JP2011108016A - Drive support device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a drive support device that properly sets a vehicle speed when there is a dead zone. <P>SOLUTION: The drive support device is mounted on a vehicle. The device includes: a dead zone detection means that detects a dead zone ahead of the vehicle; a drive zone detection means that detects a drive zone where the dead zone detected by the dead zone detection means is decreased; and a proper vehicle speed setting means that sets a proper vehicle speed in the drive zone detected by the drive zone detection means. Desirably, the proper vehicle speed setting means is changed according to surroundings. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a driving support device.

  Various driving support devices for driving a vehicle safely have been developed. For example, when a blind spot from a driver is generated by a parked vehicle or the like ahead while the vehicle is traveling, an appropriate vehicle speed corresponding to the blind spot is set, and support for traveling at the appropriate vehicle speed is performed. In the device described in Patent Document 1, a blind spot in front of the vehicle is detected, a potential danger level for a pedestrian jumping from the blind spot is estimated, and an appropriate vehicle speed that allows safe driving according to the potential danger level is determined by the driver. Teaching and alarming.

JP 2007-257338 A JP 2004-157910 A JP 2006-293530 A

  In the above apparatus, since the blind spot is not reduced, the same appropriate vehicle speed is always set. Therefore, even in a situation where it is possible to reduce the blind spot, a low appropriate vehicle speed may be set, which may not match the driving sensation of the driver.

  Then, this invention makes it a subject to provide the driving assistance device which sets an appropriate appropriate vehicle speed, when there is a blind spot.

  A travel support apparatus according to the present invention is a travel support apparatus mounted on a vehicle, and includes a blind spot area detection unit that detects a blind spot area in front of the vehicle, and a travel area that reduces the blind spot area detected by the blind spot area detection unit. A travel area detecting means for detecting, and an appropriate vehicle speed setting means for setting an appropriate vehicle speed in the travel area detected by the travel area detecting means are provided.

  In this driving support device, the blind spot area in front of the vehicle is detected by the blind spot area detecting means. And in a driving assistance device, the driving | running | working area | region which can reduce a blind spot area | region is detected by a driving | running | working area detection means. Further, in the driving support device, the appropriate vehicle speed when the vehicle moves to the traveling area is set by the appropriate vehicle speed setting means. In this way, in the driving support device, the appropriate vehicle speed is set after detecting the driving area that reduces the blind spot area. Therefore, the blind spot area can be reduced, and a higher appropriate vehicle speed (more appropriate than when not reducing the blind spot area). A suitable vehicle speed) can be set. As a result, it becomes possible to travel in accordance with the driving feeling of the driver, and safety can be improved by widening the area that the driver can directly view.

  In the above-described travel support device of the present invention, it is preferable that the travel region detection means detects a travel region in which the blind spot region is reduced according to the state of the surrounding vehicle.

  On the road, blind spots are often generated by surrounding vehicles. Therefore, in the travel area detection means of the travel support device, the state of surrounding vehicles (for example, in the case of a parked vehicle, the parking position and the size of the parked vehicle, in the case of a travel vehicle, the current position, the future predicted position, and the travel vehicle). The traveling area in which the blind spot can be reduced according to the size of the vehicle is detected.

  In the driving support apparatus according to the present invention, it is preferable that the appropriate vehicle speed setting means changes the appropriate vehicle speed according to the surrounding environment.

  Even in a similar blind spot area, the frequency of pedestrians, bicycles, etc. coming out of the blind spot differs depending on the surrounding environment. For example, when there is a school, a store, or there is a pedestrian crossing, the probability that a pedestrian, a bicycle, etc. will come out from the blind spot increases. In such an environment, it is desirable to reduce the appropriate vehicle speed. Therefore, the appropriate vehicle speed setting means of the driving support device changes the appropriate vehicle speed according to the surrounding environment. As a result, the driving support device can set an appropriate vehicle speed with higher safety and can travel according to the driving feeling of the driver.

  In the present invention, since the appropriate vehicle speed is set after detecting a travel area that reduces the blind spot area, the blind spot area can be reduced, and a higher appropriate vehicle speed (more appropriate appropriate vehicle speed) than when the blind spot area is not reduced is set. Can be set.

It is a block diagram of the driving assistance device which concerns on this Embodiment. This is an example in which a blind spot can be formed by a parked vehicle in front of the host vehicle. (A) is a case where the host vehicle does not move in the lateral direction, and (b) is a case where the host vehicle moves in the lateral direction. It is an example of a vehicle relation when a parked vehicle and an oncoming vehicle are present in front of the host vehicle. It is a table | surface which shows the example of a movable width | variety and a movement margin width | variety. It is a table | surface which shows the other example of a movable width | variety and a movement margin width | variety. 6 is a graph showing changes in vehicle speed over time according to each appropriate vehicle speed when the movement margin width is 0, the movement margin width in the example of FIG. 4 and the movement margin width in the example of FIG. This is an example in which a blind spot is created by a parked vehicle in front of the host vehicle and the surrounding environment is different. (A) is a case where there is no surrounding environment. (B) is a case where there is a school as the surrounding environment. (C) This is a case where there is a pedestrian crossing as the surrounding environment. It is a table | surface which shows the example of Gain of surrounding environment information. It is a table | surface which shows the example of Gain according to the combination of surrounding environment information. FIG. 10 is a graph showing a change in vehicle speed over time according to each appropriate vehicle speed when there is no surrounding environment and there are three different surrounding environments in FIG. 9. It is a graph which shows the time change of the vehicle speed according to the conventional appropriate vehicle speed, the appropriate vehicle speed at the time of moving by movement margin width, and the appropriate vehicle speed when there is a surrounding environment. It is a flowchart which shows the flow of control in ECU of FIG.

  Embodiments of a driving support apparatus according to the present invention will be described below with reference to the drawings. In addition, the same code | symbol is attached | subjected about the element which is the same or it corresponds in each figure, and the overlapping description is abbreviate | omitted.

  In the present embodiment, the present invention is applied to a driving support device mounted on a vehicle. The driving support device according to the present embodiment sets a lateral movement amount and an appropriate vehicle speed for reducing the blind spot when an obstacle is detected ahead (and thus a blind spot is detected), and the lateral direction thereof is set. And the acceleration / deceleration control (particularly, deceleration control) is performed so as to obtain an appropriate vehicle speed.

  With reference to FIGS. 1-11, the driving assistance apparatus 1 which concerns on this Embodiment is demonstrated. FIG. 1 is a configuration diagram of a travel support apparatus according to the present embodiment. FIG. 2 is an example in which a blind spot is formed by a parked vehicle in front of the host vehicle. FIG. 3 is an example of vehicle relations when a parked vehicle and an oncoming vehicle exist in front of the host vehicle. 4 and 5 are tables showing examples of the movable width and the movement margin width. FIG. 6 is a graph showing changes in vehicle speed over time according to each appropriate vehicle speed when the movement margin width is 0, the movement margin width in the example of FIG. 4, and the movement margin width in the example of FIG. 5. FIG. 7 is an example in which a blind spot is created by a parked vehicle in front of the host vehicle and the surrounding environment is different. FIG. 8 is a table showing an example of the gain of the surrounding environment information. FIG. 9 is a table showing examples of Gains according to combinations of surrounding environment information. FIG. 10 is a graph showing a change in vehicle speed over time according to each appropriate vehicle speed when there is no surrounding environment and when there are three different surrounding environments in FIG. FIG. 11 is a graph showing time variation of the vehicle speed according to the conventional appropriate vehicle speed, the appropriate vehicle speed when the vehicle moves by the movement margin width, and the appropriate vehicle speed when there is a surrounding environment.

  The driving support device 1 detects a blind spot area that cannot be directly viewed by the driver, and sets an appropriate vehicle speed in consideration of safety for the blind spot area. In particular, in the driving support device 1, when the host vehicle is movable in the lateral direction, the lateral movement amount (movement margin width) for reducing the blind spot area is obtained, and the appropriateness when moving by the movement margin width is obtained. Set the vehicle speed. Furthermore, when there is a surrounding environment that affects the vehicle speed of the host vehicle, the driving support device 1 corrects the appropriate vehicle speed according to the surrounding environment information.

  The travel support device 1 includes an obstacle detection device 10, a surrounding environment recognition device 11, a host vehicle movement detection device 12, a vehicle speed detection device 13, a throttle actuator 20, a brake actuator 21, a steering actuator 22, and an ECU [Electronic Control Unit] 30. (Appropriate vehicle speed determination unit 31, acceleration / deceleration control unit 32, steering control unit 33). In the present embodiment, each process in the appropriate vehicle speed determination unit 31 of the ECU 30 corresponds to a blind spot area detection means, a travel area detection means, and an appropriate vehicle speed setting means described in the claims.

  The obstacle detection device 10 detects various obstacles (for example, vehicles (parking vehicles, traveling vehicles), roadside objects, fallen objects, road construction-related) in front of the host vehicle that generate a blind spot from the driver. It is. Examples of the obstacle detection device 10 include a radar device using a millimeter wave and an imaging device such as a camera. In the case of a radar apparatus, an obstacle is detected based on transmission / reception data such as millimeter waves. In the case of an imaging device, an obstacle is detected based on an image captured by a camera or the like. In particular, in the case of an imaging device, a lane is detected based on an image, and the relative positional relationship between the host vehicle and the lane (for example, the lateral position from the right end or the left end of the lane), the relative relationship between the obstacle and the lane. The positional relationship (for example, the lateral position from the right end or the left end of the lane) is calculated. The obstacle information includes, for example, the type of the obstacle, position information of the obstacle (relative positional relationship with the host vehicle, relative positional relationship with the lane), and the size and shape of the obstacle. As the position of the obstacle, as shown in FIG. 3, for example, a lane position X2 protruding from the leftmost lane is detected. The obstacle detection device 10 detects an obstacle at regular time intervals, and when an obstacle can be detected, transmits information on the obstacle to the ECU 30 as an obstacle information signal.

  The surrounding environment recognition device 11 is an environment surrounding the host vehicle that affects the speed of the host vehicle (for example, a store such as a school or a department store, where pedestrians and bicycles are predicted to be frequently visited) It is a device that recognizes sidewalks. Examples of the surrounding environment recognition device 11 include a car navigation device and an imaging device. The information on the surrounding environment includes, for example, the type of the surrounding environment and position information on the surrounding environment (relative positional relationship with the host vehicle). The surrounding environment recognition device 11 recognizes the surrounding environment at regular intervals, and when the surrounding environment can be recognized, transmits the recognized information to the ECU 30 as a surrounding environment information signal.

  The own vehicle movement amount detection device 12 is a device that detects the amount of movement of the own vehicle in the horizontal direction (may be a position in the horizontal direction). As the own vehicle movement amount detection device 12, for example, an imaging device is used. The own vehicle movement amount detection device 12 detects a lane based on an image obtained by the imaging device at regular intervals, and a relative lateral position of the own vehicle with respect to the lane (for example, a lateral position from the right end or the left end of the lane). And the information is transmitted to the ECU 30 as a movement amount signal.

  The vehicle speed detection device 13 is a device that detects the vehicle speed of the host vehicle. The vehicle speed detection device 13 detects the vehicle speed at regular intervals, and transmits the vehicle speed to the ECU 30 as a vehicle speed signal.

  The throttle actuator 20 is an actuator that adjusts the opening degree of the throttle valve of the engine. When the throttle actuator 20 receives an engine control signal from the ECU 30, the throttle actuator 20 operates according to the target opening indicated by the engine control signal, and adjusts the opening of the throttle valve.

  The brake actuator 21 is an actuator that adjusts the brake hydraulic pressure of the wheel cylinder of each wheel. When the brake actuator 21 receives the brake control signal from the ECU 30, the brake actuator 21 operates according to the target brake hydraulic pressure indicated by the brake control signal, and adjusts the brake hydraulic pressure of the wheel cylinder.

  The steering actuator 22 is an actuator for transmitting a rotational driving force by a motor to a steering mechanism (rack, pinion, column, etc.) via a speed reduction mechanism and applying steering torque to the steering mechanism. When the steering actuator 22 receives the steering control signal from the ECU 30, the steering actuator 22 operates the motor according to the target steering torque indicated by the steering control signal, and rotates the motor to generate the steering torque.

  The ECU [Electronic Control Unit] 30 includes a CPU [Central Processing Unit], various memories, and the like, and performs overall control of the driving support device 1. In the ECU 30, an appropriate vehicle speed determination unit 31, an acceleration / deceleration control unit 32, and a steering control unit 33 are configured by loading each application program stored in the memory and executing it by the CPU. The ECU 30 receives an obstacle information signal from the obstacle detection device 10, a surrounding environment information signal from the surrounding environment recognition device 11, a movement amount signal from the own vehicle movement amount detection device 12, and a vehicle speed signal from the vehicle speed detection device 13, respectively. Receive. The ECU 30 performs processing in each of the units 31, 32, 33 based on these received signals, transmits an engine control signal to the throttle actuator 20 as necessary, and transmits a brake control signal to the brake actuator 21. Then, a steering control signal is transmitted to the steering actuator 22.

  In the appropriate vehicle speed determination unit 31, when an obstacle is detected in front of the host vehicle based on the obstacle information signal from the obstacle detection device 10, the driver determines the blind spot based on the position, size, and shape of the obstacle. Is calculated. A conventional method is applied as a method for calculating the blind spot area.

  In the example shown in FIG. 2A, when the host vehicle is at the position of MV11, the blind spot area formed by the parked vehicle PV is an area formed between the broken line LN11 and the parked vehicle PV, and the host vehicle is MV12. The blind spot area is an area formed between the broken line LN12 and the parked vehicle PV. In the case where the host vehicle is at the position MV13, the blind spot area is formed between the dashed line LN13 and the parked vehicle PV. It is an area to be done. When the host vehicle is at positions MV11 and MV12, the bicycle BY enters the blind spot area and is not visible to the driver. When the host vehicle is at the position MV13, the driver begins to see the bicycle BY. Therefore, until the host vehicle reaches the position MV13, there is a possibility that the bicycle BY or the like may come out of the blind spot on the road, so it is necessary to reduce the vehicle speed.

  Therefore, the appropriate vehicle speed determination unit 31 calculates an appropriate vehicle speed (Vp) corresponding to the blind spot area. As a method of calculating the appropriate vehicle speed (Vp), a conventional method is applied in consideration of a blind spot area due to an obstacle, a relative distance between the host vehicle and the obstacle, a relative time, a relative positional relationship, and the like.

  The appropriate vehicle speed determination unit 31 calculates a movable width (Xp) in which the host vehicle can move in a lane where an obstacle exists. The movable width (Xp) includes the safety margin Xm1 from the obstacle PV and the oncoming vehicle OV traveling in the oncoming lane, in addition to the mutual relationship between the lane width (X1) of the travel path and the position (X2) of the obstacle in the lane. Is calculated in consideration of the safety margin Xm2 from (see FIG. 3). Further, the appropriate vehicle speed determination unit 31 calculates a lateral movement amount (movement margin width (Xd)) in a direction away from the blind spot in order to reduce the detected blind spot area. The movement allowance width (Xd) is within the range of the movable width (Xp), and is based on the relationship between the lane width (X1) of the travel path, the position in the lane of the obstacle (X2), and the lateral width (X3) of the host vehicle. In addition, it is calculated in consideration of the oncoming vehicle OV traveling in the oncoming lane (see FIGS. 2 and 3).

  Then, the appropriate vehicle speed determination unit 31 determines whether or not the movement margin width (Xd) is larger than zero. When the movement allowance width (Xd) is not larger than 0, it is not necessary to move the own vehicle in the lateral direction by the movement allowance width (Xd), and thus the steering control in the lateral direction is not performed. On the other hand, when the movement margin width (Xd) is larger than 0, the appropriate vehicle speed determination unit 31 causes the steering control unit 33 to move to allow the vehicle to move in the lateral direction by the movement margin width (Xd). The width (Xd) is output.

  The example of FIG. 2B is a case where the host vehicle moves rightward from the position of the MV 21 by the movement allowance width (Xd). When the host vehicle is at the position MV21, the blind spot area formed by the parked vehicle PV is an area formed between the broken line LN21 and the parked vehicle PV. When the host vehicle is at the position MV22, the blind spot area is the dashed line LN22. And the parked vehicle PV, and when the host vehicle is at the position of the MV 23, the blind spot region is a region formed between the broken line LN23 and the parked vehicle PV. In this case, when the host vehicle reaches the position MV22, the driver begins to see the bicycle BY, and the distance L (time) is greater than when the host vehicle illustrated in FIG. 2A does not move to the right by the movement allowance width (Xd). As soon as (t2-t1), the bicycle BY can be confirmed. In this way, when the host vehicle moves in a direction away from the blind spot, the blind spot area is reduced, and the bicycle BY hidden behind the obstacle can be seen directly. Therefore, when the own vehicle is moved rightward by the movement allowance width Xd, the appropriate vehicle speed can be made higher than when the own vehicle is not moved rightward by the movement allowance width (Xd).

Therefore, the appropriate vehicle speed determination unit 31 uses the movement margin width (Xd), the movable width (Xp), the appropriate vehicle speed (Vp), and the current vehicle speed (Vn) of the host vehicle indicated by the vehicle speed signal from the vehicle speed detection device 13. Thus, the appropriate vehicle speed (Vp ′) in the case where the host vehicle does not move in the lateral direction by the movement allowance width (Xd) is calculated by Expression (1). In this formula (1), (moving margin width (Xd) / movable width (Xp)) × (appropriate vehicle speed (Vp) ² / current vehicle speed (Vn)) is reduced as the blind spot area decreases (direct view by the driver). The amount of vehicle speed that can be increased (by increasing the area). Incidentally, when the host vehicle is not moved in the lateral direction by the movement allowance width (Xd), the appropriate vehicle speed (Vp) remains unchanged.

  4 to 6 show that when the host vehicle starts overtaking the parked vehicle at a vehicle speed Vn = 60 km / h, the host vehicle is not moved by the movement margin width (Xd) (conventional technology) and the host vehicle is moved. The simulation result of the time change of the vehicle speed when decelerating to each appropriate vehicle speed at the time of moving by (Xd) is shown. In this example, the appropriate vehicle speed (Vp) according to the prior art is 30 km / h, the lane width (X1) is 4.0 m, the own vehicle lateral width (X3) is 2.0 m, and the explanation is easy to understand. , Movable width (Xp) = lane width (X1) −obstruction lane position (X2), movement margin width (Xd) = lane width (X1) −obstacle lane position (X2) −own vehicle It is calculated as the width (X3). In the case of Example 11 in FIG. 4, since the position (X2) in the obstacle lane is 1.0 m, the movable width (Xp) is 3.0 m, and the movement allowance width (Xd) is 1.0 m. The appropriate vehicle speed (Vp ′) calculated by the above is 35 km / h. In the case of Example 12 in FIG. 4, since the position in the obstacle lane (X2) is 1.5 m, the movable width (Xp) is 2.5 m, and the movement allowance width (Xd) is 0.5 m. The appropriate vehicle speed (Vp ′) calculated by the above is 33 km / h. As shown in FIG. 6, in the case of the conventional technique (when the movement margin width (Xd) = 0 m), the vehicle speed of the host vehicle gradually decreases from 60 km / h to 30 km / h. In the case of width (Xd) = 1.0 m), the vehicle speed of the host vehicle gradually decreases from 60 km / h to 35 km / h, and in the case of Example 12 (in the case of movement margin width (Xd) = 0.5 m) The vehicle speed of the host vehicle gradually decreases from 60 km / h to 33 km / h. As can be seen from this example, as the own vehicle is moved away from the blind spot (as the vehicle is moved laterally with a large movement margin width (Xd)), the appropriate vehicle speed can be increased, and the own vehicle can be driven at a higher vehicle speed. .

  FIG. 7 shows an example of the surrounding environment when a blind spot from the driver of the host vehicle MV is created by the parked vehicle PV. When there is information that recognizes the school SC in front of the parked vehicle PV as shown in FIG. 7B and information that recognizes the pedestrian crossing PD in front of the parked vehicle PV as shown in FIG. The probability that there is a bicycle BY, a pedestrian, or the like in the blind spot area of the parked vehicle PV is higher than in the case where there is no surrounding environment as in (). In such a case, it is necessary to reduce the appropriate vehicle speed in consideration of safety.

  Therefore, in the case where the appropriate vehicle speed determination unit 31 recognizes the surrounding environment based on the surrounding environment information signal from the surrounding environment recognition device 11, the appropriate vehicle speed determination unit 31 sets Gain (gain) for the recognized surrounding environment. Then, when there are a plurality of surrounding environments, the appropriate vehicle speed determination unit 31 multiplies the gains of the surrounding environments and calculates an integrated Gain. If there is only one surrounding environment, that Gain is used as it is. Further, the appropriate vehicle speed determination unit 31 divides the appropriate vehicle speed (Vp or Vp ′) by the finally determined Gain to determine the final appropriate vehicle speed (Vp ″). When the appropriate vehicle speed determination unit 31 does not recognize the surrounding environment based on the surrounding environment information signal from the surrounding environment recognition device 11, the appropriate vehicle speed (Vp or Vp ′) is used as it is as the final appropriate vehicle speed (Vp ″). Determine as. Then, the appropriate vehicle speed determination unit 31 outputs the finally determined appropriate vehicle speed (VP ″) to the acceleration / deceleration control unit 32.

  8 to 10, when the own vehicle starts overtaking a parked vehicle at a vehicle speed Vn = 60 km / h, there is no surrounding environment and there is a surrounding environment (school, school road, pedestrian crossing, walking car signal). The simulation result of the time change of the vehicle speed when it decelerates to each appropriate vehicle speed (VP '') is shown. In this example, the appropriate vehicle speed (Vp) according to the prior art is set to 30 km / h, and in order to make the explanation easy to understand, the appropriate vehicle speed (VP ″) considering the surrounding environment is calculated based on the appropriate vehicle speed (Vp). ing. As shown in FIG. 8, Gain is 1.0 when there is no school or school road, but 1.1 when there is, and Gain is 1.0 when there is no pedestrian crossing. When there is a pedestrian signal, the gain is 1.0. When there is a pedestrian signal, the gain is 1.0, but when there is no pedestrian signal, the gain is 1.3. As shown in FIG. 9, in the case of Example 21, there is a school and a school road, there is no pedestrian crossing, and there is a pedestrian signal, so that the integrated Gain = 1.1 × 1.0 × 1.0, Appropriate vehicle speed (VP ″) in consideration of the surrounding environment = 30 / (1.1 × 1.0 × 1.0) = 27.3 km / h. In the case of Example 22, since there is no school or school road, there is a pedestrian crossing, and there is a pedestrian signal, the integrated Gain = 1.0 × 1.2 × 1.0, and the appropriate vehicle speed considering this surrounding environment (VP ″) = 30 / (1.0 × 1.2 × 1.0) = 25.0 km / h. In the case of Example 23, there is a school, a school road, a pedestrian crossing, and no pedestrian signal, so the integrated Gain = 1.1 × 1.2 × 1.3, and the appropriate vehicle speed considering this surrounding environment (VP ″) = 30 / (1.1 × 1.2 × 1.3) = 17.5 km / h. Here, in order to make the explanation easy to understand, it is assumed that the vehicle does not move in the lateral direction by the movement margin width (Xd), and the appropriate vehicle speed (VP ″) in consideration of the surrounding environment in addition to the conventional appropriate vehicle speed (Vp). In all the examples, the appropriate vehicle speed (Vp) = 30 km / h, which is lower than the appropriate vehicle speed according to the prior art, was calculated after moving laterally by the movement margin width (Xd). The appropriate vehicle speed (Vp ″) in consideration of the surrounding environment in addition to the appropriate vehicle speed (Vp ′) may be an appropriate vehicle speed higher than the appropriate vehicle speed (Vp) = 30 km / h according to the prior art.

  As shown in FIG. 10, in the case of the prior art (when the appropriate vehicle speed (Vp) = 30 km / h), the vehicle speed of the host vehicle gradually decreases from 60 km / h to 30 km / h. When the vehicle speed (Vp ″) = 27.3 km / h), the vehicle speed of the host vehicle gradually decreases from 60 km / h to 27.3 km / h. In the case of Example 22 (appropriate vehicle speed (Vp ″) = In the case of 25.0 km / h), the vehicle speed of the host vehicle gradually decreases from 60 km / h to 25.0 km / h. In the case of Example 23 (appropriate vehicle speed (Vp ″) = 17.5 km / h) ), The vehicle speed of the host vehicle gradually decreases from 60 km / h to 17.5 km / h. As can be seen in this example, the surrounding environment where there is a high probability that there are bicycles or pedestrians in the blind spot area, it is necessary to reduce the appropriate vehicle speed in consideration of safety, and the host vehicle is driven at a lower vehicle speed. Let

  FIG. 11 shows an example of time variation of the vehicle speed according to the conventional appropriate vehicle speed, the appropriate vehicle speed when moving rightward by the movement margin width (Xd), and the appropriate vehicle speed when there is a surrounding environment. As in the prior art, when the host vehicle travels from the position MV31 to the position MV32 without moving to the right at the vehicle speed (Vn) in order to pass the parked vehicle PV, if the appropriate vehicle speed is Vp, the vehicle speed is It decreases from Vn to Vp. However, when the host vehicle travels from the position MV31 to the position MV33 moved to the right by the movement margin width (Xd) at the vehicle speed (Vn), the appropriate vehicle speed is Vp ′ higher than Vp, and the vehicle speed is from Vn to Vp ′. descend. Also, in consideration of the pedestrian crossing PD in the surrounding environment, when the host vehicle travels from the position MV31 to the position MV32 without moving to the right at the vehicle speed (Vn), the appropriate vehicle speed becomes Vp '' lower than Vp, and the vehicle speed Decreases from Vn to Vp ″. Thus, by setting the appropriate vehicle speed in consideration of the surrounding environment and the appropriate vehicle speed when moving by the movement margin width (Xd) in order to reduce the blind spot area, Appropriate vehicle speed with versatility can be achieved. Incidentally, the appropriate vehicle speed (VP ″) considering the surrounding environment is lower than the appropriate vehicle speed (Vp) of the prior art, but when the surrounding environment is considered after moving by the movement margin width (Xd) The appropriate vehicle speed (Vp ″) may be higher than the appropriate vehicle speed Vp of the prior art.

  The acceleration / deceleration control unit 32 determines the vehicle speed of the host vehicle based on the difference between the appropriate vehicle speed (Vp ″) determined by the appropriate vehicle speed determination unit 31 and the current vehicle speed of the host vehicle indicated by the vehicle speed signal from the vehicle speed detection device 13. Calculates the target acceleration / deceleration required for the to reach the appropriate vehicle speed. When the target acceleration / deceleration is a positive value, the acceleration / deceleration control unit 32 sets the target acceleration, sets the target opening of the throttle valve necessary for achieving the target acceleration, and uses the target opening as an engine control signal. It transmits to the throttle actuator 20. When the target acceleration / deceleration is a negative value, the acceleration / deceleration control unit 32 sets the target deceleration, sets the target brake hydraulic pressure of the wheel cylinder of each wheel necessary to reach the target deceleration, and sets the target brake hydraulic pressure. Is transmitted to the brake actuator 21 as a brake control signal.

  The steering control unit 33 is necessary to move by the movement margin width (Xd) set by the appropriate vehicle speed determination unit 31 based on the movement amount of the own vehicle indicated by the movement amount signal from the own vehicle movement amount detection device 12. A target steering torque is set, and the target steering torque is transmitted to the steering actuator 22 as a steering control signal.

  With reference to FIG. 1, the operation | movement in the driving assistance apparatus 1 is demonstrated. In particular, the control in the ECU 30 will be described along the flowchart of FIG. FIG. 12 is a flowchart showing a control flow in the ECU of FIG.

  The obstacle detection device 10 detects an obstacle ahead of the host vehicle and transmits an obstacle information signal to the ECU 30 at regular intervals. The surrounding environment recognition device 11 recognizes the surrounding environment around the host vehicle at regular time intervals, and transmits a surrounding environment information signal to the ECU 30. The own vehicle movement amount detection device 12 detects the movement amount in the lateral direction of the own vehicle and transmits a movement amount signal to the ECU 30 at regular time intervals. The vehicle speed detection device 13 detects the vehicle speed of the host vehicle at regular intervals and transmits a vehicle speed signal to the ECU 30. The ECU 30 receives these signals.

  The ECU 30 starts appropriate vehicle speed control when an obstacle is detected ahead of the host vehicle based on the obstacle information signal. First, the ECU 30 detects a blind spot area due to the obstacle based on the obstacle information (S1). Then, the ECU 30 calculates the appropriate vehicle speed (Vp) corresponding to the blind spot area in consideration of the relative distance, relative time, relative positional relationship, etc. between the host vehicle and the obstacle (S2).

  Further, the ECU 30 acquires the own lane width (X1) detected by the imaging device (S3). Further, the ECU 30 acquires the lane position (X2) of the obstacle detected by the radar device (S4). Then, the ECU 30 uses the own lane width (X1) and the position of the obstacle in the lane (X2) to calculate a movable width (Xp) that secures a safety margin with the obstacle or the oncoming vehicle (S5). Further, the ECU 30 uses the own lane width (X1), the position in the lane of the obstacle (X2), and the own vehicle lateral width (X3) to reduce the blind spot area within the movable width (Xp). The movement allowance width (Xd) is calculated (S6).

  The ECU 30 determines whether or not the movement allowance width (Xd) is larger than 0 (S7). If it is determined in S7 that the travel allowance width (Xd) is not greater than 0, steering control based on the travel allowance width (Xd) and the appropriate vehicle speed (Vp ′) when the vehicle travels laterally by the travel allowance width (Xd) Is not calculated.

  When it is determined in S7 that the movement allowance width (Xd) is greater than 0, the ECU 30 sets a target steering torque necessary for moving by the movement allowance width (Xd), and uses the target steering torque as a steering control signal. It transmits to the steering actuator 22 (S8). When the steering control signal is received, the steering actuator 22 operates the motor according to the target steering torque indicated by the steering control signal, and rotationally drives the motor to generate the steering torque. In response to the steering torque, the steered wheels rotate and the own vehicle changes the traveling direction. Then, the ECU 30 performs this steering control until the host vehicle moves in the lateral direction by the movement allowance width (Xd) (S8). In addition, the ECU 30 uses the movement margin width (Xd), the movable width (Xp), the appropriate vehicle speed (Vp), and the current vehicle speed (Vn) in the lateral direction by the movement margin width (Xd) according to the equation (1). An appropriate vehicle speed (Vp ′) in the case of moving and reducing the blind spot area is calculated (S9).

  Further, the ECU 30 determines whether or not there is a surrounding environment that affects the vehicle speed of the host vehicle based on the surrounding environment information signal (S10). If it is determined in S10 that there is no such surrounding environment, the ECU 30 does not calculate the appropriate vehicle speed considering the surrounding environment, and the ECU 30 uses the appropriate vehicle speed (Vp or Vp ′) as it is as the final appropriate vehicle speed (Vp ″). ).

  If it is determined in S10 that there is such a surrounding environment, the ECU 30 sets the gain for each surrounding environment, updates the appropriate vehicle speed (Vp or Vp ′) based on the gain of all the surrounding environments, and finally An appropriate appropriate vehicle speed (Vp ″) is determined (11).

  Then, the ECU 30 calculates the target deceleration based on the difference between the appropriate vehicle speed (Vp ″) and the current vehicle speed (Vn), and the target brake hydraulic pressure of the wheel cylinder of each wheel necessary to reach the target deceleration. And the target brake hydraulic pressure is transmitted to the brake actuator 21 as a brake control signal (S12). When the brake control signal is received, the brake actuator 21 operates according to the target brake hydraulic pressure indicated by the brake control signal, and adjusts the brake hydraulic pressure of the wheel cylinder. As a result, the brake is activated, and the vehicle speed of the host vehicle decreases. Then, the ECU 30 continues the deceleration control until the vehicle speed of the host vehicle decreases to the appropriate vehicle speed (Vp ″) (S12).

  Then, the ECU 30 ends the appropriate vehicle speed control when no obstacle can be detected in front of the host vehicle based on the obstacle information signal (when the obstacle has passed).

  According to this driving support device 1, since an appropriate vehicle speed is obtained after obtaining a movement margin for reducing the blind spot area, an appropriate vehicle speed (more appropriate) than when not reducing the blind spot area (conventional appropriate vehicle speed). The appropriate vehicle speed) can be determined. Due to the deceleration control based on the appropriate vehicle speed, it is possible to travel in accordance with the driving feeling of the driver. Further, by the steering control based on the margin of movement, the blind spot area can be reduced (the area where the driver can directly view can be expanded), and safety can be improved.

  Furthermore, according to the driving assistance device 1, it is possible to determine a more appropriate appropriate vehicle speed by correcting the appropriate vehicle speed according to the surrounding environment information. By the deceleration control based on the appropriate vehicle speed, safety can be further improved and traveling that matches the driving feeling of the driver is possible.

  As mentioned above, although embodiment which concerns on this invention was described, this invention is implemented in various forms, without being limited to the said embodiment.

  For example, in the present embodiment, the appropriate vehicle speed and the margin for movement are calculated and applied to the travel support device that performs the deceleration control based on the appropriate vehicle speed and the steering control based on the margin for movement, but simply calculate the appropriate vehicle speed and the margin for movement. Alternatively, the device may be a device that simply performs the operation, or may be a device that calculates an appropriate vehicle speed and a margin for movement and provides the driver with information on the appropriate vehicle speed and a margin for movement. When providing such information, the vehicle is decelerated or moved laterally by the driver's operation.

  Further, in the present embodiment, the case where a blind spot can be formed with another vehicle that is parked has been described as an example. However, when a blind spot can be formed with another vehicle that is running, a blind spot may be formed due to roadside parts other than the vehicle or construction on the road. Can be applied to various situations in which blind spots can be formed, such as when blind spots are formed at intersections with poor visibility.

  In the present embodiment, the appropriate vehicle speed is corrected according to the surrounding environment information that affects the vehicle speed of the host vehicle. However, such a correction may not be necessary.

  In the present embodiment, the travel margin width is obtained as a travel area for reducing the blind spot area. However, the travel area for reducing the blind spot area based on other parameters such as a two-dimensional position may be used.

  Further, in the present embodiment, the method for obtaining the appropriate vehicle speed (Vp ′) when the host vehicle moves in the lateral direction by the movement margin width is shown by the equation (1). Another method may be used as a method for obtaining the appropriate vehicle speed (Vp ′) when the vehicle moves.

  Further, in the present embodiment, a method has been described in which each Gain is set for the surrounding environment information and the appropriate vehicle speed (Vp ″) is obtained using the integrated Gain. However, the appropriate vehicle speed (Vp ″) is based on the surrounding environment information. ) May be other methods.

  DESCRIPTION OF SYMBOLS 1 ... Driving assistance device, 10 ... Obstacle detection device, 11 ... Surrounding environment recognition device, 12 ... Own vehicle movement amount detection device, 13 ... Vehicle speed detection device, 20 ... Throttle actuator, 21 ... Brake actuator, 22 ... Steering actuator, DESCRIPTION OF SYMBOLS 30 ... ECU, 31 ... Appropriate vehicle speed determination part, 32 ... Acceleration / deceleration control part, 33 ... Steering control part

Claims (3)

A driving support device mounted on a vehicle,
A blind spot area detecting means for detecting a blind spot area in front of the vehicle;
A running area detecting means for detecting a running area that reduces the blind spot area detected by the blind spot area detecting means;
A travel support apparatus comprising: an appropriate vehicle speed setting unit that sets an appropriate vehicle speed in the travel region detected by the travel region detection unit.   The travel support device according to claim 1, wherein the travel region detection means detects a travel region in which the blind spot region is reduced in accordance with a state of a surrounding vehicle.   The travel support apparatus according to claim 1, wherein the appropriate vehicle speed setting unit changes the appropriate vehicle speed according to a surrounding environment.

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