JP2005170134A - Vehicle stopping support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a vehicle stopping support device capable of prompting a driver to stop at a desired stop position by a brake operation by giving a driver a feeling that there is a virtual wheel stop before reaching the desired stop position. about.
A distance measuring sensor 1 for measuring a distance to an obstacle in a traveling direction of a host vehicle, an actuator 6 for giving a driver a feeling that a wheel hits a wheel stop, and the distance measuring sensor 1 A stop support control means for outputting a command to operate the actuator 6 when the detected distance to the obstacle is equal to or less than a predetermined value set to a distance longer than the stop position desired by the driver. It was.
[Selection] Figure 2

Description

  The present invention relates to a vehicle stop support device that prompts stop timing by a driver when an own vehicle and an obstacle approach each other.

Conventionally, it is determined that the vehicle reaches a desired stop position set by the driver (a position such as a wheel stop is set in the rear view image), and an automatic brake device is operated to automatically stop the vehicle (for example, Patent Document 1).
JP-A-11-208431

  However, in the conventional automatic parking / stopping device for vehicles, when the desired stop position is set by the driver, the vehicle stops at the desired stop position while automatically driving at a preset low speed. There is a problem that it is difficult for the driver to recognize whether or not the vehicle is in the state, or that the driver may become uneasy about whether to stop until the vehicle stops at the desired stop position.

  The present invention has been made paying attention to the above-mentioned problem, and by giving the driver a feeling that there is a virtual wheel stop before reaching the desired stop position, the stop timing at the desired stop position by the brake operation can be set. It is an object of the present invention to provide a vehicle stop support device that can be prompted.

  In order to achieve the above object, in the vehicle stop assistance device of the present invention, distance measuring means for measuring the distance to an obstacle in the traveling direction of the host vehicle and a feeling that the wheel hits the wheel stop are given to the driver. When the detected distance between the actuator and the obstacle measured by the distance measuring means is not more than a predetermined value set to a distance longer than the stop position desired by the driver, a command to operate the actuator is output. Stopping assistance control means.

  Therefore, in the vehicle stop support device of the present invention, the stop support control means sets the distance detection value to the obstacle measured by the distance measurement means to a distance longer than the stop position desired by the driver. When the value falls below the predetermined value, a command for operating the actuator is output, giving the driver the feeling that the wheel hits the wheel stop. Therefore, by giving the driver a feeling that there is a virtual wheel stop before reaching the desired stop position, the stop timing at the desired stop position by the brake operation can be urged.

  Hereinafter, the best mode for realizing a vehicle stop assistance device of the present invention will be described based on Examples 1 to 4 shown in the drawings.

First, the configuration will be described.
FIG. 1 is an overall system diagram illustrating a vehicle stop support device according to a first embodiment. As shown in FIG. 1, the stop assistance device of the first embodiment includes a distance measuring sensor 1 (ranging means), a shift position switch 2 (shift position change operation detecting means), and a brake pedal switch 3 (deceleration operation detection). Means), a processing device 4, an operation switch 5, an actuator 6, and a buzzer 7.

  The distance measuring sensor 1 is distance measuring means for measuring the distance to the obstacle in the traveling direction of the host vehicle, and the distance measuring sensor signal is input to the processing device 4. As the distance measuring sensor 1, for example, a laser radar, a millimeter wave radar, an infrared radar, or the like is used.

  The shift position switch 2 is a shift position change operation detecting means for detecting a forward or backward shift position change operation by a driver, and a shift position signal is input to the processing device 4. As the shift position switch 2, for example, in the case of a vehicle equipped with an automatic transmission, an inhibitor switch for detecting the D range position and the R range position is used.

  The brake pedal switch 3 is a deceleration operation detection means for detecting a brake pedal depression operation (deceleration operation) by a driver, and a brake operation signal is input to the processing device 4. As the brake pedal switch 3, for example, a brake lamp switch for turning on a brake lamp when a brake is operated is used.

  The processing device 4 inputs signal information from the distance measuring sensor 1, the shift position switch 2, the brake pedal switch 3, and the operation switch 5, performs predetermined information processing, and as a result, the distance to the obstacle is a predetermined value. When the following occurs, a drive command is output to the actuator 6 or the buzzer 7.

  The operation switch 5 is a switch that manually switches and selects the operation of the system for notifying the driver of the stop position. When the driver does not need the operation of the system, the system can be turned off by operating the switch.

The actuator 6 is a means for giving the driver a feeling that the wheel hits the wheel stopper (hereinafter referred to as “wheel stopper feeling”).
The control booster 6-1 is an actuator that automatically controls the brake fluid pressure, and gives the driver a feeling of wheel stop by inputting an impulse brake force.
The seat motor 6-2 is an actuator that adjusts the setting angle of the driver's seat back or headrest, and adjusts the angle in the direction that causes the setting angle of the driver's seat back or headrest to give the driver a feeling of wheel stop. .
The belt motor 6-3 is an actuator for adjusting the seat belt of the driver's seat, and gives the driver a feeling of wheel stop by winding up the seat belt of the driver's seat.

  The buzzer 7 is provided on an instrument panel or the like, and is means for notifying the driver of the stop timing by sound when the actuator 6 is not used.

  Next, the operation will be described.

[Stop support control processing]
FIG. 2 is a flowchart showing the flow of the stop support control process executed by the processing device 4 of the first embodiment. Each step will be described below (stop support control means of claims 1, 2 and 3). This process is repeatedly executed in a control cycle every predetermined time.

  In step S1, it is determined whether the operation switch 5 is ON or OFF. If the operation switch 5 is ON, the process proceeds to step S2. If the operation switch 5 is OFF, the process proceeds to return, and the system is not operated.

  In step S2, it is determined whether or not the detected distance to the obstacle measured by the distance measuring sensor 1 is equal to or smaller than a predetermined value set to a distance longer than the stop position desired by the driver. Shifts to step S3, and if NO, shifts to return.

  In step S3, based on the determination that the distance to the obstacle in step S2 is equal to or less than a predetermined value, it is determined whether or not the driver is stepping on the brake pedal based on a signal from the brake pedal switch 3. If YES, step S3 is performed. The process proceeds to S4. If NO, the process proceeds to step S6.

  In step S4, based on the determination that the brake pedal is stepped on in step S3, after changing the shift position, it is determined whether notification by actuation is performed, and notification by actuation is not performed Shifts to step S5, and shifts to step S6 when notification is made by actuation. That is, for each shift position change (for example, D range → R range), notification by actuation is made once.

  In step S5, based on the determination that the notification by the actuation in step S4 is not performed, the stop position by the actuation is notified and the process proceeds to return.

  In step S6, based on the determination that the brake pedal is not depressed in step S3, or the determination that the notification is issued by the actuation in step S4, the stop position is notified by the buzzer 7 and the process proceeds to return.

[Stop support control operation]
When the operation switch 5 is ON and the distance from the obstacle is not more than a predetermined value, but the deceleration operation by the driver cannot be confirmed, in the flowchart of FIG. 2, the process proceeds to step S1, step S2, step S3, and step S6. In step S6, the buzzer 7 notifies the stop position.

  On the other hand, when the operation switch 5 is ON, the distance to the obstacle is not more than a predetermined value, and the deceleration operation by the driver can be confirmed, in the flowchart of FIG. 2, step S1 → step S2 → step S3 → step S4 → Proceeding to step S5, where the stop position is notified by actuation.

  Then, although the operation switch condition, the obstacle distance condition, and the deceleration operation condition are satisfied, when the shift to the next control cycle is made without changing the shift position, in the flowchart of FIG. 2, step S1 → step S2 → The process proceeds from step S3 to step S4 to step S6. In step S6, the stop position is notified by the buzzer 7.

  Further, when the operation switch condition, the obstacle distance condition, and the deceleration operation condition are satisfied and the shift position is changed (for example, D range → R range) and the next control cycle is started, in the flowchart of FIG. The process proceeds from step S1, step S2, step S3, step S4, and step S5. In step S5, the stop position is notified by actuation.

[Stop support control action]
The stop assistance device of the first embodiment gives the driver a “wheel-stop feeling” only when the driver's deceleration operation can be confirmed, that is, only when the driver is stepping on the brake pedal and creeping. The reason is,
First, it is not to give the driver the misunderstanding that it is an automatic stop system. In other words, if the driver gives the driver a “wheel-stop feeling” when the driver is not operating the brake, the driver misunderstands that the system is an automatic stop system using an automatic brake device. This is because the brake operation may be delayed because it is determined that the vehicle will automatically stop.
Secondly, the driver can stop immediately just by deepening the brake pedal. In other words, since the brake pedal is already depressed, it is possible to stop immediately by deepening the brake depression amount triggered by giving the driver a “wheel-stop feeling”.

In the stop assistance device of the first embodiment, the number of times of the “ring stop feeling” is limited so that the “wheel stop feeling” is given to the driver every time the driver moves forward or backward (shift change).
The reason is that it is not forcibly stopped at the place, so that it is possible to cope with a driver who wants to get closer to the position than the position where the “ring stop feeling” is given. In other words, by limiting the notification by actuation to once per shift position change (for example, D range → R range), as shown in FIG. When it is desired to approach an obstacle, it is possible to prevent annoyance caused by excessively giving a “ring-stop feeling”. In FIG. 3, the stop position recommended by the system is synonymous with a position corresponding to a predetermined value set at a distance longer than the stop position desired by the driver.

In the stop assistance device of the first embodiment, the “stop feeling” is given to the driver, thereby prompting the vehicle stop timing at the desired position by the brake operation.
The reason is that the driver can surely sense the stop position with his / her body, as compared with the alarm sound. For example, although it is known to warn the distance to an obstacle with a back sensor (see Japanese Patent Application Laid-Open No. 2003-63335, etc.), a buzzer sounding when it is put into a reverse gear, and other vehicle interior sound sources The alarm sound is mixed with the sound emitted from the vehicle, and in such an environment, it is difficult for the driver to judge the alarm.

Specifically, as shown in FIG. 4A, an impulse input is given to the brake fluid pressure using a control booster 6-1. As a result, as shown in FIG. 4 (b), the vehicle receives a deceleration G for a moment, and the driver can get a “feeling of a wheel stop”, and it is sensibly that this place is suitable for stopping. Understandable.
In addition, as shown in FIG. 5, the driver may be given a “wheel-stop feeling” by causing a seatback of the driver's seat for a moment using the seat motor 6-2.
Further, the driver may be given a “wheel-stop feeling” by winding up the seat belt of the driver's seat using the belt motor 6-3.
Furthermore, two or more of the above three means may be used in combination to give the driver a “feeling of stopping”.

Next, the effect will be described.
In the vehicle stop assistance device of the first embodiment, the following effects can be obtained.

  (1) The distance measuring sensor 1 that measures the distance to the obstacle in the traveling direction of the host vehicle, the actuator 6 that gives the driver the feeling that the wheel hits the wheel stop, and the distance measuring sensor 1 A stop support control means for outputting a command for operating the actuator 6 when the detected distance to the obstacle is equal to or less than a predetermined value set to a distance longer than the stop position desired by the driver; By giving the driver a feeling that there is a virtual wheel stop before reaching the desired stop position, it is possible to prompt the stop timing at the desired stop position by the brake operation.

  (2) A shift position switch 2 for detecting a forward or reverse shift position change operation by a driver is provided, and the stop support control means performs a stop support control process every time the forward or reverse shift position change operation is performed. Since the driver feels like hitting the wheel stop, it is possible to prevent the driver from getting too much “wheel-stopping feeling” from getting to the obstacle more than the notified stop position.

  (3) The brake pedal switch 3 for detecting the deceleration operation by the driver is provided, and the stop support control means gives the driver a feeling that the wheel hits the wheel stop only when the deceleration operation by the driver can be confirmed. It is possible to stop the vehicle immediately after giving the driver a misunderstanding that it is an automatic stop system, or giving the driver a “wheel-stop feeling”.

  (4) Since the actuator 6 gives the driver a feeling that the wheel hits the wheel stop by inputting an impulsive braking force, the driver cannot move any further due to the deceleration G that occurs momentarily. You can get a feeling of "stop".

  (5) The actuator 6 adjusts the angle in the direction that raises the set angle of the seat back of the driver's seat or the headrest, thereby giving the driver the feeling that the wheel hits the wheel stop. As a result of the rising motion, the driver can obtain a “ring-stop” feeling that the driver cannot proceed any further.

  (6) The actuator 6 winds up the seat belt of the driver's seat so as to give the driver the feeling that the wheel hits the wheel stop, so the driver advances further due to the momentary pressure applied to the chest of the driver. It is possible to obtain a “ring-stop” feeling that it is impossible.

  The second embodiment is an example in which when an actual wheel stopper is identified, it is prohibited to give a “wheel stopper feeling” to the driver.

  First, the configuration will be described. FIG. 6 is an overall system diagram showing the vehicle stop support device of the second embodiment. The stop support device of the second embodiment has a distance measuring sensor 1 (measurement) as shown in FIG. Distance means), shift position switch 2 (shift position change operation detection means), brake pedal switch 3 (deceleration operation detection means), processing device 4, operation switch 5, actuator 6, buzzer 7, stereo A camera 8 (identification means).

  The stereo camera 8 is attached to a position where the traveling direction of the vehicle can be imaged. The stereo camera 8 is an identification means for identifying an obstacle and an actual wheel stop set on the road surface. Measure the distance and size (width, depth) to the ring stop. Since other configurations are the same as those of the first embodiment, the corresponding components are denoted by the same reference numerals and description thereof is omitted.

  Next, the operation will be described.

[Stop support control processing]
FIG. 7 is a flowchart showing the flow of the stop support control process executed by the processing device 4 of the second embodiment. Each step will be described below (stop support control means of claim 7). In addition, since each step of step S21-step S26 respond | corresponds with each step of step S1-step S6 shown in FIG. 2, description is abbreviate | omitted.

In step S27, based on the determination that the operation switch 5 is ON in step S21, the stereo camera 8 determines whether or not an actual wheel stopper has been detected by the method shown in FIG. If so, the process proceeds to step S28. If NO, the process proceeds to step S29.
FIG. 8 shows a video (RR view video) behind the vehicle by the stereo camera 8. When there is a wheel stop on the road surface, as shown in FIG. 8, the distance x to the wheel stop, the width y of the wheel stop, and the height z of the wheel stop can be measured. Among these, when the value of the width y of the ring stop and the value of the height z of the ring stop are approximate to the actual width and height of the ring stop, what is present on the road is “actual ring stop”. Is detected. It should be noted that the area for searching for the wheel stopper is a part of the captured image as shown in FIG.

In step S28, based on the fact that the actual wheel stop has been detected in step S27, the predetermined value used in step S22, which is the threshold value of the distance to the obstacle for actuating the actuation, is changed to a small value. The process proceeds to S22.
Here, the “predetermined value” is changed as shown in FIG. 9 by changing the distance closer to the obstacle than the actual wheel stopper, compared to the system operating range when there is no wheel stopper. The system operation range is a considerably narrow range, and when considering that the vehicle stops due to actual wheel stops, the system operation that substantially gives a “wheel stop feeling” is prohibited.

  In step S29, based on the fact that no actual wheel stop was detected in step S27, the predetermined value used in step S22, which is the threshold value of the distance to the obstacle that activates the actuation, is left as it is (no change). The process proceeds to step S22.

[Stop support control operation]
When the operation switch 5 is ON and an actual wheel stop is detected, the flow proceeds to step S21 → step S27 → step S28 → step S22 in the flowchart of FIG. 7, and the predetermined value is set to a small value in step S28. Thus, the system operating range is changed, and in step S22, it is determined whether or not the distance to the obstacle is equal to or less than the changed predetermined value. Here, when the vehicle stops due to actual wheel stops, the distance to the obstacle does not become the changed predetermined value or less, and the process returns from step S22 to step S21 → step S27 → step again. The flow of operation from S28 to step S22 is repeated, and the process does not proceed to steps after step S23. That is, the stop position notification by the actuation giving the “ring-stop feeling” and the buzzer 7 are not sounded and the stop position notification is prohibited. When it is detected that there is no actual wheel stop, the flow proceeds to step S21 → step S27 → step S29 → step S22 in the flowchart of FIG. 7, and the same stop assistance control operation as in the first embodiment is shown.

  [Stop support control action]

In the stop assistance device of the second embodiment, in a parking lot or the like where there is an actual wheel stop, it is prohibited to give a “wheel stop feeling” to the driver.
The reason for this is that in a parking lot where there is an actual wheel stop, a virtual “ On the other hand, giving a feeling of “stop” is bothersome for the driver. Therefore, in parking lots where there are actual wheel stops, it is possible to eliminate the annoyance of alarms in parking lots where there are actual wheel stops by prohibiting the driver from giving a "wheel-stop feeling" to the driver. . Since other operations are the same as those in the first embodiment, description thereof is omitted.

Next, the effect will be described.
In the vehicle stop assistance device of the second embodiment, in addition to the effects (1) to (6) of the first embodiment, the following effects can be obtained.

  (7) A stereo camera 8 for identifying an obstacle and an actual wheel stop set on the road surface is provided, and when the actual camera stop is identified by the stereo camera 8, the stop support control means Since it is prohibited to give the driver the feeling of hitting a wheel stop, it is possible to eliminate the troublesomeness of an alarm in a parking lot where there is an actual wheel stop.

  In the second embodiment, an example in which the predetermined value of the distance to the obstacle is changed as a method of prohibiting the “ring-stop feeling” is described. May be adopted.

  The third embodiment is an example in which the means for giving the “ring-stop feeling” is different between when the low μ road is determined and when it is not.

  First, the configuration will be described. FIG. 10 is an overall system diagram showing the vehicle stop support device of the third embodiment. The stop support device of the third embodiment has a distance measuring sensor 1 (measurement) as shown in FIG. Distance means), shift position switch 2 (shift position change operation detection means), brake pedal switch 3 (deceleration operation detection means), processing device 4, operation switch 5, actuator 6, buzzer 7, ABS / TCS controller 9, outside air temperature meter 10, and wiper switch 11.

  The ABS / TCS controller 9 performs ABS control (anti-skid brake) for adjusting brake fluid pressure to suppress wheel slip and TCS control (traction control) for controlling throttle and brake to suppress wheel spin. When the control operation is performed, the ABS operation signal and the TCS operation signal are output to the processing device 4. The outside air temperature meter 10 measures the outside air temperature and outputs an outside air temperature signal to the processing device 4. The wiper switch 11 is an operation switch for the wiper, and outputs a switch signal to the processing device 4. Since other configurations are the same as those of the first embodiment, the corresponding components are denoted by the same reference numerals and description thereof is omitted.

  Next, the operation will be described.

[Stop support control processing]
FIG. 11 is a flowchart showing the flow of the stop support control process executed by the processing device 4 of the third embodiment. Each step will be described below (stop support control means of claim 8). In addition, since each step of step S31-step S34 and step S36 respond | corresponds with each step of step S1-step S4 and step S6 shown in FIG. 2, description is abbreviate | omitted, respectively.

  In step S37, based on the determination that the notification by the actuation in step S34 has not been made, it is determined whether or not there has been an ABS or TCS operation history within a certain time from the start of this flowchart. If YES Proceeds to step S35-2, and if NO, proceeds to step S38.

  In step S38, based on the determination that there is no ABS or TCS operation history within the predetermined time in step S37, it is determined whether or not the outside air temperature (vehicle outside temperature) is 3 ° C. or less. If YES, step S35- If NO, the process proceeds to step S39.

  In step S39, it is determined whether or not the wiper is operating based on the determination that the outside air temperature exceeds 3 ° C. in step S38. If YES, the process proceeds to step S35-2, and NO is determined. In this case, the process proceeds to step S35-1.

  In step S35-1, it is determined that none of the ABS / TCS operating condition in step 37, the low temperature condition in step S38, and the wiper operating condition in step S39 is satisfied, that is, the traveling road surface is low μ. Based on the judgment that it is not a road, the control booster 6-1 is operated to notify the stop position by increasing the brake fluid pressure for a moment, and the process proceeds to return.

  In step S35-2, it is determined that at least one of the ABS / TCS operating condition in step 37, the low temperature condition in step S38, and the wiper operating condition in step S39 is satisfied, that is, traveling. Based on the estimation judgment that the road surface is a low μ road, the seat motor 6-2 is operated to notify the stop position by momentarily raising the seat back of the driver's seat, and the process proceeds to return.

[Stop support control operation]
When traveling on a high μ road, when the operation switch 5 is ON, the distance to the obstacle is equal to or less than a predetermined value, and the deceleration operation by the driver can be confirmed, step S31 → step in the flowchart of FIG. Step S32 → Step S33 → Step S34 → Step S37 → Step S38 → Step S39 → Step S35-1 In step S35-1, the control booster 6-1 is operated to increase the brake fluid pressure momentarily. Is notified.

  On the other hand, when traveling on a low μ road, when the operation switch 5 is ON, the distance from the obstacle is not more than a predetermined value, and the deceleration operation by the driver can be confirmed, step S31 in the flowchart of FIG. → Step S32 → Step S33 → Step S34, Step S34 to Step S37 → Step S35-2, or Step S37 → Step S38 → Step S35-2, or Step S37 → Step S38 → Step S39 → Step S35 In step S35-2, the stop position is notified by activating the seat motor 6-2 and causing the seat back of the driver's seat for a moment. The other stop assistance control operations are the same as those in the first embodiment, and will not be described.

  [Stop support control action]

In the stop assistance device of the third embodiment, when determining a low μ road, other means (such as a means for raising a seat back or a means for winding up a seed belt) are not used to provide a “feeling of a wheel stop” to add a braking force. The brake force is added only when judging the high μ road.
The reason for this is that if a braking force is applied to give a “wheel-stop feeling” when determining a low μ road, there is a risk of causing a braking lock on the wheel. Therefore, when a low-μ road is determined, the occurrence of wheel lock is prevented by giving a “wheel-stopping feeling” by means for raising the seat back of the driver's seat or winding the seed belt of the driver's seat. Further, when judging the high μ road, the addition of a braking force that can obtain the “feel of the wheel stop” that is the closest to the feeling when hitting the actual wheel stop due to the instantaneous deceleration G is adopted. Since other operations are the same as those in the first embodiment, description thereof is omitted.

Next, the effect will be described.
In the vehicle stop assistance device of the third embodiment, in addition to the effects (1) to (6) of the first embodiment, the following effects can be obtained.

  (8) Provided with a low friction coefficient road judging means for judging whether or not the running road surface is a low friction coefficient road, and when the stop assist control means judges that the road surface is not a low friction coefficient road, The driver gives the driver the feeling that the wheel hits the wheel stop.If it is judged that the road has a low coefficient of friction, the driver feels that the wheel hit the wheel stop by means other than the brake. In order to provide a wheel with a brake force input while giving a "wheel-stop feeling" on the low-friction-coefficient road while obtaining a "wheel-stop feeling" that is closest to the feeling when hitting an actual wheel stop on a high-friction coefficient road The occurrence of lock can be prevented.

  (9) The low coefficient of friction path judgment means includes ABS / TCS operating conditions in which ABS and TCS are operated within a certain period of time, low temperature conditions in which the outside air temperature is a low temperature below a set temperature, and the wiper is in operation. Since at least one of the wiper operating conditions is determined to be a low friction coefficient path, a low friction coefficient path determination is made by satisfying one of a plurality of determination conditions. A low friction coefficient path can be judged well.

  The fourth embodiment is an example in which a system operation (virtual wheel stop function) is performed when a driver's parking operation is detected.

  First, the configuration will be described. FIG. 12 is an overall system diagram showing a vehicle stop support device according to the fourth embodiment. The stop support device according to the fourth embodiment has a distance measuring sensor 1 (measurement) as shown in FIG. Distance means), shift position switch 2 (shift position change operation detecting means), brake pedal switch 3 (deceleration operation detecting means), processing device 4, operation switch 5, actuator 6, buzzer 7, parking An operation detecting means 12 and a vehicle speed sensor 13 (vehicle speed detecting means) are provided.

  The parking operation detection means 12 has a hazard lamp switch 12-1 and a navigation system 12-2, and outputs signals and information from these to the processing device 4. That is, it is a means for detecting whether or not the driver is parked using the operation state of the hazard lamp of the own vehicle and the own vehicle position information on the map by the navigation system 12-2.

  The vehicle speed sensor 12 outputs vehicle speed information to the processing device 4. Since other configurations are the same as those of the first embodiment, the corresponding components are denoted by the same reference numerals and description thereof is omitted.

  Next, the operation will be described.

[Stop support control processing]
FIG. 13 is a flowchart showing the flow of the stop support control process executed by the processing device 4 of the fourth embodiment. Each step will be described below (stop support control means of claim 10). Note that the steps S41, S42, and S44 to S46 correspond to the steps S1, S2, and S4 to S6 shown in FIG.

  In step S43, based on the determination that the distance to the obstacle in step S42 is equal to or less than a predetermined value, the driver performs a parking operation by a signal from the parking operation detection means 12, and the vehicle speed detection value from the vehicle speed sensor 13 is It is determined whether or not the speed is a set speed (for example, 4 km / h) or less. If YES, the process proceeds to step S44, and if NO, the process proceeds to step S46.

[Stop support control operation]
When the operation switch 5 is ON and the distance from the obstacle is equal to or less than the predetermined value, but the driver is not performing the parking operation, in the flowchart of FIG. 13, go to step S41 → step S42 → step S43 → step S46. In step S46, the stop position is notified by the buzzer 7.

  On the other hand, when the operation switch 5 is ON, the distance from the obstacle is equal to or less than the predetermined value, and the driver is performing the parking operation, in the flowchart of FIG. 13, step S41 → step S42 → step S43 → step The process proceeds from S44 to step S45, and in step S45, the stop position is notified by actuation.

  Then, although the operation switch condition, the obstacle distance condition, and the parking operation condition are established, when the shift to the next control cycle is made without changing the shift position, in the flowchart of FIG. 13, step S41 → step S42 → The process proceeds from step S43 to step S44 to step S46. In step S46, the buzzer 7 notifies the stop position.

  Furthermore, when the operation switch condition, the obstacle distance condition, and the parking operation condition are satisfied and the shift position is changed (for example, D range → R range) and the next control cycle is started, in the flowchart of FIG. The process proceeds from step S41 to step S42 to step S43 to step S44 to step S45. In step S45, the stop position is notified by actuation.

  [Stop support control action]

In the stop assistance device of the fourth embodiment, only when the driver is performing a parking operation, it is permitted to give the driver a “feeling of stopping the wheel”.
The reason for this is that, when a distance condition with an obstacle is established during normal driving, and a `` feeling of wheel stop '' is given, during a traffic jam that recognizes the preceding vehicle and the following vehicle as an obstacle, If the operation switch 5 is forgotten to be turned off, a “rotation feeling” is frequently given. On the other hand, by permitting the driver to give a “wheel-stop feeling” only when the driver is performing a parking operation, the troublesomeness of the “wheel-stop feeling” during normal driving can be prevented.
Here, the reason why the hazard lamp switch 12-1 and the navigation system 12-2 are used as means for detecting that the driver is performing the parking operation is as follows.
• Use hazard lamp switch 12-1 as the driver's intention when parking. Therefore, it can be estimated that the driver is performing the parking operation when the hazard lamp switch 12-1 is in the ON state.
It is possible to detect whether or not the current position of the own vehicle is a parking place by using the own vehicle position estimation function and the map function of the navigation system 12-2. Therefore, when the vehicle position is at home or a parking lot, it can be estimated that the driver is performing the parking operation.

In the stop assistance device of the fourth embodiment, the vehicle speed is set to an extremely low speed state that is equal to or less than a set vehicle speed threshold as a system operating condition that gives the driver a “wheel-stop feeling”.
The reason for this is that in the first to third embodiments, the deceleration operation is a system operating condition that gives the driver a “wheel-stop feeling”. When it is difficult, even when necessary, it is impossible to give the driver a “ring-stop feeling”. On the other hand, by using an extremely low speed condition, this system can be used even when the vehicle travels without stepping on an uphill or a step. Also, generally when parking (especially when trying to stop), it is extremely low speed, and even if it is operated only at extremely low speed, it may affect the judgment when the driver is parking. Nor. Since other operations are the same as those in the first embodiment, description thereof is omitted.

Next, the effect will be described.
In the vehicle stop assistance device of the fourth embodiment, in addition to the effects (1), (2), (4), (5), (6) of the first embodiment, the following effects can be obtained. .

  (10) The parking operation detecting means 12 for determining the parking operation by the driver is provided, and the stop assist control means gives the driver a feeling that the wheel hits the wheel stop when the parking operation by the driver is detected. The actuation function during normal running can be suppressed, and the troublesomeness of turning off the operation switch 5 can be prevented.

  (11) A vehicle speed sensor 13 for detecting the vehicle speed is provided, and the stop assistance control means detects the parking operation by the driver and the wheel hits the wheel stop when the vehicle speed detection value is an extremely low speed equal to or less than a set threshold value. In order to give the driver a feeling like this, the stop support function by the system can be used even when it is difficult to advance in the traveling direction while stepping on the brake on an uphill or a step.

  As mentioned above, although the vehicle stop assistance device of the present invention has been described based on the first to fourth embodiments, the specific configuration is not limited to these embodiments, and each claim of the claims Design changes and additions are permitted without departing from the spirit of the invention according to the paragraph.

  For example, in the first to fourth embodiments, as an actuator that gives the driver the feeling that the wheel hits the wheel stop, the brake force is applied, the seat back of the driver seat or the headrest is raised, and the seat belt of the driver seat is wound up However, any other means may be used as long as it can give the driver the feeling that the wheel hits the wheel stop, such as a change in vehicle height due to the suspension.

  In step S43 in the fourth embodiment, whether the vehicle speed detection value from the vehicle speed sensor 13 is equal to or less than the set threshold value, whether the hazard lamp switch 12-1 is ON, and the navigation system 12-- Whether or not 2 detects that the current position of the own vehicle is a parking lot may be determined.

1 is an overall system diagram illustrating a vehicle stop support device according to a first embodiment. It is a flowchart which shows the flow of the stop assistance control process performed by the processing apparatus of Example 1. It is explanatory drawing of the flow which limits the actuation action frequency in Example 1. FIG. It is explanatory drawing which shows how to give the ring stop feeling by the brake in Example 1. FIG. It is explanatory drawing which shows how to give the ring stop feeling by the angle change of the seat back of the driver's seat in Example 1. FIG. It is a whole system figure which shows the vehicle stop assistance apparatus of Example 2. It is a flowchart which shows the flow of the stop assistance control process performed by the processing apparatus of Example 2. It is a figure showing the image | video of the vehicle back by the stereo camera explaining the detection method of the wheel stop in Example 2. FIG. It is explanatory drawing which shows the change of the system operation area | region in Example 2. FIG. It is a whole system figure which shows the vehicle stop assistance apparatus of Example 3. It is a flowchart which shows the flow of the stop assistance control process performed by the processing apparatus of Example 3. It is a whole system figure which shows the vehicle stop assistance apparatus of Example 4. It is a flowchart which shows the flow of the stop assistance control process performed by the processing apparatus of Example 4.

Explanation of symbols

1 Ranging sensor (ranging means)
2 Shift position switch (shift position change operation detection means)
3 Brake pedal switch (Deceleration operation detection means)
4 processing device 5 operation switch 6 actuator 7 buzzer 8 stereo camera (identification means)
9 ABS / TCS controller 10 Outside temperature gauge 11 Wiper switch 12 Parking operation detection means 13 Vehicle speed sensor (vehicle speed detection means)

Claims (11)

Distance measuring means for measuring the distance to the obstacle in the traveling direction of the own vehicle;
An actuator that gives the driver the feeling that the wheel hits the wheel stop,
Stop support that outputs a command to operate the actuator when the distance detection value to the obstacle measured by the distance measuring means is equal to or less than a predetermined value set to a distance longer than the stop position desired by the driver Control means;
A vehicle stopping support device comprising: In the vehicle stop assistance device according to claim 1,
Provide shift position change operation detection means to detect forward or backward shift position change operation by the driver,
The vehicle stop support control device performs a vehicle stop support control process for each forward or reverse shift position change operation. In the vehicle stop assistance device according to claim 1 or 2,
A deceleration operation detecting means for detecting a deceleration operation by the driver is provided,
The vehicle stop support control device is characterized in that the vehicle stop support device gives the driver the feeling that the wheel hits the wheel stop only when the deceleration operation by the driver can be confirmed. In the vehicle stop assistance device according to any one of claims 2 to 3,
The actuator is a vehicle stop assist device that gives the driver a feeling that a wheel hits a wheel stop by inputting an impulse braking force. In the vehicle stop assistance device according to any one of claims 2 to 3,
The actuator is a vehicle stopping support device, characterized in that a driver feels that a wheel hits a wheel stop by adjusting the angle in a direction that causes a set angle of a seat back of a driver seat or a headrest. In the vehicle stop assistance device according to any one of claims 2 to 3,
The actuator is provided with a vehicle stop assisting device that gives the driver a feeling that the wheel hits the wheel stop by winding up the seat belt of the driver's seat. In the vehicle stop assistance device according to any one of claims 1 to 6,
Providing an identification means for identifying the obstacle and the actual pawl set on the road surface;
The vehicle stop support control device, when an actual wheel stop is identified by the identification device, prohibits a driver from feeling that the wheel hits the wheel stop. In the vehicle stop assistance device according to any one of claims 1 to 3,
A low friction coefficient road judging means for judging whether or not the traveling road surface is a low friction coefficient road;
When it is determined that the stop assist control means is not a low friction coefficient road, it is determined that the road is a low friction coefficient road by giving an impression that the wheel hits the wheel stop by inputting an impulse brake force. In such a case, the vehicle stopping support device is characterized by giving the driver a feeling that the wheel hits the wheel stop by means other than the brake. In the vehicle stop assistance device according to claim 8,
The low friction coefficient road judging means includes ABS / TCS operating conditions in which anti-skid brakes and traction control are operated within a predetermined time, low-temperature conditions in which the outside air temperature is a low temperature below a set temperature, and the wiper is in operation. A vehicle stopping assistance device, which determines that the road has a low friction coefficient when at least one of the wiper operating conditions is satisfied. In the vehicle stop assistance device according to any one of claims 1 to 6,
A parking operation detection means for determining the parking operation by the driver is provided,
The vehicle stop support control means, when a parking operation by the driver is detected, gives the driver a feeling that the wheel hits the wheel stop. In the vehicle stop assistance device according to claim 10,
Vehicle speed detecting means for detecting the vehicle speed is provided;
The stop assistance control means gives the driver a feeling that the wheel hits the wheel stop when a parking operation by the driver is detected and the vehicle speed detection value is an extremely low speed equal to or less than a set threshold value. Vehicle stopping support device.

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