JP2008149860A - Travel control device - Google Patents

Abstract

A travel control device capable of performing travel control based on detection results corresponding to each of a plurality of types of vehicle travel control.
A navigation system, a front millimeter wave radar, a short range millimeter wave radar, a front image sensor, and a rear / side / peripheral image sensor are provided, and an LKA unit and an ACC unit are provided. In the driving support system 1 including a plurality of driving control systems of the PCS unit 241, the priority order of the sensors is not fixed for all of the driving control, but the priority order is set corresponding to each type of driving control. Since each of the LKA units 221 and the like controls the vehicle by applying the detection results of the sensors according to the priority order, the travel control can be performed based on the detection results corresponding to each of the plurality of types of vehicle travel controls. .
[Selection] Figure 1

Description

  The present invention relates to a travel control device, and more particularly to a travel control device that performs multiple types of vehicle travel control.

As vehicle driving support devices, lane maintenance assist control (LKA) that controls the lane in which the vehicle travels, and collisions that control the vehicle such as warning, avoidance, and braking for obstacles around the vehicle Mitigation control (PCS: Pre-Crash Safety) and inter-vehicle maintenance control (ACC: Adaptive Cruise Control) for controlling the distance from the preceding vehicle have been developed. In Patent Literature 1, in the road condition estimation in the lane keeping support control, the road information is acquired by the navigation system and the image information, and the road information obtained from the image information has priority over the road information obtained from the navigation system. Thus, there is disclosed a technology that is applied to lane keeping support control and applies the lane keeping information from the navigation system to the lane keeping support control when the road cannot be recognized by image information.
JP 2002-8199 A

  However, when the road information obtained from the image information is always prioritized over the road information obtained from the navigation system and applied to the vehicle running control as in the above technique, depending on the type of the vehicle running control, In some cases, it is not possible to obtain optimal travel path information according to the control and to perform optimal vehicle travel control.

  This invention is made | formed in view of this situation, The objective is to provide the traveling control apparatus which can perform traveling control based on the detection result corresponding to each of multiple types of vehicle traveling control. .

  The present invention includes a plurality of ambient environment detection means for detecting an environment around the vehicle, and a plurality of vehicle travel control means for controlling the vehicle based on at least one detection result among the plurality of ambient environment detection means. The priority order for applying the detection result of each of the surrounding environment detection means is set corresponding to each of the vehicle travel control means, and each of the vehicle travel control means controls the vehicle by applying the detection result of the surrounding environment detection means according to the priority order. A travel control device.

  According to this configuration, in the travel control device including the plurality of ambient environment detection means and the plurality of vehicle travel control means, the priority order of the ambient environment detection means is not fixed for all of the vehicle travel control means. The priority order for applying the detection result of each of the surrounding environment detection means is set corresponding to each of the vehicle travel control means, and each of the vehicle travel control means controls the vehicle by applying the detection result of the surrounding environment detection means according to the priority order. Therefore, traveling control can be performed based on the detection results corresponding to each of a plurality of types of vehicle traveling control.

  In this case, the vehicle travel control means can estimate the curvature radius of the road on which the vehicle travels based on the detection result of the surrounding environment detection means, and control the vehicle according to the curvature radius.

  According to this configuration, the vehicle travel control means estimates the curvature radius of the road on which the vehicle travels based on the detection result of the surrounding environment detection means, and controls the vehicle according to the curvature radius. The curvature radius of the road on which the vehicle travels is estimated based on the detection result corresponding to each control, and the travel control can be performed based on the curvature radius of the road corresponding to each of a plurality of types of vehicle travel control.

  In this case, the ambient environment detection means includes an image sensor, a radar and a navigation system, the vehicle travel control means includes a lane maintenance support control means for controlling the lane in which the vehicle travels, and the lane maintenance support control means includes: Each detection result is applied according to the priority set in the order of the image sensor, the navigation system, and the radar to control the lane in which the vehicle travels.

  Lane maintenance support control uses the information on the curve r (curve radius of curvature of the road) based on the lane information detected by the image sensor that can detect the white line and lane mark of the road ahead of the host vehicle directly detected by the system. When the first priority is given and the image processing result is not reliable, or when the lane itself cannot be detected, it is preferable to complement the information with information from the navigation system or information from the radar. When supplementing, when there is both information from the navigation system and information from the radar, it is desirable to preferentially use information from the navigation system that also has lane information. Therefore, it is preferable that the lane keeping support control applies each detection result in the order of the image sensor, the navigation system, and the radar. According to this configuration, the lane keeping support control means applies the respective detection results according to the priority set in the order of the image sensor, the navigation system, and the radar to control the lane in which the vehicle travels. Lane maintenance support control can be performed based on the detection result corresponding to the above.

  The ambient environment detection means includes an image sensor, a radar, and a navigation system. The vehicle travel control means includes obstacle control means for controlling the vehicle with respect to obstacles around the vehicle, and the obstacle control means. Can control the vehicle against obstacles existing around the vehicle by applying the detection results according to the priority set in the order of the radar, the image sensor, and the navigation system.

  Obstacle control, such as collision mitigation control, is a part of a roadside object such as a curve entrance when a distant obstacle exists in front of the host vehicle, or whether it is a front obstacle on a straight road. As a sensor capable of detecting the distance and position of an object, information on the curve r using obstacle information of an image sensor such as a radar or a stereo image sensor having a configuration capable of detecting even a distant object is used. The first priority is preferred. Furthermore, when there is information on both the radar and the distant image, it is preferable to prioritize radar information that is resistant to dirt and bad weather. Accordingly, the lane keeping assist control preferably applies the detection results in the order of the radar, the image sensor, and the navigation system. According to this configuration, the obstacle control means includes the radar, the image sensor, and the navigation. Obstacle control is performed based on the detection result corresponding to the obstacle control in order to control the vehicle with respect to the obstacle existing around the vehicle by applying each detection result according to the priority set in the order of the system. be able to.

  Alternatively, the surrounding environment detection means includes an image sensor, a radar, and a navigation system, and the vehicle travel control means includes an inter-vehicle maintenance control unit that controls an inter-vehicle distance with a preceding vehicle at the time of route guidance by the navigation system. The means can apply the respective detection results in accordance with the priority order set in the order of the navigation system, the radar, and the image sensor, and control the distance between the vehicle and the preceding vehicle during route guidance by the navigation system.

  The inter-vehicle maintenance control at the time of route guidance by the navigation system travels based on the route guidance from the navigation system, so that the direction of the vehicle traveling at the branch point or the like can be almost determined, and the curve r from the information by the navigation system can be determined. It is preferable to judge the information as the first priority and identify whether or not a far preceding vehicle moves in the left-right direction or whether it moves left or right because it has reached a curve. When there is no information on the forward curve r from the navigation system, it is preferable to complement the information with radar or image sensor information. When there is information on both the rate and the image sensor, it is preferable to prioritize radar information that is resistant to dirt and bad weather. Therefore, the inter-vehicle maintenance control at the time of route guidance preferably applies the respective detection results in the order of the navigation system, the radar, and the image sensor. According to this configuration, the inter-vehicle maintenance control means includes the navigation system, In order to control the distance from the preceding vehicle by applying the respective detection results according to the priority set in the order of the radar and the image sensor, the distance maintenance control is performed based on the detection result corresponding to the distance maintenance control at the time of route guidance. be able to.

  According to the traveling control apparatus of the present invention, traveling control can be performed based on detection results corresponding to each of a plurality of types of vehicle traveling control.

  Hereinafter, a travel control device according to an embodiment of the present invention will be described with reference to the accompanying drawings.

  FIG. 1 is a block diagram showing a driving support system according to an embodiment, and shows a configuration example when the driving control device of the present invention is applied to a driving support system.

  The travel support system 1 mainly includes an ECU (vehicle travel control means) 10. The ECU 10 is connected to the object detection unit 100 to which the navigation system 12, the front millimeter wave radar 30, the short-range millimeter wave radar 32, the front image sensor 40 and the rear / side / peripheral image sensor 42 are connected, and the in-vehicle system 14. System control unit 20.

  The navigation system 12 is for measuring the position of the host vehicle by GPS (Global Positioning System) or the like, and at least with an accuracy capable of recognizing at least the current travel lane (lane) on which the host vehicle is traveling. The position of the car can be measured. The measurement result of the navigation system 12 is output to the object detection unit 100 of the ECU 10.

  The forward millimeter wave radar 30 irradiates the front of the vehicle while scanning the millimeter wave band radio wave in the horizontal direction, receives the radio wave reflected on the object surface such as the vehicle, and reflects the reflectance (the radio wave intensity and the irradiation of the received wave). The ratio of the signal strength to the wave intensity), the presence / absence of the preceding vehicle, the distance between the preceding vehicle and the host vehicle, the relative speed, the lateral displacement (lateral position) from the host vehicle, etc. To the ECU 10.

  The short-range millimeter-wave radar 32 irradiates the front, side, and rear of the vehicle while scanning the millimeter-wave radio waves in the horizontal direction, receives the radio waves reflected by the object surface such as the vehicle, and reflects and receives the reflectance. Parameters such as the presence / absence of a parallel running vehicle, an overtaking vehicle and an interrupting vehicle, the distance between the vehicle and the own vehicle, the relative speed, the lateral displacement (lateral position) from the own vehicle are obtained from the change in the frequency of the signal, and the ECU 10 is used as the detection result. Output to.

  The object detection unit 100 includes an object information detection unit 102, a curve r calculation unit 104, and a recognition unit 106.

  The object information detection unit 102 detects objects around the host vehicle based on information from the navigation system 12, the front millimeter wave radar 30, the short-range millimeter wave radar 32, the front image sensor 40, and the rear / side / peripheral image sensor 42. Is to do.

  The curve r calculation unit 104 determines each information based on information from the navigation system 12, the front millimeter wave radar 30, the short-range millimeter wave radar 32, the front image sensor 40, and the rear / side / peripheral image sensor 42. This is for calculating the forward curves fr1 to fr3 calculated by applying them in the priority order.

  The recognizing unit 106 applies the information about the object around the host vehicle detected by the object information detecting unit 102 and the front curves fr1 to fr3 calculated by the curve r calculating unit 104 according to the type of each vehicle traveling control, This is for outputting predetermined information to the system control unit 30.

  The system control unit 30 is for outputting a control amount and a flag to the in-vehicle system 14 in accordance with the information about the object around the host vehicle from the object detection unit 100 and the information about the forward curves fr1 to fr3. The system control unit 30 includes a driving load reduction system unit 22 and a safety system unit 24. The driving load reduction system unit 22 includes an LKA unit 221 that controls the lane in which the vehicle travels and an ACC unit 222 that controls the distance between the preceding vehicle and other systems for reducing the driving load of a driver such as IPA. Control the system. The safety system unit 24 includes a PCS unit 241 that controls the host vehicle with respect to obstacles around the host vehicle. Other systems include FCAAS, PB, PSB, PBA, suspension control, warning, steering avoidance support, and headrest control. Control systems for ensuring driver safety, such as seat control, active hood, and active bumper systems, and enhanced images for navigation systems.

  The in-vehicle system 14 performs operations such as predetermined steering, acceleration / deceleration, alarm notification, and the like based on the control amount and flag from the system control unit 30.

  In addition, a sonar 50, a vehicle motion state sensor 60, and a face direction sensor 70 are connected to the object detection unit 100 of the ECU 10, and information from these is used for recognition of an obstacle. The output information of the vehicle motion state sensor 60 is processed by the own vehicle motion state estimation unit 62 and then sent to the object detection unit 100. The output information of the face direction sensor 70 is processed by the driver state estimation unit 72 and then the object detection unit. 100. The processing information from the vehicle motion state estimation unit 62 and the driver state estimation unit 72 is directly output to the system control unit 20 and used for system control. Sensors such as the forward millimeter wave radar 30 and the short-range millimeter wave radar 32 connected to the object detection unit 100 are connected to each other, and control the operation of each sensor.

  Next, the operation of the driving support system 1 will be described with reference to FIG. FIG. 2 is a flowchart showing a rough processing procedure in the driving support system according to the embodiment.

  First, the curve r calculation unit 104 of the object detection unit 100 calculates fr1 that is the curvature radius of the road ahead of the host vehicle by applying each detection result in the order of priority of image sensor> navigation system> radar (S1). . Further, the curve r calculation unit 104 of the object detection unit 100 calculates fr2 that is the curvature radius of the road ahead of the host vehicle by applying the detection results in the order of priority of radar> image sensor> navigation system (S2). . Further, the curve r calculation unit 104 of the object detection unit 100 calculates fr3, which is the curvature radius of the road ahead of the host vehicle, by applying the respective detection results in the order of priority of navigation system> radar> image sensor (S3). . These fr1 to fr3 may be calculated in any order and may be calculated simultaneously. Details of calculation of fr1 to fr3 will be described later.

  The recognition unit 106 of the object detection unit 100 determines a system to which the fr1 to fr3 calculated by the curve r calculation unit 104 is applied, and the corresponding front curves r = fr1 to fr3 are assigned to the respective blocks of the system control unit 20. Supply (S4).

  In the LKA unit 221 that performs lane departure warning and inter-vehicle maintenance support control, r = fr1 is adopted as the forward curve r for control / alarm discrimination (S5, S6). This is because the inter-vehicle maintenance support control gives first priority to the information of the curve r based on the lane information detected by the image sensor that can detect the white line and the lane mark of the road ahead of the host vehicle directly detected by the system, This is because when the image processing result is unreliable or when the lane itself cannot be detected, it is preferable to supplement the information with the navigation system or the information with the radar. In addition, when supplementing, when there is both information from the navigation system and information from the radar, it is desirable to preferentially use information from the navigation system that also has lane information. Therefore, the LKA unit 221 applies r = fr1 calculated by applying each detection result in the order of priority of image sensor> navigation system> radar.

  In the PCS unit 241 that performs forward obstacle collision prevention control, that is, collision mitigation control including damage mitigation and an alarm system, r = fr2 is adopted as a forward curve r for control / alarm discrimination (S7, S9). This is because obstacle control such as collision mitigation control is a part of a roadside object such as a curve entrance when a distant obstacle exists in front of the host vehicle, or an obstacle in front of a straight road. Curve r using obstacle information of an image sensor such as a radar or a stereo image sensor having a configuration capable of detecting even a distant object as a sensor capable of detecting the distance and position of the object. This is because it is preferable to make the information of the first priority. Furthermore, if there is information on both the radar and the far-field image, it is preferable to give priority to information on the radar that is resistant to dirt and bad weather. Therefore, the PCS unit 241 applies r = fr2 calculated by applying each detection result in the order of priority of radar> image sensor> navigation system.

  In the ACC unit 222 that performs inter-vehicle maintenance control, normally, r = fr2 is adopted as the front curve r for control / alarm discrimination (S8, S9). The reason for this is that when the distance between the vehicles in the normal state moves in the left-right direction, whether the vehicle is moving left or right because it has reached the curve or to change the lane on a straight road When the vehicle approaches a forward curve, it is desired to suppress reacceleration by ACC. Therefore, a radar that can detect a preceding vehicle or a curve r from an image sensor using an image that can be detected far away is used. This is because it is preferable to make the information of the first priority. Furthermore, when there is information on both the radar and the image sensor, it is preferable to prioritize radar information that is resistant to dirt and bad weather. Therefore, in the ACC unit 222, normally, r = fr2 calculated by applying each detection result in the order of priority of radar> image sensor> navigation system is applied.

  On the other hand, in the ACC unit 222 at the time of route guidance by the navigation system, r = fr3 is adopted as the forward curve r for control / alarm discrimination (S10, S11). This is because the inter-vehicle maintenance control at the time of route guidance is based on the route guidance from the navigation system, and therefore the curve r from the information by the navigation system that can almost determine the direction in which the host vehicle is traveling at a branch point or the like. This is because it is preferable to determine whether the information is given the first priority, and whether or not a distant preceding vehicle moves in the left-right direction or whether it moves to the left or right because it has reached the curve. Further, when there is no information on the forward curve r from the navigation system, it is preferable to complement the information with radar or image sensor information. When there is information about both the rate and the image sensor, the radar is resistant to dirt and bad weather. This is because it is preferable to prioritize the information. Therefore, at the time of route guidance, the ACC unit 222 applies r = fr3 calculated by applying the respective detection results in the order of priority of navigation system> radar> image sensor.

  Hereinafter, the calculation procedure of each of r = fr1 to fr3 will be described. 3 to 5 are flowcharts showing procedures for calculating the curves r = fr1 to fr3, respectively. Hereinafter, a procedure for calculating r = fr1 will be described with reference to FIG. 3 as a representative example.

  First, the curve r calculation unit 104 of the object detection unit 100 calculates the curve r: rc detected by the image sensor and the reliability rrc of the value (S101), and the radar curve r: rr and the reliability of the value are calculated. The degree rrr is calculated (S102), and the curve r: rn by the navigation system and the reliability rrn of the value are calculated (S103). These steps S101 to S103 may be executed in any order and may be executed simultaneously.

  Next, fr1 is calculated by applying each detection result in order of priority of image sensor> navigation system> radar. First, whether the reliability rrc of the curve rc by the image sensor is greater than a predetermined threshold RRC. If the reliability rrc is less than the threshold value RRC, the process proceeds to step S106 (S104, S105). Next, it is compared whether or not the reliability rrn of the curve rn by the navigation system is greater than a predetermined threshold value RRN. If it is larger, fr1 = rn, and if the reliability rrn is less than the threshold value RRN, the process proceeds to step S108 (S106, S106). S107). Finally, it is compared whether or not the reliability rrr of the curve rr by the radar sensor is greater than a predetermined threshold value RRR. If it is larger, fr1 = rr, and if the reliability rrr is less than the threshold value RRR, the process proceeds to step S110 (S108, S109). In step S110, the previous value is stored as fr1 within a predetermined time, and if there is no other time or the previous value, fr1 is not detected. As described above, fr1 can be calculated by applying each detection result in the order of priority of image sensor> navigation system> radar.

  As shown in FIG. 4, fr2 is calculated in the same manner as fr1 except that the reliability of each detection result and its threshold are sequentially compared in the order of priority of radar> image sensor> navigation system. To do. Further, as shown in FIG. 5, when calculating fr3, it is the same as fr1 except that the reliability of each detection result and its threshold value are sequentially compared in the order of priority of navigation system> radar> image sensor. To calculate.

  In this embodiment, the navigation system 12, the front millimeter wave radar 30, the short-range millimeter wave radar 32, the front image sensor 40, and the rear / side / peripheral image sensor 42 are provided, and the LKA unit 221 and the ACC are provided. In the driving support system 1 having a plurality of driving control systems of the unit 222 and the PCS unit 241, the priority order of the sensors is not fixed for all of the driving control, but the priority order corresponding to each type of driving control. Since each of the LKA units 221 and the like controls the vehicle by applying the detection results of the sensors according to the priority order, the travel control is performed based on the detection results corresponding to each of a plurality of types of vehicle travel control. Can do.

  In particular, in the present embodiment, the ECU 10 estimates the curvature radius r of the road on which the vehicle travels based on the detection result of the forward millimeter wave radar 30 and the like, and controls the vehicle according to the curvature radius r. The curvature radius r of the road on which the vehicle travels is estimated based on the detection result corresponding to each of the vehicle travel control, and the travel control is performed based on the curvature radius r of the road corresponding to each of the plurality of types of vehicle travel control. it can.

  Further, since the LKA unit 221 controls the lane in which the vehicle travels by applying each detection result according to the priority order set in the order of the image sensor, the navigation system, and the radar, the detection result corresponding to the lane keeping support control is displayed. Lane maintenance support control can be performed based on this.

  Similarly, the PCS unit 241 applies the respective detection results according to the priority set in the order of the radar, the image sensor, and the navigation system, and controls the vehicle against obstacles around the vehicle. The collision mitigation control can be performed based on the detection result corresponding to the control.

  Further, the ACC unit 222 normally follows the priority set in the order of the radar, the image sensor, and the navigation system, and follows the priority set in the order of the navigation system, the radar, and the image sensor during the route guidance by the navigation system. Since each detection result is applied to control the distance from the preceding vehicle, the distance maintenance control can be performed based on the detection result corresponding to the distance maintenance control.

  Although the embodiment of the present invention has been described above, the present invention is not limited to the above embodiment, and various modifications can be made. In this embodiment, the case where the present invention is applied to a travel support system as an example of the travel control apparatus has been mainly described, but the application field of the travel control apparatus of the present invention is not limited to this.

It is a block diagram which shows the driving assistance system which concerns on embodiment. It is a flowchart which shows the rough process sequence in the driving assistance system which concerns on embodiment. It is a flowchart which shows the procedure which calculates the front curve fr1 by the order of image> navigation system> radar. It is a flowchart which shows the procedure which calculates the front curve fr2 by the priority of radar> image> navigation. It is a flowchart which shows the procedure which calculates the front curve fr3 by navigation system> radar> image priority.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Driving assistance system, 10 ... ECU, 12 ... Navigation system, 14 ... In-vehicle system, 20 ... System control part, 22 ... Driving load reduction system part, 221 ... LKA part, 222 ... ACC part, 24 ... Safety system part, 241 ... PCS section, 30 ... front millimeter wave radar, 32 ... short range millimeter wave radar, 40 ... front image sensor, 42 ... rear / side / peripheral image sensor, 50 ... sonar, 60 ... vehicle motion state sensor, 62 ... Self-vehicle motion state estimation unit, 70 ... face orientation detection sensor, 72 ... driver state estimation unit, 100 ... object detection unit, 102 ... object information detection unit, 104 ... curve r calculation unit, 106 ... recognition unit.

Claims (5)

A plurality of surrounding environment detecting means for detecting the surrounding environment of the vehicle;
A plurality of vehicle travel control means for controlling the vehicle based on at least one detection result among the plurality of surrounding environment detection means;
With
Priorities for applying the detection results of the surrounding environment detection means are set corresponding to the vehicle travel control means, and the vehicle travel control means apply the detection results of the ambient environment detection means according to the priorities. To control the vehicle
Travel control device. The vehicle travel control means estimates a curvature radius of a road on which the vehicle travels based on a detection result of the surrounding environment detection means, and controls the vehicle according to the curvature radius;
The travel control device according to claim 1. The ambient environment detection means includes an image sensor, a radar and a navigation system,
The vehicle travel control means includes a lane maintenance support control means for controlling a lane in which the vehicle travels,
The lane keeping support control means controls the lane in which the vehicle travels by applying each detection result according to the priority set in the order of the image sensor, the navigation system, and the radar.
The travel control device according to claim 1. The ambient environment detection means includes an image sensor, a radar and a navigation system,
The vehicle travel control means includes obstacle control means for controlling the vehicle with respect to obstacles around the vehicle,
The obstacle control means applies the detection results according to the priorities set in the order of the radar, the image sensor, and the navigation system, and controls the vehicle with respect to obstacles existing around the vehicle. ,
The travel control device according to claim 1. The ambient environment detection means includes an image sensor, a radar and a navigation system,
The vehicle travel control means includes an inter-vehicle maintenance control means for controlling an inter-vehicle distance with a preceding vehicle during route guidance by the navigation system,
The inter-vehicle maintenance control means applies inter-detection results according to the priority order set in the order of the navigation system, the radar, and the image sensor to control inter-vehicle distance with a preceding vehicle during route guidance by the navigation system.
The travel control device according to claim 1.

Images