WO2022202666A1 - Procédé d'aide à la conduite et dispositif d'aide à la conduite - Google Patents

Procédé d'aide à la conduite et dispositif d'aide à la conduite Download PDF

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Publication number
WO2022202666A1
WO2022202666A1 PCT/JP2022/012624 JP2022012624W WO2022202666A1 WO 2022202666 A1 WO2022202666 A1 WO 2022202666A1 JP 2022012624 W JP2022012624 W JP 2022012624W WO 2022202666 A1 WO2022202666 A1 WO 2022202666A1
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WO
WIPO (PCT)
Prior art keywords
vehicle
automatic follow
preceding vehicle
distance
control
Prior art date
Application number
PCT/JP2022/012624
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English (en)
Japanese (ja)
Inventor
ワサンタ 大下
賢志 林
正一 高橋
Original Assignee
いすゞ自動車株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by いすゞ自動車株式会社 filed Critical いすゞ自動車株式会社
Publication of WO2022202666A1 publication Critical patent/WO2022202666A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T7/00—Brake-action initiating means
    • B60T7/12—Brake-action initiating means for automatic initiation; for initiation not subject to will of driver or passenger
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/14—Adaptive cruise control
    • B60W30/16—Control of distance between vehicles, e.g. keeping a distance to preceding vehicle
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W60/00—Drive control systems specially adapted for autonomous road vehicles

Definitions

  • the present disclosure relates to a driving support method and a driving support device that support driving of a vehicle.
  • ACC Adaptive Cruise Control
  • Patent Document 1 Adaptive Cruise Control
  • Such automatic follow-up cruise control is performed on the preceding vehicle existing in a predetermined area in front of the own vehicle (this area is called the "automatic follow-up cruise control area").
  • the automatic follow-up cruise control area is, for example, an area within 50 [m] in front of the vehicle.
  • cruise control is generally performed to control the speed of the own vehicle to a preset vehicle speed.
  • the inter-vehicle distance can be adjusted with a margin, thereby improving safety, while at the same time improving the behavior of the preceding vehicle.
  • the feeling will deteriorate because it will be affected. For example, when the preceding vehicle accelerates after decelerating, changes lanes, or gets lost on a curve, the vehicle is repeatedly accelerated and decelerated, resulting in a worse feeling.
  • the present disclosure has been made in consideration of the above points, and suppresses unnecessary automatic follow-up travel control while ensuring safety, and suppresses deterioration of feeling caused by unnecessary automatic follow-up travel control.
  • One aspect of the driving assistance device of the present disclosure is a vehicle-to-vehicle distance detection unit that detects a vehicle-to-vehicle distance to a preceding vehicle; a relative speed detection unit that detects a relative speed with respect to the preceding vehicle; an ACC control unit that controls the acceleration/deceleration of the own vehicle so that the inter-vehicle distance from the preceding vehicle is a predetermined distance; has The ACC control unit (i) controlling the acceleration/deceleration of the own vehicle so that the inter-vehicle distance with respect to the preceding vehicle existing within a predetermined automatic follow-up cruise control area becomes the target inter-vehicle distance; (ii) Determining whether or not a preceding vehicle detected in an area ahead of the automatic follow-up control area is subject to automatic follow-up control, and determining that the preceding vehicle is subject to automatic follow-up control.
  • the detected preceding vehicle is decelerating, and the inter-vehicle distance and relative speed determines that only the preceding vehicle that satisfies a predetermined condition is the preceding vehicle subject to automatic follow-up cruise control. become.
  • FIG. 1 is an external view showing an example of a vehicle to which a driving assistance device according to an embodiment is applied; 1 is a block diagram showing the configuration of a vehicle according to an embodiment; FIG. 1 is a block diagram showing the configuration of a driving support device according to an embodiment; FIG. FIG. 4 is a diagram for explaining a first automatic follow-up cruise control and a second automatic follow-up cruise control by an ACC control unit; FIG. 4C is a diagram showing a situation in which there is a preceding vehicle that is accelerating in front within the automatic follow-up cruise control area, and FIG. 4C is a diagram showing a situation in which there is a preceding vehicle that is decelerating ahead in the automatic follow-up cruise control area.
  • Flowchart showing the flow of ACC control according to the embodiment 6A, 6B, and 6C are diagrams for explaining another embodiment.
  • 7A and 7B are diagrams for explaining the display of another embodiment.
  • FIG. 1 is an external view showing an example of a vehicle 1 to which a driving assistance device according to this embodiment is applied.
  • 2 is a block diagram showing the configuration of the vehicle 1. As shown in FIG. Here, illustration and description will be given focusing on the portion related to the driving support device.
  • the vehicle 1 is a tractor head (towing vehicle) that can connect and tow a trailer 2 .
  • the vehicle 1 has a vehicle main body 3 including a power system such as an engine and drive wheels and a driver's seat, and a trailer 2 connected to the vehicle main body 3 .
  • the vehicle 1 has a drive system 10 that drives the vehicle 1, a braking system 20 that decelerates the vehicle 1, and a driving assistance device 30 that assists the driver in driving the vehicle 1.
  • the drive system 10 includes an engine 11, a clutch 12, a transmission 13, a propeller shaft 14, a differential gear 15, a drive shaft 16, wheels 17, an engine ECU 18, and an ECU 19 for power transmission.
  • the engine ECU 18 and the power transmission ECU 19 are connected to the driving support device 30 via an in-vehicle network such as CAN (Controller Area Network), and are capable of mutually transmitting and receiving necessary data and control signals.
  • the engine ECU 18 controls the output of the engine 11 according to the drive command from the driving support device 30 .
  • the power transmission ECU 19 controls the engagement and disengagement of the clutch 12 and the speed change of the transmission 13 according to the drive command from the driving support device 30 .
  • the power of the engine 11 is transmitted to the transmission 13 via the clutch 12.
  • the power transmitted to transmission 13 is further transmitted to wheels 17 via propulsion shaft 14 , differential 15 and drive shaft 16 .
  • the power of the engine 11 is transmitted to the wheels 17 and the vehicle 1 runs.
  • the braking system 20 has a service brake 21, auxiliary brakes 22 and 23, a parking brake (not shown), and a brake ECU 24.
  • the service brake 21 is generally called a main brake, friction brake, foot brake, foundation brake, or the like.
  • Service brake 21 is, for example, a drum brake that obtains braking force by pressing brake linings against the inside of a drum that rotates with wheel 17 .
  • the auxiliary brake 22 is a retarder (hereinafter referred to as “retarder 22") that obtains a braking force by directly applying a load to the rotation of the propulsion shaft 14, and is, for example, an electromagnetic retarder.
  • the auxiliary brake 23 is an exhaust brake that enhances the effect of engine braking by using rotational resistance of the engine (hereinafter referred to as “exhaust brake 23"). By providing the retarder 22 and the exhaust brake 23, the braking force can be increased, and the frequency of use of the service brake 21 can be reduced, thereby suppressing wear of the brake linings and the like.
  • the brake ECU 24 is connected to the driving support device 30 via an in-vehicle network such as CAN, and can exchange necessary data and control signals with each other.
  • the brake ECU 24 controls the braking force of the service brake 21 (brake fluid pressure of the wheel cylinder of the wheel 17) according to a braking command from the driving support device 30.
  • the braking operation of the service brake 21 is controlled by the driving support device 30 and the brake ECU 24 .
  • Braking operations of the retarder 22 and the exhaust brake 23 are controlled on/off by the driving support device 30 . Since the braking forces of the retarder 22 and the exhaust brake 23 are substantially fixed, the service brake 21, which allows fine adjustment of the braking force, is suitable for generating a desired braking force accurately.
  • the driving support device 30 inputs information from a millimeter wave radar and a camera. Information from millimeter wave radars and cameras is information indicating traffic conditions and road conditions in front of the vehicle.
  • the driving support device 30 also includes an ACC operation unit 41, an accelerator operation detection unit 43, a brake operation detection unit 44, and the like.
  • the driving support device 30 forms control signals for controlling the operations of the drive system 10 and the braking system 20 . Specifically, the driving support device 30 obtains a target acceleration/deceleration for realizing ACC, and outputs these to the engine ECU 18, the power transmission ECU 19, and the brake ECU 24 as appropriate.
  • the engine ECU 18, the power transmission ECU 19, the brake ECU 24, and the driving support device 30 are not shown, but include, for example, a CPU (Central Processing Unit), a storage medium such as a ROM (Read Only Memory) storing a control program, Each has a working memory such as RAM (Random Access Memory) and a communication circuit.
  • a CPU Central Processing Unit
  • ROM Read Only Memory
  • RAM Random Access Memory
  • All or part of the engine ECU 18, the power transmission ECU 19, the brake ECU 24, and the driving support device 30 may be configured integrally.
  • the ACC operation unit 41 includes an ACC on/off switch for activating and deactivating ACC. Further, the ACC operation unit 41 includes setting switches for performing various settings of ACC. The driver can set, for example, the target inter-vehicle distance and the target vehicle speed by operating the setting switch. Note that these switches may be embodied by a user interface displayed on a display with a touch panel.
  • the accelerator operation detection unit 43 detects the depression amount of the accelerator pedal and outputs the detection result to the driving support device 30 .
  • the driving support device 30 sends a drive command to the engine ECU 18 and the power transmission ECU 19 based on the depression amount of the accelerator pedal.
  • the brake operation detection unit 44 detects the depression amount of the brake pedal for operating the service brake 21 . Further, the brake operation detection unit 44 detects whether or not an auxiliary brake lever that operates the retarder 22 or the exhaust brake 23 has been operated. The brake operation detection unit 44 then outputs the detection results regarding the brake pedal and the auxiliary brake lever to the driving support device 30 .
  • the driving support device 30 sends a braking command to the brake ECU 24 based on the amount of depression of the brake pedal.
  • the driving support device 30 also controls the on/off operation of the retarder 22 or the exhaust brake 23 based on the operation of the auxiliary brake lever.
  • the driving support device 30 outputs various information related to driving and ACC from the information output unit 50 .
  • the information output unit 50 outputs a display or sound indicating that the ACC is in operation or that the ACC has been canceled.
  • FIG. 3 is a block diagram showing the configuration of the driving assistance device 30.
  • the driving assistance device 30 has an inter-vehicle distance detection unit 31 , a relative speed detection unit 32 , a deceleration detection unit 33 and an ACC control unit 34 .
  • the inter-vehicle distance detection unit 31 measures (detects) the inter-vehicle distance between the own vehicle 1 and the preceding vehicle based on the information in front of the own vehicle 1 obtained by a millimeter wave radar, camera, etc., and sends the measurement result to the ACC unit. 34. Note that the inter-vehicle distance detection unit 31 may measure the inter-vehicle distance based on information from another sensor such as a laser radar.
  • the relative speed detection unit 32 detects the speed of the vehicle relative to the preceding vehicle based on the information obtained by the millimeter wave radar and the speed of the vehicle.
  • the deceleration detection unit 33 detects the deceleration of the preceding vehicle based on the information obtained by the millimeter wave radar. Specifically, the millimeter-wave radar measures the speed of the preceding vehicle twice, and the deceleration can be calculated based on the difference.
  • the above relative velocity and deceleration are detected, for example, every 50 [ms].
  • the ACC control unit 34 realizes automatic follow-up control by outputting a target acceleration/deceleration for making the own vehicle follow the preceding vehicle based on the relative speed and inter-vehicle distance between the own vehicle and the preceding vehicle. Further, when there is no preceding vehicle, the ACC control unit 34 realizes constant-speed running control by outputting a target acceleration for setting the speed of the own vehicle to a set constant speed.
  • the automatic follow-up cruise control controls the driving system 10 and the braking system 20 so that the vehicle-to-vehicle distance falls within a predetermined target range and the relative speed approaches zero when a preceding vehicle exists within a predetermined range. It is the control to operate.
  • Constant-speed running control is control that operates the drive system 10 and the braking system 20 so that the running speed of the vehicle 1 approaches a predetermined target value when there is no preceding vehicle within a predetermined range.
  • the ACC control unit 34 controls the acceleration/deceleration of the own vehicle so that the inter-vehicle distance with respect to the preceding vehicle existing within a predetermined automatic follow-up cruise control area becomes the target inter-vehicle distance. perform automatic follow-up control.
  • This first automatic follow-up cruise control is conventional general automatic follow-up cruise control.
  • the automatic follow-up cruise control area is, for example, a fan-shaped area with a radius of 50 [m] that spreads in front of the vehicle.
  • the ACC control unit 34 determines whether or not the preceding vehicle, which is detected in an area ahead of the automatic follow-up control area, is subject to the automatic follow-up control.
  • a second automatic follow-up cruise control is performed to control the acceleration/deceleration of the own vehicle so that the inter-vehicle distance from the preceding vehicle becomes the target inter-vehicle distance.
  • the ACC control unit 34 determines only the preceding vehicle that is decelerating and whose inter-vehicle distance and relative speed meet predetermined conditions among the detected preceding vehicles to be the preceding vehicle subject to automatic follow-up cruise control. .
  • the first automatic follow-up travel control and the second automatic follow-up travel control by the ACC control unit 34 will be described with reference to FIG.
  • a shaded area 100 in FIG. 4 indicates an automatic follow-up cruise control area.
  • the automatic follow-up cruise control area 100 is, for example, a fan-shaped area with a radius of 50 [m] that spreads in front of the vehicle.
  • FIG. 4A shows a situation where the ACC control unit 34 is performing the first automatic follow-up control.
  • the preceding vehicle 200 exists within the automatic follow-up cruise control area 100, and the ACC control unit 34 controls the acceleration/deceleration of the host vehicle 1 so that the inter-vehicle distance from the preceding vehicle 200 becomes the target inter-vehicle distance.
  • FIGS. 4B and 4C show a situation in which a detectable (sensible) preceding vehicle 200 exists in an area ahead of the automatic follow-up cruise control area 100.
  • FIG. The second automatic follow-up running control is performed in such a situation.
  • FIG. 4B shows a situation in which the preceding vehicle 200 is accelerating, and the ACC control unit 34 excludes such a preceding vehicle 200 from automatic follow-up control targets.
  • FIG. 4C shows a situation where the preceding vehicle 200 is decelerating, and the ACC control unit 34 makes such a preceding vehicle 200 a candidate for automatic follow-up cruise control.
  • the following distance can be adjusted with a margin, thereby improving safety.
  • the vehicle 1 is affected by the behavior of the preceding vehicle 200, which may deteriorate the feeling.
  • the ACC control unit 34 of the present embodiment does not immediately perform automatic follow-up cruise control on the preceding vehicle 200 that is decelerating, but further determines whether or not to subject the preceding vehicle 200 to automatic follow-run control.
  • the ACC control unit 34 of the present embodiment applies automatic follow-up control only to the preceding vehicle 200 that satisfies predetermined conditions for the inter-vehicle distance and the relative speed among the preceding vehicles 200 that are decelerating as shown in FIG. 4C. Determined as the preceding vehicle.
  • the ACC control unit 34 subjects the preceding vehicle 200 to automatic follow-up control.
  • the ACC control unit 34 may use a two-dimensional map of inter-vehicle distances and relative velocities to select whether or not to subject the preceding vehicle 200 to automatic follow-up control.
  • the ACC control unit 34 of the present embodiment is designed so that there is a risk of collision with respect to the preceding vehicle 200 that is decelerating in front of the automatic follow-up cruise control area 100 as shown in FIG. 4C. Only the preceding vehicle 200 of the inter-vehicle distance and relative speed is subject to automatic follow-up control. As a result, unnecessary repetition of acceleration and deceleration due to automatic follow-up running control can be suppressed, and deterioration of feeling can be suppressed.
  • FIG. 5 is a flow chart showing the flow of ACC control by the ACC control unit 34 of this embodiment.
  • step S11 the ACC control unit 34 determines whether or not the preceding vehicle 200 exists within the automatic follow-up cruise control area 100. If the preceding vehicle 200 exists (see FIG. 4A), the process proceeds to step S12, where the preceding vehicle 200 is detected. Perform automatic follow-up control for
  • step S11 when it is determined in step S11 that the preceding vehicle 200 does not exist within the automatic follow-up cruise control area 100, the process proceeds to step S13, where the preceding vehicle 200 detected ahead of the automatic follow-up cruise control area 100 is detected. Determine whether the car 200 exists. If the preceding vehicle 200 exists, the process proceeds to step S14 to determine whether the preceding vehicle 200 is decelerating.
  • step S15 determines whether or not the inter-vehicle distance and relative speed to the preceding vehicle 200 satisfy predetermined conditions.
  • the process moves to step S16, and automatic follow-up control is performed on the preceding vehicle 200.
  • the ACC control unit 34 includes a CPU (Central Processing Unit), ROM (Read Only Memory), RAM (Random Access Memory), etc. as main components.
  • the CPU reads a program corresponding to the processing content from the ROM, develops it in the RAM, and cooperates with the developed program to execute the above-described operation of the ACC control unit 34 .
  • All or part of the ACC control unit 34 may be formed by a hardwired circuit such as ASIC (Application Specific Integrated Circuit) or FPGA (Field-Programmable Gate Array).
  • the distance between the preceding vehicle 200 and the preceding vehicle 200 existing within the predetermined automatic follow-up cruise control area 100 is determined.
  • FIG. 6 is a diagram for explaining another embodiment.
  • a vehicle that performs automatic follow-up driving control if there is a preceding vehicle that is performing automatic follow-up driving, the driver is notified of this by sound or display.
  • the speaker and display (FIG. 2) of the information output unit 50 notify the driver of the presence of a preceding vehicle that is automatically following the vehicle.
  • the automatic follow-up cruise control is always performed for the preceding vehicle 200 existing within the automatic follow-up cruise control area 100, the sound and display do not change according to the deceleration or acceleration of the preceding vehicle 200.
  • the automatic following driving control is turned on and off according to the deceleration or acceleration of the preceding vehicle 200. There is a risk that the voice and display of whether or not the device is turned on and off frequently. As a result, drivers may find this annoying.
  • hysteresis is provided to the positions where the sound and display are turned on and off. Specifically, in an area ahead of the automatic follow-up cruise control area 100, the position at a distance d1 from the vehicle 1 is set as the ON position, and the position at a distance d2 (>d1) from the vehicle 1 is set as the OFF position.
  • the display is not switched between the distance d1 and the distance d2, so frequent turning on and off of the display in accordance with the acceleration and deceleration of the preceding vehicle 200 can be suppressed, which is an annoyance to the driver. You can get rid of it.
  • the method of displaying and outputting audio to notify the presence or absence of the preceding vehicle 200 that is under automatic follow-up running control described here may be implemented in combination with the above-described embodiment, or may be performed separately from the above-described embodiment. may be implemented.
  • the driving support method and driving support device of the present disclosure are widely applicable to vehicles that may perform automatic follow-up cruise control even for a preceding vehicle ahead of a predetermined automatic follow-up cruise control area.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Human Computer Interaction (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Regulating Braking Force (AREA)

Abstract

La présente invention concerne un procédé d'aide à la conduite et un dispositif d'aide à la conduite avec lesquels il est possible de réduire au minimum la commande de maintien de distance autonome inutile et de minimiser l'aggravation de la sensation provoquée par une commande de maintien de distance autonome inutile. Une unité de commande ACC commande le taux d'accélération/décélération d'un véhicule hôte de telle sorte que la distance de véhicule à véhicule à un véhicule précédent présent dans une zone de commande de maintien de distance autonome prédéfinie sera une distance cible de véhicule à véhicule, détermine si oui ou non un véhicule précédent détecté dans une zone en amont de la zone de commande de maintien de distance autonome est un véhicule à suivre dans une commande de maintien de distance autonome, commande le taux d'accélération/décélération du véhicule hôte de telle sorte que la distance de véhicule à véhicule à un véhicule précédent déterminé comme étant un véhicule à suivre dans une commande de maintien de distance autonome sera une distance cible de véhicule à véhicule, et détermine que, parmi les véhicules précédents détectés, seul un véhicule précédent qui est en décélération et dont la distance de véhicule à véhicule et la vitesse relative satisfont des conditions prescrites est un véhicule précédent à suivre dans une commande de maintien de distance autonome.
PCT/JP2022/012624 2021-03-25 2022-03-18 Procédé d'aide à la conduite et dispositif d'aide à la conduite WO2022202666A1 (fr)

Applications Claiming Priority (2)

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JP2021-051226 2021-03-25
JP2021051226A JP7355058B2 (ja) 2021-03-25 2021-03-25 運転支援装置

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WO2022202666A1 true WO2022202666A1 (fr) 2022-09-29

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Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005031967A (ja) * 2003-07-11 2005-02-03 Toyota Motor Corp 衝突対応車両制御システム
JP2009227256A (ja) * 2008-03-25 2009-10-08 Fuji Heavy Ind Ltd 車両用運転支援装置
JP2012222981A (ja) * 2011-04-11 2012-11-12 Toyota Motor Corp 車両の駆動装置
JP2017146872A (ja) * 2016-02-19 2017-08-24 いすゞ自動車株式会社 走行制御装置及び走行制御方法
WO2019073583A1 (fr) * 2017-10-12 2019-04-18 日産自動車株式会社 Procédé et appareil de commande d'un véhicule automatisé

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2005031967A (ja) * 2003-07-11 2005-02-03 Toyota Motor Corp 衝突対応車両制御システム
JP2009227256A (ja) * 2008-03-25 2009-10-08 Fuji Heavy Ind Ltd 車両用運転支援装置
JP2012222981A (ja) * 2011-04-11 2012-11-12 Toyota Motor Corp 車両の駆動装置
JP2017146872A (ja) * 2016-02-19 2017-08-24 いすゞ自動車株式会社 走行制御装置及び走行制御方法
WO2019073583A1 (fr) * 2017-10-12 2019-04-18 日産自動車株式会社 Procédé et appareil de commande d'un véhicule automatisé

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JP7355058B2 (ja) 2023-10-03

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