WO2014203334A1

WO2014203334A1 - Driving assistance device

Info

Publication number: WO2014203334A1
Application number: PCT/JP2013/066726
Authority: WO
Inventors: 啓介尾山; 有一久保田; 宏亘石嶋; 絵里子山崎; 久志里中; 英彦三好; 慶介秦
Original assignee: トヨタ自動車株式会社
Priority date: 2013-06-18
Filing date: 2013-06-18
Publication date: 2014-12-24

Abstract

A control device (10) for a vehicle is provided with: a route information acquisition unit (52) for acquiring, as information pertaining to a route of the vehicle, information pertaining to a direction of travel of the vehicle and information pertaining to the steering direction of the front wheels of the vehicle; and a sorting unit (53) for sorting a plurality of clearance sonar sensors, that output signals corresponding to the distance from the vehicle to an obstacle, into sensors-to-be-validated and sensors-to-be-invalidated, where such sorting is performed on the basis of the information acquired by the route information acquisition unit (52). The control unit (10) then controls the vehicle on the basis of the signals from the clearance sonar signals which were sorted as sensors-to-be-validated.

Description

Driving assistance device

The present invention relates to a driving support device that automatically controls a vehicle in response to detecting an approach between a vehicle and an obstacle.

Patent Document 1 describes an example of a driving support device that supports parking and delivery. When the parking space is determined, the driving support device appropriately teaches the driver the operation direction of the steering wheel and the direction in which the vehicle travels.

Further, the driving support device described in Patent Document 1 has a function of warning the driver in response to detecting the approach between the vehicle and the obstacle. In other words, during parking assistance, when an approach between the vehicle and an obstacle is detected based on a signal from any of the sensors provided at the left front, right front, left rear and right rear of the vehicle. In order to prompt the brake operation, the driver is warned using a speaker or a buzzer.

In recent years, driving assistance has been implemented in which brake control is performed to automatically decelerate or stop the vehicle by operating the brake device when the approach of the vehicle and the obstacle is detected based on the signal from the sensor. Development of equipment is also underway. Such a driving support device calculates a distance from the vehicle to the obstacle based on a signal from the sensor, and performs a determination process for determining whether the calculated distance is less than a reference distance. Then, the brake control is performed when it is determined by this determination process that the calculated distance is less than the reference distance.

JP 2003-246250 A

By the way, since the detection area of the sensor is limited, it is necessary to provide a plurality of sensors on the periphery of the vehicle in order to monitor all around the vehicle. However, if the above determination processing is performed on signals from all sensors, the control load increases.

In addition to the brake control described above, vehicle control that is automatically performed in response to detecting the approach between the vehicle and an obstacle includes steering of steered wheels that are steered in conjunction with the operation of the steering wheel. Examples include steering angle control that adjusts the direction and the steering angle, and vehicle speed control that controls the vehicle speed.

An object of the present invention is to provide a driving support device capable of appropriately performing vehicle control in response to detecting an approach between a vehicle and an obstacle while reducing a control load.

The driving support device for solving the above-described problem performs vehicle control in response to detecting the approach between the vehicle and the obstacle. This driving support device has been acquired by a course information acquisition unit that acquires information on the traveling direction of the vehicle and information on the turning direction of the steered wheels of the vehicle as information on the course of the vehicle, and acquired by the traveling path information acquisition unit. Based on information on the direction of travel of the vehicle and information on the direction of turning of the steered wheels of the vehicle, a plurality of sensors that output signals according to the distance from the vehicle to the obstacle are disabled as sensors to be enabled And a sorting unit that sorts the sensor to be used. Then, the driving support device performs the vehicle control based on a signal from a sensor selected as a sensor to be validated.

The course of the vehicle can be predicted based on information related to the traveling direction of the vehicle and information related to the turning direction of the steered wheels. If the course of the vehicle can be predicted, a sensor that does not need to be validated can be determined based on the predicted path of the vehicle.

For example, when the vehicle moves backward while the steered wheel is steered leftward, the vehicle does not approach an obstacle existing on the left front side of the vehicle. Therefore, since the sensor that detects an obstacle on the left front of the vehicle cannot detect the approach between the vehicle and the obstacle, the sensor may be invalidated. On the other hand, when the vehicle moves backward with the steered wheels steered to the left, the vehicle approaches an obstacle that exists in the right front of the vehicle, or the vehicle approaches an obstacle that exists in the rear of the vehicle. Sometimes. That is, the proximity of the vehicle and the obstacle can be detected by the sensor that detects the obstacle on the right front side of the vehicle and the sensor that detects the obstacle on the rear side of the vehicle. Therefore, it is preferable that the sensor that detects an obstacle on the right front side of the vehicle and the sensor that detects an obstacle on the rear side of the vehicle are sensors that should be effective.

In the above configuration, the plurality of sensors that output signals according to the distance from the vehicle to the obstacle are sensors that should be enabled and disabled based on information on the traveling direction of the vehicle and information on the turning direction of the steered wheels. The sensor is selected. And vehicle control is implemented based on the signal from the sensor selected as a sensor which should be validated in this way. Therefore, vehicle control can be appropriately performed in response to the vehicle approaching the obstacle.

On the other hand, the vehicle control is not performed based on a signal from a sensor selected as a sensor to be invalidated. Therefore, the control load of the driving assistance device can be reduced.

Therefore, the vehicle control can be appropriately performed in response to detecting the approach between the vehicle and the obstacle while reducing the control load.

The vehicle control includes, for example, brake control that automatically activates the vehicle brake device in response to detecting the approach between the vehicle and the obstacle. The driving support device that performs such brake control is calculated by a distance calculation unit that calculates a distance from the vehicle to the obstacle based on a signal from a sensor selected as a sensor to be enabled, and the distance calculation unit. It is preferable to include a brake control unit that performs brake control that automatically activates the brake device of the vehicle when the distance is less than the reference distance.

According to the above configuration, the distance from the vehicle to the obstacle is calculated based on the signal from the sensor selected as the sensor to be validated, and it is determined whether or not the distance is less than the reference distance. When the distance from the vehicle to the obstacle is less than the reference distance, the brake control is performed. Therefore, it is possible to appropriately perform the brake control in response to the vehicle approaching the obstacle. On the other hand, the above determination is not made based on a signal from a sensor selected as a sensor to be invalidated. Therefore, the control load of the driving assistance device can be reduced. Therefore, the brake control can be appropriately performed in response to detecting the approach between the vehicle and the obstacle while reducing the control load.

In the above-described driving support device, the selection unit invalidates at least a sensor that detects an obstacle on the left front side of the vehicle when the vehicle moves backward while the steered wheel is steered leftward. It is preferable to select a sensor to be used. When the vehicle moves backward while the steered wheel is steered leftward, the vehicle does not approach an obstacle existing in the left front of the vehicle. According to the above configuration, when the vehicle moves backward while the steered wheels are steered leftward, at least a sensor that detects an obstacle on the left front side of the vehicle is selected as a sensor to be invalidated. Therefore, the control load can be reduced by not performing the determination based on the signal from the sensor.

Further, in the above-described driving support device, when the vehicle moves backward with the steered wheels being steered in the right direction, among the plurality of sensors, the selection unit detects at least an obstacle on the right front side of the vehicle. It is preferable to select as a sensor to be invalidated. When the vehicle moves backward while the steered wheel is steered rightward, the vehicle does not approach an obstacle existing in the right front of the vehicle. According to the above configuration, when the vehicle moves backward while the steered wheels are steered rightward, at least a sensor that detects an obstacle on the right front side of the vehicle is selected as a sensor to be invalidated. Therefore, the control load can be reduced by not performing the determination based on the signal from the sensor.

In addition, when the operation position of the shift lever is the forward movement position, the vehicle moves forward because the shift stage of the automatic transmission becomes the forward shift stage. On the other hand, when the operation position of the shift lever is the reverse position, the automatic transmission moves backward because the shift stage of the automatic transmission becomes the reverse shift stage. The operation position of the shift lever can be detected based on a signal from the shift lever sensor. Therefore, the course information acquisition unit may acquire a signal from the shift position sensor as information related to the traveling direction of the vehicle. In this case, it is possible to determine whether the vehicle moves forward or backward based on a signal from the shift position sensor.

Further, the course information acquisition unit may acquire a signal from the wheel speed sensor as information related to the traveling direction of the vehicle. As described above, by using the signal from the wheel speed sensor, it is possible to acquire information related to the traveling direction of the vehicle when the vehicle is traveling.

Also, the turning direction of the steered wheels corresponds to the operation direction of the steering wheel. The operation direction of the steering wheel can be detected based on a signal from the steering sensor. Therefore, the course information acquisition unit may acquire a signal from the steering sensor as information related to the turning direction of the steered wheels of the vehicle. In this case, the turning direction of the steered wheels can be acquired based on the signal from the steering sensor.

The driving support device includes a target position acquisition unit that acquires information on a target vehicle position, and a route calculation unit that calculates a route to the target vehicle position, and the driving support device It may be configured to assist driving. In this driving support device, the course information acquisition unit may acquire information on the traveling direction of the vehicle and information on the turning direction of the steered wheels of the vehicle based on the calculated route. In this configuration, when the route is calculated and driving of the vehicle is supported according to the route, the vehicle travels along the route. Therefore, the course of the vehicle during the execution of the assist control can be predicted based on the above-described route. In other words, based on the calculated path, a plurality of sensors can be sorted into sensors to be validated and sensors to be invalidated.

Note that the driving support device may include a vehicle speed control unit that controls the vehicle speed, and may be configured to control the vehicle speed so as to support the driving of the vehicle. In this configuration, when the vehicle speed is controlled, the above determination can be made based on a signal from a sensor selected as a sensor to be enabled. When the distance from the vehicle to the obstacle is less than the reference distance, the brake control can be performed. In addition to this brake control, it is possible to implement control for reducing the vehicle speed.

Further, the driving support device may include a steering control unit that controls the steering of the steered wheels, and may be configured to control the steering of the steered wheels so as to support the driving of the vehicle. In this configuration, when the turning of the steered wheels is controlled, the above determination can be made based on a signal from a sensor selected as a sensor to be enabled. When the distance from the vehicle to the obstacle is less than the reference distance, the brake control can be performed. In addition to this brake control, it is also possible to implement a steering control that avoids approaching an obstacle.

The schematic diagram which shows schematic structure of a vehicle provided with the control apparatus which is one Embodiment of a driving assistance device. The schematic diagram which shows the detection area | region of the sensor for clearance sonars, and an ultrasonic sensor in a vehicle provided with the same control apparatus. The functional block diagram of the control apparatus. The action figure which shows the motion of the own vehicle at the time of measuring a parking space. The effect | action figure which shows a path | route when the own vehicle performs parallel parking by parking assistance control. The effect | action figure which shows a path | route when the own vehicle performs parallel parking by parking assistance control. The action figure which shows the path | route when the own vehicle leaves the parking space by parking assistance control. The flowchart explaining the processing routine which the control apparatus performs in order to implement parking assistance control. The flowchart explaining the processing routine which the same control apparatus performs in order to select each sensor for clearance sonar into the sensor which should be validated, and the sensor which should be invalidated. The flowchart explaining the processing routine which the control apparatus performs in order to determine the start timing of collision avoidance brake control. (A) is an effect | action figure which shows a mode when the own vehicle starts parallel parking to the parking space of the left rear, (b) is an effect | action figure which shows the operation direction of the steering wheel at that time. (A) is an operation diagram showing a situation when the steering direction of the front wheels is changed while the host vehicle is performing parallel parking in the left rear parking space, and (b) is an operation of the steering wheel at that time. The action figure which shows a direction. (A) is an action figure which shows a mode when the own vehicle starts parallel parking to the parking space of the right rear, (b) is an action figure which shows the operation direction of the steering wheel at that time. (A) is an operation diagram showing a situation when the steering direction of the front wheels is changed when the host vehicle is performing parallel parking in the right rear parking space, and (b) is an operation of the steering wheel at that time. The action figure which shows a direction. (A) is an effect | action figure which shows a mode when the own vehicle is performing the parallel parking to the parking space of the right rear, (b) is an effect | action figure which shows the operation direction of the steering wheel at that time. (A) is an effect | action figure which shows a mode when the own vehicle is performing the parallel parking to the parking space of the left rear, (b) is an effect | action figure which shows the operation direction of the steering wheel at that time. (A) is an effect | action figure which shows a mode when the own vehicle leaves the left rear from a parking space, (b) is an effect | action figure which shows the operation direction of the steering wheel at that time. (A) is an effect | action figure which shows a mode when the own vehicle leaves the right rear from a parking space, (b) is an effect | action figure which shows the operation direction of the steering wheel at that time.

Hereinafter, an embodiment embodying the driving support device will be described with reference to FIGS.

FIG. 1 illustrates an example of a vehicle including a control device 10 that functions as a driving support device of the present embodiment. As shown in FIG. 1, the vehicle includes an engine 21 that is a drive source of the vehicle, and an automatic transmission 22 that receives engine torque output from the engine 21. Then, the drive torque output from the automatic transmission 22 is transmitted to the front wheels 23F that are drive wheels.

Further, the vehicle is provided with a steering device 24 that steers the front wheels 23F that also function as steered wheels. The steering device 24 includes a motor 241 that assists the driver in operating the steering wheel 25. The steering device 24 can steer the front wheels 23F only by driving the motor 241 regardless of whether or not the steering wheel 25 is operated by the driver. In addition, when the front wheel 23F is steered only by driving the motor 241 as described above, the steering wheel 25 is also rotated in accordance with the steering of the front wheel 23F.

Further, the vehicle is provided with a brake device 26 that applies a braking force to the front wheels 23F and the rear wheels 23R when the brake pedal is operated by the driver. The brake device 26 can also apply braking force to the

wheels

23F and 23R regardless of whether or not the driver operates the brake pedal.

Further, the vehicle is provided with a display panel 27 for displaying information related to driving. The display panel 27 can accept various setting operations from a vehicle occupant. Information regarding the setting operation received by the display panel 27 is input to the control device 10.

The control device 10 is electrically connected to various sensors for detecting information related to the vehicle operation by the driver and various sensors for detecting the behavior of the vehicle. That is, the control device 10 is electrically connected to a shift position sensor 101 that detects the operation position of the shift lever 31 operated by the driver, and a steering sensor 102 that detects the steering angle of the steering wheel 25. The control device 10 is electrically connected to a wheel speed sensor 103 that detects wheel speeds (rotational speeds) of the

wheels

23F and 23R, and a yaw rate sensor 104 that detects yaw generated in the vehicle. ing.

The control device 10 detects an obstacle existing around the vehicle, and when the distance D1 from the vehicle to the obstacle is less than the reference distance KD1, the control device 10 decelerates the vehicle by operating the brake device 26. Carry out collision avoidance brake control to stop the vehicle. In addition, the control device 10 calculates a route R1 to the parking space P1 to assist the vehicle in entering the parking space P1, or calculates a route R1 that causes the vehicle to leave the parking space P1 to release the vehicle. Carry out parking assistance control to assist. In order to implement such collision avoidance brake control and parking assist control, the vehicle is provided with various sensors for detecting obstacles existing around the vehicle.

For example, as shown in FIG. 2, the vehicle is provided with a plurality of clearance sonar sensors 111-118 and a plurality of ultrasonic sensors 121-124. The clearance sonar sensors 111 to 118 detect the presence of obstacles in the set detection areas X1 to X6, and output signals corresponding to the distance D1 from the vehicle to the obstacles. It is designed to output. That is, two

clearance sonar sensors

111 and 112 are provided at the front center of the vehicle, and the detection area X1 of the

clearance sonar sensors

111 and 112 is set in front of the vehicle. Further, a clearance sonar sensor 113 is provided at the left front portion of the vehicle, and a detection region X2 of the clearance sonar sensor 113 is set to the left front of the vehicle. Further, a clearance sonar sensor 114 is provided at the right front portion of the vehicle, and a detection region X3 of the clearance sonar sensor 114 is set to the right front of the vehicle. Further, two

clearance sonar sensors

115 and 116 are provided in the center of the rear part of the vehicle, and the detection area X4 of the

clearance sonar sensors

115 and 116 is set to the rear of the vehicle. Further, a clearance sonar sensor 117 is provided at the left rear portion of the vehicle, and a detection area X5 of the clearance sonar sensor 117 is set to the left rear of the vehicle, and a clearance sonar sensor is provided at the right rear portion of the vehicle. A sensor 118 is provided, and a detection region X6 of the clearance sonar sensor 118 is set to the right rear of the vehicle.

When there are obstacles in the set detection areas Y1 and Y2, the ultrasonic sensors 121 to 124 detect the presence of the obstacles and output a signal corresponding to the distance from the vehicle to the obstacles. It is like that. That is, the ultrasonic sensor 121 is provided at the left front portion of the vehicle, and the ultrasonic sensor 122 is provided at the left rear portion of the vehicle. Further, an ultrasonic sensor 123 is provided at the right front portion of the vehicle, and an ultrasonic sensor 124 is provided at the right rear portion of the vehicle. The detection area Y1 of the

ultrasonic sensors

121 and 122 is set on the left side of the vehicle, and the detection area Y2 of the

ultrasonic sensors

123 and 124 is set on the right side of the vehicle.

The detection areas Y1, Y2 of the ultrasonic sensors 121-124 are set below the detection areas X1-X6 of the clearance sonar sensors 111-118. Therefore, the ultrasonic sensors 121 to 124 can detect curbs on the road surface and wheel stops that cannot be detected by the clearance sonar sensors 111 to 118.

Next, the control device 10 will be described with reference to FIG. FIG. 3 is a functional block diagram of the control device 10.

As illustrated in FIG. 3, the control device 10 includes, as function units, a parking support unit 51, a route information acquisition unit 52, a selection unit 53, a distance calculation unit 54, a brake control unit 55, a vehicle speed control unit 56, and a transmission control unit. 57 and a turning control unit 58.

The parking support unit 51 implements parking support control that supports parking and delivery of vehicles. The parking support unit 51 includes a target position acquisition unit 511, a support method determination unit 512, and a route calculation unit 513. The target position acquisition unit 511 acquires information related to the parking space P1 of the vehicle. For example, when assisting parking of the vehicle, the target position acquisition unit 511 performs parking based on signals output from the ultrasonic sensors 121 to 124 and the clearance sonar sensors 111 to 118 when the vehicle is moving slowly. The space P1 is detected, and information regarding the parking space P1 is acquired. Then, the target position acquisition unit 511 outputs information about the acquired parking space P1 to the support method determination unit 512 and the route calculation unit 513.

The support method determination unit 512 determines whether to support parallel parking of the vehicle in the parking space P1, whether to support parallel parking of the vehicle in the parking space P1, or whether to support the vehicle exit from the parking space P1. . For example, the support method determination unit 512 determines the support method for the vehicle based on the information regarding the parking space P1 input from the target position acquisition unit 511 and the information based on the setting operation of the display panel 27 by the vehicle occupant. To do. Then, the support method determination unit 512 outputs information regarding the determined support method to the route calculation unit 513.

The route calculation unit 513 calculates a route R1 corresponding to the support method based on the information about the parking space P1 input from the target position acquisition unit 511 and the information about the support method input from the support method determination unit 512. That is, the route calculation unit 513 calculates the route R1 from the position of the vehicle to the parking space P1 before the start of the parking support control when supporting parallel parking or parallel parking of the vehicle. Moreover, the route calculation part 513 calculates route R1 for making a vehicle go out from parking space P1, when assisting the vehicle's leaving.

The parking support unit 51 outputs a command to the brake control unit 55, the vehicle speed control unit 56, the transmission control unit 57, and the steering control unit 58 based on the route R1 calculated by the route calculation unit 513.

The course information acquisition unit 52 acquires information about the traveling direction of the vehicle and information about the turning direction of the front wheels 23F as information about the course of the vehicle. The route information acquisition unit 52 includes information related to the route calculated by the route calculation unit 513, a signal output from the shift position sensor 101, a signal output from the wheel speed sensor, and a signal output from the steering sensor 102. And a signal output from the yaw rate sensor 104 are input. For example, the course information acquisition unit 52 detects the operation position of the shift lever 31 based on a signal output from the shift position sensor 101, and detects whether the vehicle moves forward or backward. Further, the course information acquisition unit 52 calculates the vehicle speed based on a signal output from the wheel speed sensor. The course information acquisition unit 52 can detect that the vehicle is moving forward when the operation position of the shift lever 31 is the forward movement position and the vehicle speed is greater than 0 (zero). On the other hand, the course information acquisition unit 52 can detect that the vehicle is retreating when the operation position of the shift lever 31 is the retreat position and the vehicle speed is greater than 0 (zero).

Further, the course information acquisition unit 52 detects the operation direction of the steering wheel 25 based on the signal output from the steering sensor 102 and the information output from the yaw rate sensor 104, and the front wheel 23F is switched based on the operation direction. Detect the rudder direction. For example, the course information acquisition unit 52 can detect that the turning direction of the front wheel 23F is the right direction when the steering wheel 25 is rotated in the clockwise direction from the straight traveling position as viewed from the driver. On the other hand, the course information acquisition unit 52 can detect that the turning direction of the front wheel 23F is the left direction when the steering wheel 25 is rotated counterclockwise from the straight traveling position as viewed from the driver. .

Then, the course information acquisition unit 52 outputs information regarding the detected traveling direction of the vehicle and information regarding the turning direction of the front wheels 23F to the selection unit 53.

Based on the information related to the traveling direction of the vehicle and the information related to the turning direction of the front wheels 23F input from the course information acquisition unit 52, the selection unit 53 invalidates the sensors for the clearance sonars 111 to 118 as valid sensors. Select the sensor to be used. Then, the sorting unit 53 outputs information related to the sorting result to the distance calculating unit 54.

Here, an example of a method of selecting each of the clearance sonar sensors 111 to 118 as a sensor to be validated and a sensor to be invalidated will be described.

When the vehicle is moving backward, the proximity sonar sensors 115 to 118 provided at the rear center, the left rear portion, and the right rear portion of the vehicle are used to detect an approach between an obstacle existing behind the vehicle and the vehicle. can do. Therefore, the clearance sonar sensors 115 to 118 are selected as sensors to be effective. Further, when the steering wheel 25 is operated in the left direction, that is, in the counterclockwise direction when viewed from the driver when the vehicle is moving backward, the front wheel 23F that is a steered wheel is steered in the left direction. In this case, since the front part of the vehicle turns in the right direction, the vehicle leaves the obstacle existing in the left front of the vehicle. That is, the clearance sonar sensors 111 to 113 provided at the front center and the left front portion of the vehicle cannot detect the approach between the vehicle and the obstacle. Therefore, when the vehicle moves backward with the front wheel 23F being steered leftward, the clearance sonar sensors 111 to 113 are selected as sensors to be invalidated. On the other hand, when the vehicle moves backward while the front wheel 23F is steered in the left direction, the front part of the vehicle turns to the right, so that the vehicle may approach an obstacle present on the right front side of the vehicle. is there. The approach between the obstacle and the vehicle can be detected by a clearance sonar sensor 114 provided at the right front portion of the vehicle. Therefore, when the vehicle moves backward in a state where the steering direction of the front wheel 23F is the left direction, the clearance sonar sensor 114 is selected as a sensor to be enabled.

The distance calculation unit 54 calculates a distance D1 from the vehicle to the obstacle based on signals output from the clearance sonar sensors 111 to 118, and determines whether or not the distance D1 is less than the reference distance KD1. Process. If the distance calculation unit 54 determines that the distance D1 from the vehicle to the obstacle is less than the reference distance KD1 by the determination process, the distance calculation unit 54 outputs the fact to the brake control unit 55.

The distance calculation unit 54 performs a determination process based on a signal output from a clearance sonar sensor selected as a sensor to be validated among the clearance sonar sensors 111 to 118, but should be invalidated. The determination processing based on the signal output from the clearance sonar sensor selected as the sensor is not performed. That is, the distance calculation unit 54 not only calculates the distance from the vehicle to the obstacle based on the signal output from the clearance sonar sensor selected as the sensor to be enabled, but also selects the sensor to be disabled. The distance from the vehicle to the obstacle is calculated based on the signal output from the clearance sonar sensor. However, the distance calculation unit 54 does not perform the determination process using the distance calculated based on the signal output from the clearance sonar sensor.

Therefore, as described above, when the vehicle moves backward in a state where the steering direction of the front wheel 23F is the left direction, the distance calculation unit 54 is provided in the right front portion, the rear center, the left rear portion, and the right rear portion of the vehicle. A determination process based on signals output from the clearance sonar sensors 114 to 118 is performed. On the other hand, the distance calculation unit 54 calculates the distance based on signals output from the clearance sonar sensors 111 to 113 provided at the front center and the left front part of the vehicle, but the determination using the same distance is performed. Do not process.

The brake control unit 55 controls the brake device 26. That is, the brake controller 55 operates the brake device 26 to stop the vehicle when the information that the distance D1 from the vehicle to the obstacle is less than the reference distance KD1 is input from the distance calculator 54. Implement brake control. This collision avoidance brake control is an example of vehicle control that is performed in response to detecting the approach between the vehicle and an obstacle. Moreover, the brake control part 55 operates the brake device 26 based on the information input from the parking assistance part 51, when parking assistance control is implemented. For example, when the parking control is being performed, the brake control unit 55 performs stop control for stopping the vehicle by operating the brake device 26 when the vehicle reaches the parking space P1 or when the vehicle is left. carry out.

The vehicle speed control unit 56 controls the engine 21. That is, when the accelerator pedal is operated by the driver, the vehicle speed control unit 56 controls the operation of the engine 21 so that the engine torque corresponding to the operation amount is output. Further, when performing the parking support control, the vehicle speed control unit 56 makes the vehicle speed based on the signal output from the wheel speed sensor 103 based on the information input from the parking support unit 51 the specified vehicle speed. In addition, the vehicle speed control for controlling the operation of the engine 21 is performed.

The transmission control unit 57 controls the automatic transmission 22. That is, the transmission control unit 57 detects the operation position of the shift lever 31 based on the signal output from the shift position sensor 101 and detects the vehicle speed based on the signal output from the wheel speed sensor 103. And the transmission control part 57 sets the gear position of the automatic transmission 22 to the gear position according to the operation position of the shift lever 31 and the vehicle speed. In addition, the transmission control unit 57 sets the gear position of the automatic transmission 22 to the forward gear position when the vehicle is requested to advance when the parking assist control is being performed, and requests the vehicle to reverse. When this is done, the shift stage of the automatic transmission 22 is set to the reverse shift stage.

The steering control unit 58 controls the steering device 24. That is, when the driver is operating the steering wheel 25, the steering control unit 58 controls the motor 241 of the steering device 24 to assist the driver in operating the steering wheel 25. Further, the steering control unit 58 performs automatic steering control that automatically controls the steering direction of the front wheels 23 F by driving the motor 241 based on the information input from the parking support unit 51. For example, the steering control unit 58 drives the motor 241 to steer the front wheel 23F to the right when the front wheel 23F is steered to the right, and the front wheel 23F is steered to the left. When required, the motor 241 is driven to steer the front wheel 23F in the left direction.

Next, parking assistance control will be described with reference to FIGS.

When carrying out the parking support control, the target position acquisition unit 511 of the control device 10 performs a measurement process for grasping the parking space P1 of the host vehicle C1. In this measurement process, the target position acquisition unit 511 gives an instruction to the driver to stop forward at the preparation position Pa indicated by a solid line in FIG. 4 by display on the display panel 27 or voice from a vehicle-mounted speaker. The preparation position Pa is a side of the parking space P1 between the other vehicle C2 and the other vehicle C3 and is a position where the host vehicle C1 can pass the side of the parking space P1 by moving forward. Then, when the host vehicle C1 stops at the preparation position Pa, the target position acquisition unit 511 gives an instruction to the driver to slowly advance the host vehicle C1.

When the host vehicle C1 starts to slowly move forward from the preparation position Pa, the target position acquisition unit 511, based on the signals output from the clearance sonar sensors 111 to 118 and the signals output from the ultrasonic sensors 121 to 124, Start measuring the parking space P1. The target position acquisition unit 511 performs measurement processing until the vehicle C1 that moves forward passes the side of the parking space P1. And the target position acquisition part 511 will output the information to stop to the brake control part 55, if the own vehicle C1 passes the side of the parking space P1, and grasps the parking space P1, and complete | finishes a measurement process. The brake control unit 55 automatically stops the vehicle by the operation of the brake device 26.

As shown in FIG. 5, when parallel parking is selected in the current parking assistance, the route calculation unit 513 calculates a route R1 for parallel parking. When the route R1 is calculated, the transmission control unit 57 controls the forward or backward movement of the vehicle so that the host vehicle C1 moves along the route R1, and the steering control unit 58 controls the front wheel 23F. The steering is controlled, and the vehicle speed control unit 56 controls the operation of the engine 21, that is, the vehicle speed. When the host vehicle C1 moves along the route R1 and the host vehicle C1 reaches the parking space P1, the brake control unit 55 controls the brake device 26, so that the host vehicle C1 is stopped in the parking space P1. The

In addition, as shown in FIG. 6, when parallel parking is selected at the time of this parking assistance, the route calculation unit 513 calculates a route R1 for parallel parking. When the route R1 is calculated, the transmission control unit 57, the steering control unit 58, and the vehicle speed control unit 56 control the behavior of the vehicle so that the host vehicle C1 moves along the route R1. When the host vehicle C1 reaches the parking space P1, the brake control unit 55 controls the brake device 26, so that the host vehicle C1 is stopped in the parking space P1.

In addition, as shown in FIG. 7, when leaving from the parking space P 1 is selected during the current parking assistance, the route calculation unit 513 calculates a route R 1 for leaving the host vehicle C 1 from the parking space P 1. . In this case, it is not necessary to perform the measurement process as described with reference to FIG. When the route R1 is calculated, the transmission control unit 57, the steering control unit 58, and the vehicle speed control unit 56 control the behavior of the vehicle so that the host vehicle C1 moves along the route R1. And when the delivery of the own vehicle C1 is completed, the brake control part 55 controls the brake device 26, and the own vehicle C1 is stopped.

Next, with reference to a flowchart shown in FIG. 8, a processing routine executed by the control device 10 when performing parking support for the vehicle along the route R1 will be described. This processing routine is a processing routine that is executed after it is selected whether the current parking assistance is parallel parking, parallel parking, or shipping.

As shown in FIG. 8, the control device 10 calculates a route R1 based on whether the support method set by the vehicle occupant is parallel parking, parallel parking, or leaving (step S101). Subsequently, the control device 10 starts automatic control of turning of the front wheels 23F (step S102), and starts automatic control of the traveling direction and the vehicle speed of the vehicle (step S103). And the control apparatus 10 transfers the process to following step S104. That is, the parking assist control performed by the control device 10 of the present embodiment includes automatic control of turning of the front wheels 23F, automatic control of the traveling direction of the vehicle, and automatic control of the vehicle speed.

In step S104, the control device 10 determines whether or not the vehicle has reached the target vehicle position. If the vehicle has not yet reached the target vehicle position (step S104: NO), the control device 10 repeats the determination in step S104 until the vehicle reaches the target vehicle position. On the other hand, when the vehicle has reached the target vehicle position (step S104: YES), the control device 10 proceeds to the next step S105.

If the current parking assistance is parallel parking or parallel parking, the parking space P1 corresponds to the “target vehicle position”. Therefore, in step S104, it is determined whether or not the vehicle has reached the parking space P1. If the vehicle has not yet reached the parking space P1 (step S104: NO), the determination in step S104 is repeated until the vehicle reaches the parking space P1. On the other hand, when the vehicle reaches the parking space P1 (step S104: YES), the process proceeds to the next step S105.

In addition, when the parking support this time is a departure, the vehicle position when the entire vehicle comes out of the parking space P1 corresponds to the “target vehicle position”. Therefore, when the vehicle reaches the target vehicle position, it can be determined that the vehicle has been delivered. That is, in step S104, it is determined whether or not the vehicle has been delivered. If the vehicle has not yet been issued (step S104: NO), the determination in step S104 is repeated until the vehicle is completed. On the other hand, when the vehicle has been delivered (step S104: YES), the process proceeds to the next step S105.

In step S105, the control device 10 performs stop control for stopping the vehicle at the target vehicle position. Then, the control apparatus 10 complete | finishes parking assistance control (step S106), and complete | finishes this process routine after that.

Next, a processing routine executed by the control device 10 for selecting the clearance sonar sensors 111 to 118 into sensors to be validated and sensors to be invalidated will be described with reference to a flowchart shown in FIG. This processing routine is executed for each preset control cycle.

As shown in FIG. 9, in the present processing routine, the control device 10 determines whether or not the parking assistance control is being performed (step S201). When parking assistance control is not implemented (step S201: NO), the control apparatus 10 once complete | finishes this process routine. On the other hand, when parking assistance control is performed (step S201: YES), the control device 10 determines whether or not the vehicle is moving forward (step S202).

When the vehicle is moving forward, it can be determined that the vehicle does not approach an obstacle existing behind the vehicle while there is a possibility that the vehicle approaches an obstacle existing ahead of the vehicle. . Therefore, when the vehicle is moving forward (step S202: YES), the control device 10 is a sensor that should invalidate the clearance sonar sensors 115 to 118 provided at the rear center, the left rear portion, and the right rear portion of the vehicle. (Step S203). In this case, the clearance sonar sensors 111 to 114 provided at the front center, the left front portion, and the right front portion of the vehicle are sensors that should be effective. Thereafter, the control device 10 once ends this processing routine.

On the other hand, when the vehicle is moving backward (step S202: NO), the control device 10 determines whether or not the turning direction of the front wheel 23F is the left direction (step S204). For example, the steering angle of the steering wheel 25 when the front wheel 23F is steered to the left is a positive value, and the steering angle when the front wheel 23F is steered to the right is a negative value. And In this case, in step S204, when the steering angle of the steering wheel 25 is greater than or equal to the left turning determination angle, it is determined that the turning direction of the front wheel 23F is the left direction, and when the steering angle is less than the left turning determination angle. It can be determined that the steered direction is not the left direction.

When the turning direction of the front wheel 23F is the left direction, there is a possibility that the front part of the vehicle may approach an obstacle existing in the right front of the vehicle even when the vehicle is moving backward. Further, when the determination in step S204 is performed, the vehicle is moving backward, so that the vehicle may approach an obstacle existing behind the vehicle. Therefore, when the steering direction of the front wheel 23F is the left direction (step S204: YES), the control device 10 invalidates the clearance sonar sensors 111 to 113 provided at the front center and the left front portion of the vehicle. A power sensor is assumed (step S205). In this case, the clearance sonar sensors 114 to 118 provided at the right front part, the rear center, the left rear part, and the right rear part of the vehicle are sensors to be effective. Thereafter, the control device 10 once ends this processing routine.

On the other hand, when the turning direction of the front wheel 23F is not the left direction (step S204: NO), the control device 10 determines whether or not the turning direction of the front wheel 23F is the right direction (step S206). For example, the steering angle of the steering wheel 25 when the front wheel 23F is steered to the left is a positive value, and the steering angle when the front wheel 23F is steered to the right is a negative value. And In this case, in step S206, when the steering angle of the steering wheel 25 is equal to or smaller than the right turning determination angle, it is determined that the turning direction of the front wheel 23F is the right direction, and when the steering angle is larger than the right turning determination angle. It can be determined that the turning direction is not the right direction.

When the turning direction of the front wheel 23F is the right direction, there is a possibility that the front part of the vehicle approaches an obstacle existing in the left front of the vehicle even when the vehicle is moving backward. Further, when the determination in step S206 is performed, the vehicle is moving backward, so that the vehicle may approach an obstacle existing behind the vehicle. Therefore, when the turning direction of the front wheel 23F is the right direction (step S206: YES), the control device 10 disables the

clearance sonar sensors

111, 112, and 114 provided at the front center and the right front portion of the vehicle. A sensor to be set is assumed (step S207). In this case, the

clearance sonar sensors

113 and 115 to 118 provided at the left front part, the rear center, the left rear part, and the right rear part of the vehicle are sensors that should be effective. Thereafter, the control device 10 once ends this processing routine.

On the other hand, when the turning direction of the front wheel 23F is not the right direction (step S206: NO), it can be determined that the vehicle is moving back almost straight. In this case, the vehicle does not approach an obstacle existing in front of the vehicle. Therefore, when the turning direction is not the right direction (step S206: NO), the control device 10 invalidates the clearance sonar sensors 111 to 114 provided at the front center, the left front portion, and the right front portion of the vehicle. The power sensor is assumed (step S208). In this case, the clearance sonar sensors 115 to 118 provided at the rear center, the left rear part, and the right rear part of the vehicle are sensors to be effective. Thereafter, the control device 10 once ends this processing routine.

Next, a processing routine executed to determine the start timing of the collision avoidance brake control that accompanies the approach between the vehicle and the obstacle will be described with reference to the flowchart shown in FIG. This processing routine is executed for each control cycle during the execution of the parking assistance control.

As shown in FIG. 10, in the present processing routine, the control device 10 calculates the number KN of sensors selected as sensors to be valid among the clearance sonar sensors 111 to 118 (step S301). Then, the control device 10 increments the count number N by “1” (step S302).

Subsequently, the control device 10 performs a determination process based on a signal output from any one of the clearance sonar sensors to be validated (step S303). And the control apparatus 10 determines whether there exists a possibility of a collision with a vehicle and an obstruction based on the result of a determination process (step S304). For example, when the distance D1 from the vehicle to the obstacle is less than the reference distance KD1, it can be determined that there is a possibility of a collision between the vehicle and the obstacle. If there is a possibility of a collision between the vehicle and the obstacle (step S304: YES), the control device 10 performs a collision avoidance brake control to stop the vehicle (step S305), and the process will be described later. The process proceeds to S307.

On the other hand, when there is no possibility of collision between the vehicle and the obstacle (step S304: NO), the control device 10 proceeds to the next step S306. In addition, as a case where there is no possibility of collision between the vehicle and the obstacle, there are a case where the distance D1 from the vehicle to the obstacle is equal to or more than the reference distance KD1, and a case where the obstacle cannot be detected by the clearance sonar sensor. .

In step S306, the control device 10 determines whether or not the count number N updated in step S302 is equal to or greater than the number KN of sensors to be validated calculated in step S301. When the count number N is less than the number KN of sensors to be enabled (step S306: NO), the control device 10 proceeds to step S302 described above. Then, the control device 10 increments the count number N by “1” (step S302), and performs the determination process (step S303) again. In this case, a determination process is performed based on a signal output from a clearance sonar sensor to be enabled, which is different from the clearance sonar sensor to be enabled used in the previous determination processes.

On the other hand, when the count number N is equal to or greater than the number KN of sensors to be enabled, it can be determined that the determination process using all the clearance sonar sensors selected as the sensors to be enabled has been completed. Therefore, when the count number N is equal to or greater than the number KN of sensors to be validated (step S306: YES), the control device 10 shifts the process to the next step S307.

In step S307, the control device 10 resets the count number N to “0 (zero)”. Thereafter, the control device 10 once ends this processing routine.

Next, with reference to FIG. 11 and FIG. 12, an operation when the host vehicle C1 is parked in parallel in the left rear parking space P1 will be described. The parking space P1 is a space between two other vehicles C2 and C3.

When the route R1 indicated by the solid line in FIG. 11 (a) is calculated, the host vehicle C1 moves backward along the route R1. When the rear part of the host vehicle C1 reaches the rear side of the rear part of the other vehicle C2 located in front of the parking space P1, as shown in FIG. It is automatically operated in the counterclockwise direction. Then, as shown in FIG. 11A, the front wheel 23F is steered leftward (step S204: YES). As a result, the front portion of the host vehicle C1 moves away from the other vehicle C2 existing in the left front of the host vehicle C1 as indicated by an arrow. At this time, if there is an obstacle in front of the host vehicle C1, the front part of the host vehicle C1 may approach the obstacle.

Therefore, in this case, the clearance sonar sensors 111 to 113 provided at the front center and the left front portion of the host vehicle C1 are disabled, and the right front portion, the rear center, the left rear portion, and the right rear portion of the host vehicle C1 are invalidated. The provided clearance sonar sensors 114 to 118 are validated (step S205). Therefore, when the vehicle moves backward while the front wheel 23F is steered to the left, the determination process based on the signals output from the clearance sonar sensors 114 to 118 is performed, while the clearance sonar sensors 111 to The determination process based on the signal output from 113 is not performed.

Thereafter, as shown in FIG. 12 (a), when the rear portion of the host vehicle C1 enters the parking space P1, the steering wheel 25 automatically rotates clockwise as viewed from the driver as shown in FIG. 12 (b). It is operated by. Then, the front wheel 23F is steered rightward (step S206: YES). As a result, the front portion of the host vehicle C1 approaches another vehicle C2 that exists on the left front side of the host vehicle C1. At this time, even if there is an obstacle in the front right of the host vehicle C1, the host vehicle C1 leaves the obstacle.

Therefore, the

clearance sonar sensors

111, 112, 114 provided at the front center and the right front part of the host vehicle C1 are invalidated, and provided at the left front part, the rear center, the left rear part, and the right rear part of the host vehicle C1. The

clearance sonar sensors

113 and 115 to 118 are valid (step S207). That is, even during parking assistance, if the steering direction of the front wheel 23F is changed, a clearance sonar sensor selected as a sensor to be enabled and a clearance sonar selected as a sensor to be disabled Sensor changes. Therefore, when the vehicle moves backward with the front wheel 23F being steered to the right, the determination process based on the signals output from the

clearance sonar sensors

113 and 115 to 118 is performed, while the clearance sonar sensor Determination processing based on signals output from 111, 112, and 114 is not performed. Thereafter, when the entire host vehicle C1 enters the parking space P1, the host vehicle C1 is stopped in the parking space P1. And parking assistance control is complete | finished.

Next, with reference to FIG. 13 and FIG. 14, an operation when the host vehicle C1 is parked in parallel in the right rear parking space P1 will be described.

When the route R1 indicated by the solid line in FIG. 13A is calculated, the host vehicle C1 moves backward along the route R1. When the rear portion of the host vehicle C1 reaches the rear side of the rear portion of the other vehicle C2 positioned in front of the parking space P1, the steering wheel 25 is viewed from the driver as shown in FIG. Automatically operated in the clockwise direction. Then, as shown to Fig.13 (a), the front wheel 23F is steered rightward (step S206: YES). As a result, the front portion of the host vehicle C1 moves away from the other vehicle C2 existing in the right front of the host vehicle C1 as indicated by an arrow. At this time, if there is an obstacle on the left front of the host vehicle C1, the host vehicle C1 may approach the obstacle.

Therefore, in this case, the

clearance sonar sensors

111, 112, 114 provided at the front center and the right front of the host vehicle C1 are invalidated, and the left front, rear center, left rear, and right of the host vehicle C1 are disabled. The

clearance sonar sensors

113 and 115 to 118 provided at the rear are validated (step S207). Therefore, when the vehicle moves backward with the front wheel 23F being steered to the right, the determination process based on the signals output from the

clearance sonar sensors

113 and 115 to 118 is performed, while the clearance sonar sensor Determination processing based on signals output from 111, 112, and 114 is not performed.

Thereafter, as shown in FIG. 14 (a), when the rear portion of the host vehicle C1 enters the parking space P1, the steering wheel 25 is rotated counterclockwise as seen from the driver as shown in FIG. 14 (b). It is operated automatically. Then, the front wheel 23F is steered leftward (step S204: YES). As a result, the front portion of the host vehicle C1 approaches another vehicle C2 that exists in front of the host vehicle C1 as indicated by an arrow. At this time, even if there is an obstacle on the left front side of the host vehicle C1, the host vehicle C1 leaves the obstacle.

Therefore, the clearance sonar sensors 111 to 113 provided at the front center and the left front part of the host vehicle C1 are disabled, and the clearances provided at the right front part, the rear center, the left rear part, and the right rear part of the host vehicle C1. The sonar sensors 114 to 118 are validated (step S205). Therefore, when the vehicle moves backward while the front wheel 23F is steered to the left, the determination process based on the signals output from the clearance sonar sensors 114 to 118 is performed, while the clearance sonar sensors 111 to The determination process based on the signal output from 113 is not performed. Thereafter, when the entire host vehicle C1 enters the parking space P1, the host vehicle C1 is stopped in the parking space P1. And parking assistance control is complete | finished.

Next, with reference to FIG. 15, the operation when the host vehicle C1 is parked in parallel in the right rear parking space P1 will be described. The parking space P1 in this case is between two other vehicles C2 and C3 parked in parallel.

When the route R1 indicated by the solid line in FIG. 15 (a) is calculated, the host vehicle C1 starts to retreat from the position P2 indicated by the broken line in FIG. 15 (a). Then, as shown in FIG. 15B, the steering wheel 25 is automatically operated in the counterclockwise direction when viewed from the driver. Then, as shown in FIG. 15A, the front wheel 23F is steered leftward (step S204: YES). As a result, the host vehicle C1 turns in the clockwise direction in the figure while moving backward as indicated by an arrow. At this time, even if there is an obstacle on the left side of the host vehicle C1, the front portion of the host vehicle C1 is separated from the obstacle. On the other hand, when there is an obstacle on the right side of the host vehicle C1, the front part of the host vehicle may approach the obstacle.

Next, with reference to FIG. 16, the operation when the host vehicle C1 is parked in parallel in the left rear parking space P1 will be described.

When the route R1 indicated by the solid line in FIG. 16A is calculated, the host vehicle C1 starts to retreat from the position P2 indicated by the broken line in FIG. Then, as shown in FIG. 16B, the steering wheel 25 is automatically operated in the clockwise direction when viewed from the driver. Then, as shown to Fig.16 (a), the front wheel 23F is steered rightward (step S206: YES). As a result, the host vehicle C1 turns counterclockwise in the figure while moving backward as indicated by an arrow. At this time, even if there is an obstacle on the right side of the host vehicle C1, the front portion of the host vehicle C1 leaves the obstacle. On the other hand, when there is an obstacle on the left side of the host vehicle C1, the front part of the host vehicle C1 may approach the obstacle.

Therefore, the

clearance sonar sensors

113 and 115 to 118 are valid (step S207). Therefore, when the vehicle moves backward with the front wheel 23F being steered to the right, the determination process based on the signals output from the

clearance sonar sensors

Next, with reference to FIG. 17, an operation when the host vehicle C1 is left rearward from the parking space P1 will be described.

When the route R1 indicated by the solid line in FIG. 17A is calculated, the host vehicle C1 starts to retreat from the parking space P1. At this time, as shown in FIG. 17B, the steering wheel 25 is automatically operated counterclockwise as viewed from the driver. Then, as shown in FIG. 17A, the front wheel 23F is steered leftward (step S204: YES). As a result, the host vehicle C1 turns in the clockwise direction in the figure while moving backward as indicated by an arrow. At this time, if there is an obstacle on the right side of the host vehicle C1, the front portion of the host vehicle C1 may approach the obstacle. On the other hand, even if there is an obstacle on the left side of the host vehicle C1, the front part of the host vehicle C1 is separated from the obstacle.

Therefore, the clearance sonar sensors 111 to 113 provided at the front center and the left front part of the host vehicle C1 are disabled, and the clearances provided at the right front part, the rear center, the left rear part, and the right rear part of the host vehicle C1. The sonar sensors 114 to 118 are validated (step S205). Therefore, when the vehicle moves backward while the front wheel 23F is steered to the left, the determination process based on the signals output from the clearance sonar sensors 114 to 118 is performed, while the clearance sonar sensors 111 to The determination process based on the signal output from 113 is not performed. Thereafter, when the entire vehicle C1 exits the parking space P1 and the delivery is completed, the vehicle C1 is stopped. And parking assistance control is complete | finished.

Next, with reference to FIG. 18, an operation when the host vehicle C1 is left from the parking space P1 to the right rear side will be described.

When the route R1 indicated by the solid line in FIG. 18A is calculated, the host vehicle C1 starts to retreat from the parking space P1. At this time, as shown in FIG. 18B, the steering wheel 25 is automatically operated in the clockwise direction as viewed from the driver. Then, as shown to Fig.18 (a), the front wheel 23F is steered rightward (step S206: YES). As a result, the host vehicle C1 turns counterclockwise in the figure while moving backward as indicated by an arrow. At this time, if there is an obstacle on the left side of the host vehicle C1, the front part of the host vehicle C1 may approach the obstacle. On the other hand, even if there is an obstacle on the right side of the own vehicle C1, the front part of the own vehicle is separated from the obstacle.

Therefore, the

clearance sonar sensors

113 and 115 to 118 is performed, while the clearance sonar sensor Determination processing based on signals output from 111, 112, and 114 is not performed. Thereafter, when the entire vehicle C1 exits the parking space P1 and the delivery is completed, the vehicle C1 is stopped. And parking assistance control is complete | finished.

As described above, according to the above configuration and operation, the following effects can be obtained.

(1) Sensors for clearance sonar 111 to 118 provided in the vehicle are sensors that should be enabled and disabled based on the information related to the traveling direction of the vehicle and the information related to the turning direction of the front wheel 23F that is the turning wheel. Sorted by sensors that should be used. Then, based on the signal output from the clearance sonar sensor selected as the sensor to be invalidated, the determination processing is performed based on the signal output from the clearance sonar sensor selected as the sensor to be enabled. The determination process was not performed. In this case, when the approach between the vehicle and the obstacle is detected by the clearance sonar sensor selected as the sensor to be enabled, the collision avoidance brake control can be appropriately performed. On the other hand, since the determination process based on the signal output from the clearance sonar sensor selected as the sensor to be invalidated is not performed, the control load of the control device 10 can be reduced. Therefore, the collision avoidance brake control can be appropriately performed by detecting the approach between the vehicle and the obstacle while reducing the control load of the control device 10 that performs the parking assist control.

(2) When the vehicle moves backward while the front wheel 23F is steered leftward, even if there is an obstacle on the left side of the vehicle, the front part of the vehicle will be separated from the obstacle. That is, the clearance sonar sensor 113 provided at the left front portion of the vehicle cannot detect the approach between the vehicle and the obstacle. Therefore, the clearance sonar sensor 113 is selected as a sensor to be invalidated. And the control load of the control apparatus 10 which is performing parking assistance control can be reduced by not performing the determination process based on the signal output from this sensor 113 for clearance sonar. In this embodiment, when the vehicle moves backward with the front wheel 23F steered leftward, the

clearance sonar sensors

111 and 112 provided at the front center are also selected as sensors to be invalidated. . Therefore, by not performing the determination process based on the signals output from the

clearance sonar sensors

111 and 112, it is possible to further reduce the control load of the control device 10 that performs the parking assist control. .

Further, when the vehicle moves backward with the front wheel 23F steered leftward, the clearance sonar sensors 114 to 118 provided at the right front portion, the rear center, the left rear portion, and the right rear portion of the vehicle should be effective. As screened. Then, by performing determination processing based on the signals output from the clearance sonar sensors 114 to 118, it is possible to detect the approach between the vehicle and the obstacle and appropriately perform the collision avoidance brake control.

(3) When the vehicle moves backward with the front wheel 23F steered in the right direction, even if there is an obstacle on the right side of the vehicle, the front part of the vehicle will be separated from the obstacle. That is, the clearance sonar sensor 114 provided at the right front portion of the vehicle cannot detect the approach between the vehicle and the obstacle. Therefore, the clearance sonar sensor 114 is selected as a sensor to be invalidated. And the control load of the control apparatus 10 which is performing parking assistance control can be reduced by not performing the determination process based on the signal output from this clearance sonar sensor 114. In this embodiment, when the vehicle moves backward with the front wheel 23F steered in the right direction, the

clearance sonar sensors

111 and 112 provided at the center of the front portion are also selected as sensors to be invalidated. . Therefore, by not performing the determination process based on the signals output from the

clearance sonar sensors

Also, when the vehicle moves backward with the front wheel 23F steered in the right direction, the

clearance sonar sensors

113, 115 to 118 provided at the left front portion, rear center, left rear portion, and right rear portion of the vehicle are enabled. Selected as a power sensor. Then, by performing determination processing based on the signals output from these

clearance sonar sensors

113 and 115 to 118, it is possible to detect the approach between the vehicle and the obstacle and appropriately perform the collision avoidance brake control. it can.

(4) The traveling direction of the vehicle is determined using a shift position sensor 101 that detects the operation position of the shift lever 31 and a wheel speed sensor 103 that detects the vehicle speed. Then, by selecting the sensor that should be enabled and the sensor that should be disabled based on the actual traveling direction of the vehicle in this way, the selection accuracy can be increased.

(5) The turning direction of the front wheel 23F is determined using the steering sensor 102 that detects the operation direction of the steering wheel 25 that is drivingly connected to the front wheel 23F, and the yaw rate sensor 104 that detects the yaw of the vehicle. Then, by selecting the sensor that should be enabled and the sensor that should be disabled based on the actual steering direction of the front wheel 23F in this way, the selection accuracy can be increased.

(6) In the parking assist control described above, the steering of the front wheels 23F, the traveling direction of the vehicle, and the vehicle speed are automatically controlled. Therefore, during the execution of the parking assist control, the control load of the control device 10 that performs the steering direction control, the traveling direction control, and the vehicle speed control tends to be high. Therefore, in the present embodiment, when such parking support control is performed, the determination process based on the signal output from the clearance sonar sensor selected as the sensor to be invalidated is not performed. Therefore, it is possible to suppress an increase in the control load of the control device 10 that performs the parking assist control.

(7) With the clearance sonar sensor, it is possible that the obstacle is erroneously detected even though no obstacle exists in the detection area. If an obstacle is detected in error, the distance D1 from the vehicle to the obstacle is erroneously determined to be less than the reference distance KD1, and the collision avoidance brake control may be erroneously performed. obtain. In order to suppress such unnecessary execution of the collision avoidance brake control, it is preferable to reduce the number of clearance sonar sensors used in the determination process. In this regard, in this embodiment, determination processing based on a signal output from a clearance sonar sensor selected as a sensor to be invalidated is not performed. Thus, by reducing the number of clearance sonar sensors used in the determination process, unnecessary execution of the collision avoidance brake control can be suppressed.

Note that the above embodiment may be modified as follows.

If the sensor to be invalidated is selected based on the information on the traveling direction of the vehicle and the information on the steered direction of the steered wheels, the number of sensors to be sorted as sensors to be invalidated by the sorting unit 53, It is possible to appropriately change whether to select the sensor to be invalidated.

For example, when the vehicle moves backward with the front wheel 23F steered to the left, even if there is an obstacle on the left side of the vehicle, the front part of the vehicle will be separated from the obstacle. That is, the clearance sonar sensor 113 provided at the left front portion of the vehicle cannot detect the approach between the vehicle and the obstacle. Therefore, at least the clearance sonar sensor 113 may be selected as a sensor to be invalidated. Therefore, instead of the configuration in which the

clearance sonar sensors

111, 112, 113 are selected as sensors to be invalidated as in the above embodiment, the configuration in which only the clearance sonar sensor 113 is selected as a sensor to be invalidated is adopted. You can also In order to reduce the control load of the control device 10, it is preferable to disable as many sensors as possible. Therefore, as many as possible within the range in which the approach to obstacles around the vehicle can be detected appropriately according to the turning radius of the vehicle, the shape of the vehicle, the number of sensors provided in the vehicle, the detection area of each sensor, etc. It is preferable to select a sensor to be invalidated so as to invalidate the sensor.

Further, when the vehicle moves backward, the

clearance sonar sensors

115 and 116 may be selected as sensors to be invalidated. Further, when the vehicle moves forward, the

clearance sonar sensors

111 and 112 may be selected as sensors to be invalidated.

· The support mode in the parking support control is not limited to the example shown in the above embodiment, and can be changed.

For example, the stop control (step S105) may not be included as long as it includes a process of requesting the driver to operate the brake pedal immediately before the vehicle reaches the target vehicle position. In this case, the driver can stop the vehicle at the target vehicle position by operating the brake pedal in response to a request from the control device 10.

Further, as long as it includes a process of notifying the driver of the timing for starting the vehicle after the shift stage of the automatic transmission 22 is set, the automatic control of the vehicle speed may not be included. In this case, when the driver operates the accelerator pedal in response to a request from the control device 10, the vehicle can be moved along the route R1.

If the process includes notifying the driver whether the vehicle is to be advanced or retracted, automatic control of the traveling direction of the vehicle may not be included. In this case, the vehicle can be moved along the route R 1 by the driver appropriately operating the shift lever in response to a request from the control device 10.

Furthermore, as long as it includes processing for notifying the timing and amount of operation of the steering wheel 25, automatic control of turning of the front wheels 23F may not be included. In this case, when the driver appropriately operates the steering wheel 25 in response to a request from the control device 10, the vehicle can be moved along the route R1.

・ Implementation of collision avoidance brake control is not limited to during parking assistance control. For example, the collision avoidance brake control may be performed when driving support control other than parking support control is being performed. Examples of other driving support control include control for automatically driving the vehicle regardless of steering operation, accelerator operation, and brake operation by the driver. In this case, the destination set by the navigation device or the like corresponds to the “target vehicle position”. Even during the execution of such other driving support control, the clearance sonar sensors 111 to 118 are invalidated as the sensors to be validated based on the information on the traveling direction of the vehicle and the information on the turning direction of the front wheel 23F. It is preferable to sort into power sensors. And it can suppress the increase in the control load of the control apparatus 10 by not performing the determination process based on the signal output from the sensor for clearance sonar selected as a sensor which should be invalidated. Further, by performing a determination process based on a signal output from a clearance sonar sensor selected as a sensor to be enabled, collision avoidance brake control can be appropriately performed when the vehicle approaches an obstacle. .

In addition, when the approach of the vehicle and the obstacle is detected by the clearance sonar sensor during automatic traveling of the vehicle, the engine torque output from the engine 21 is reduced in addition to the collision avoidance brake control for operating the brake device 26. Thus, the control for reducing the driving torque transmitted to the wheel may be performed. Thus, by controlling the driving torque in addition to the braking force, the braking distance of the vehicle can be shortened.

In addition, when the approach of the vehicle and the obstacle is detected by the clearance sonar sensor during automatic traveling of the vehicle, in addition to the collision avoidance brake control for operating the brake device 26, the steering direction of the front wheel 23F is adjusted, and the obstacle You may make it control the behavior of a vehicle so that it may avoid. In this case, the turning of the front wheel 23F is preferably controlled based on the yaw of the vehicle detected by the yaw rate sensor 104. Thus, by performing the vehicle behavior in accordance with the brake control, the collision avoidance performance between the vehicle and the obstacle can be further enhanced.

・ Also, collision avoidance brake control should be performed even when driving support control is not performed, that is, even when the driver is operating the vehicle as usual, when an approach between the vehicle and an obstacle is detected. It may be. Even in this case, the clearance sonar sensors 111 to 118 can be classified into sensors to be validated and sensors to be invalidated based on information on the traveling direction of the vehicle and information on the steering direction of the front wheels 23F. preferable. And it can suppress the increase in the control load of the control apparatus 10 by not performing the determination process based on the signal output from the sensor for clearance sonar selected as the sensor which should be invalidated. Further, by performing a determination process based on a signal output from a clearance sonar sensor selected as a sensor to be enabled, collision avoidance brake control can be appropriately performed when the vehicle approaches an obstacle. .

-When parking support control is being performed, if the judgment process based on the signal output from the sensor for clearance sonar selected as the sensor to be invalidated is not performed, it is based on the signal output from the sensor. The distance may not be calculated.

In addition to the determination process using the distance D1 calculated based on the signal from the clearance sonar sensor selected as the sensor to be validated, other determination processes using parameters other than the distance D1 are performed, and such a plurality of determinations are performed. You may make it perform collision avoidance brake control based on the determination result of a process.

For example, even if the vehicle is approaching an obstacle and the distance D1 is less than the reference distance KD1, depending on the turning angle of the steered wheels, the vehicle and the obstacle Can avoid collisions. Therefore, when the travel route of the vehicle is estimated based on the vehicle speed and the steered angle of the steered wheels, and it can be determined that the collision between the vehicle and the obstacle can be avoided based on the estimated route, the distance D1 is less than the reference distance KD1. Even if it is, it is not necessary to implement the collision avoidance brake control.

Also, when the driver is operating the brake, even if the vehicle is approaching an obstacle, the vehicle may be able to be stopped before the vehicle collides with the obstacle. Therefore, even if the distance D1 is the reference distance, collision avoidance is performed when it is estimated from the deceleration of the vehicle that the vehicle can be stopped before the vehicle collides with the obstacle by the brake operation by the driver. Brake control may not be performed.

The vehicle control performed in response to detecting the approach between the vehicle and the obstacle may be a control other than the collision avoidance brake control.

For example, as control other than the collision avoidance brake control, there are steered control for controlling the steered wheel turning direction and steered angle, and vehicle speed control for controlling the vehicle speed. In this case, for example, when the distance D1 based on the signal from the clearance sonar sensor selected as the sensor to be enabled becomes less than the reference distance KD1 while the vehicle is running, the steering control and the vehicle speed control are performed. Of these, the course of the vehicle may be adjusted so as to avoid the vehicle from obstacles by performing at least steering control.

The method for acquiring information related to the turning direction of the steered wheels is not limited to the method of the above embodiment. For example, in which direction the front wheel 23F is steered can be predicted based on the calculated route and the current position of the vehicle. Based on such prediction, the clearance sonar sensors 111 to 118 may be classified into sensors to be validated and sensors to be invalidated. In this case, the above selection can be performed without using a signal output from the steering sensor 102 or a signal output from the yaw rate sensor 104.

The method for acquiring information related to the traveling direction of the vehicle is not limited to the method of the above embodiment.

For example, whether the vehicle moves forward or backward can be predicted based on the calculated route and the current position of the vehicle. Based on such prediction, the clearance sonar sensors 111 to 118 may be classified into sensors to be validated and sensors to be invalidated. In this case, the above selection can be performed without using a signal output from the shift position sensor 101 or a signal output from the wheel speed sensor 103.

Some wheel speed sensors can detect not only the wheel speed, that is, the rotation speed of the wheel, but also the rotation direction of the wheel. In a vehicle including such a wheel speed sensor, the traveling direction of the vehicle can be acquired without using a signal output from the shift position sensor 101 by using a signal output from the wheel speed sensor.

The sensor for detecting obstacles around the vehicle may be a sensor other than the clearance sonar sensor or the ultrasonic sensor as long as the distance from the vehicle to the obstacle can be detected. For example, as such a sensor, a sensor including an image sensor such as a CCD (Charge-Coupled Device) can be cited.

The vehicle equipped with the control device 10 may be a vehicle including a drive source other than the engine such as a motor, or may be a hybrid vehicle including both the engine and the motor as drive sources.

DESCRIPTION OF SYMBOLS 10 ... Control apparatus, 23F ... Front wheel, 26 ... Brake device, 51 ... Parking assistance part, 511 ... Target position acquisition part, 513 ... Path | route calculation part, 52 ... Course information acquisition part, 53 ... Sorting part, 54 ... Distance calculation part , 55 ... Brake control unit, 56 ... Vehicle speed control unit, 58 ... Steering control unit, 101 ... Shift position sensor, 102 ... Steering sensor, 103 ... Wheel speed sensor, 111-118 ... Sensor for clearance sonar, 121-124 ... Ultrasonic sensor, D1, distance, KD1, reference distance, R1, path.

Claims

A driving support device that performs vehicle control in response to detecting an approach between a vehicle and an obstacle,
A course information acquisition unit that acquires information about the traveling direction of the vehicle and information about the turning direction of the steered wheels of the vehicle as information about the course of the vehicle;
A plurality of signals that output signals according to the distance from the vehicle to the obstacle based on the information about the traveling direction of the vehicle and the information about the turning direction of the steered wheels of the vehicle, acquired by the traveling route information acquisition unit. A sorting unit that sorts the sensor into a sensor to be enabled and a sensor to be disabled,
The driving support device that performs the vehicle control based on a signal from a sensor selected as the sensor to be validated.
A distance calculating unit that calculates a distance from the vehicle to the obstacle based on a signal from a sensor selected as the sensor to be enabled;
The brake control part which performs brake control which operates a brake device of a vehicle automatically as said vehicle control when the distance computed by the same distance calculation part is less than a standard distance is provided. Driving assistance device.
The selection unit disables at least a sensor that detects an obstacle on the left front side of the vehicle when the vehicle moves backward with the steered wheel steered leftward. The driving support device according to claim 1, wherein the driving support device is selected as a sensor to be selected.
The selection unit disables at least a sensor that detects an obstacle on the right front side of the vehicle among the plurality of sensors when the vehicle moves backward while the steered wheel is steered rightward. The driving support device according to any one of claims 1 to 3, wherein the driving support device is selected as a sensor to be selected.
The driving assistance apparatus according to any one of claims 1 to 4, wherein the course information acquisition unit acquires a signal from a shift position sensor as information related to a traveling direction of the vehicle.
The driving assistance apparatus according to any one of claims 1 to 5, wherein the course information acquisition unit acquires a signal from a wheel speed sensor as information related to a traveling direction of the vehicle.
The driving support device according to any one of claims 1 to 6, wherein the course information acquisition unit acquires a signal from a steering sensor as information related to a turning direction of a steered wheel of the vehicle.
A target position acquisition unit for acquiring information on a target vehicle position;
A route calculation unit that calculates a route to a target vehicle position,
A driving support device configured to support driving of the vehicle according to the calculated route;
The route information acquisition unit acquires information related to the traveling direction of the vehicle and information related to the turning direction of the steered wheels of the vehicle based on the calculated route. The driving assistance apparatus as described.
It has a vehicle speed control unit that controls the vehicle speed,
The driving support device according to claim 8, wherein the driving speed is configured to control a vehicle speed so as to support driving of the vehicle.
A steering control unit for controlling the steering of the steered wheels,
The driving support device according to claim 8 or 9, wherein the driving support device is configured to control turning of the steered wheels to support driving of the vehicle.