. Each embodiment and each modification may be combined as appropriate. The order of each step of each embodiment may be changed as appropriate.

In the driving support device 34 of the first embodiment described above, the position of the own vehicle is corrected according to each of the case of getting on the step 90, failing to get on the step 90, and getting over the step 90. However, the correction method is not limited to this. For example, the driving support device 34 may correct the position of the own vehicle when it is determined that the vehicle has reached at least the step 90 based on the acceleration or the number of wheel pulses and the distance to the step 90. The driving support device 34 may correct the position of the own vehicle only when the vehicle gets on the step 90 and when the driver gets over the step 90. The driving support device 34 may correct the position of the own vehicle only when the vehicle rides on the step 90 and when the vehicle fails.

In the driving support device 34 of the second embodiment described above, an example of correcting the position and direction of the own vehicle of the vehicle 10 has been described, but the present invention is not limited to this. For example, the driving support device 34 of the second embodiment may correct only the own vehicle position of the vehicle 10 based on the contact between the first wheel 13 and the step 90.

The driving support system 20 may have a bandpass filter that passes a specific frequency (for example, 1 Hz to 20 Hz) among the accelerations detected by the acceleration sensor 32. In this case, the driving support unit 78 of the driving support device 34 may execute each of the above processes based on the acceleration passed by the bandpass filter.

In the above-described embodiment, the four-wheeled vehicle 10 has been described as an example of the moving body, but the moving body is not limited to the vehicle 10. For example, the moving body may be a vehicle, an airplane, or the like having a drive source such as an internal combustion engine and an electric motor, and having wheels on which the drive source rotates.

10: Vehicle, 13: Wheel, 14: Imaging unit, 16: Distance measuring unit, 20: Driving support system, 30: Wheel speed sensor, 32: Acceleration sensor, 34: Driving support device, 76: Acquisition unit, 78: Driving Support unit, 90: step, h: step height, r: wheel radius.

Claims (6)

An acquisition unit that acquires step information, which is information about steps,
Based on the step information, the vehicle is provided with a driving support unit that corrects the position of the own vehicle, which is the position of the moving body having wheels , and supports the driving of the moving body.
The acquisition unit acquires the step information including information on the height of the step, and obtains the step information.
The driving support unit corrects the position of the own vehicle based on the height of the step and the size of the wheel of the moving body.
Driving support device. An acquisition unit that acquires step information, which is information about steps,
Based on the step information, the vehicle is provided with a driving support unit that corrects the position of the own vehicle, which is the position of the moving body having wheels, and supports the driving of the moving body.
The acquisition unit acquires information on the number of rotations of the wheels of the moving body and information on the distance to a reference position defined around the moving body.
When the driving support unit determines that the vehicle has climbed onto the step based on the number of revolutions of the wheel and the distance to the reference position, the driving support unit corrects at least the position of the own vehicle.
Driving support device. An acquisition unit that acquires step information, which is information about steps,
Based on the step information, the vehicle is provided with a driving support unit that corrects the position of the own vehicle, which is the position of the moving body having wheels, and supports the driving of the moving body.
When the driving support unit fails to ride on the step, the driving support unit corrects the position of the own vehicle by a method different from that when riding on the step.
Driving support device. An acquisition unit that acquires step information, which is information about steps,
Based on the step information, the vehicle is provided with a driving support unit that corrects the position of the own vehicle, which is the position of the moving body having wheels, and supports the driving of the moving body.
The acquisition unit acquires map information indicating the position of the step around the moving body and information on the acceleration of the moving body.
When the driving support unit detects the contact between the step and the first wheel of the moving body based on the acceleration, the driving support unit corrects the position of the own vehicle in the map indicated by the map information, and the driving support unit corrects the position of the own vehicle in the map indicated by the map information. When the contact between the step and the second wheel of the moving body is detected, the direction of the moving body in the map indicated by the map information is corrected.
Driving support device. The acquisition unit acquires information regarding the acceleration of the moving body, and obtains information.
The driving support device according to claim 1 , wherein the driving support unit corrects at least the position of the own vehicle when it is determined that the vehicle has climbed onto the step based on the acceleration. The acquisition unit acquires information on the distance to the step and obtains information.
According to claim 3 , when the driving support unit fails to ride on the step, the driving support unit corrects the position of the own vehicle based on the position before the start of riding on the step or based on the distance to the step. The described driving support device.

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