JP2019046165A - Driving assist system, driving assist method, and program - Google Patents

Abstract

A driving support apparatus, a driving support method, and a program capable of realizing coordination of control among a plurality of control units performing speed control from different points of view.
A first control unit that operates in response to an operation of an occupant of a vehicle or based on a result of detecting a state of the occupant, the first control unit performing control to decelerate and stop the vehicle. A control unit and a second control unit for at least controlling the speed of the vehicle are provided, and at least one of the first control unit and the second control unit satisfies the other operation condition. A driving support device that performs control in different modes depending on whether the vehicle is in the vehicle or not.
[Selected figure] Figure 1

Description

  The present invention relates to a driving support device, a driving support method, and a program.

  BACKGROUND ART An advanced driver assistance system for a vehicle that executes one or more driver assistance functions is conventionally known (see Patent Document 1). This system is an environment sensor that detects the environment around the vehicle, a driver condition monitor that monitors the driver and determines an abnormal condition of the driver, can be operated by the driver, and activates the driver assistance function And a driver assistance controller that performs one or more driver assistance functions to control the vehicle according to a target behavior determined based on the environment around the vehicle, The driver assistance controller activates the driver assistance function when the driver state monitor detects an abnormal condition of the driver while the activation switch is set to stop.

JP, 2016-135665, A

  By the way, in recent years, when a driver's physical condition worsens etc., the emergency automatic stop system which makes a vehicle stop automatically is proposed. In the prior art, no consideration has been made as to how the driver assistance function as described in Patent Document 1 and the emergency automatic stop function are coordinated.

  The present invention has been made in consideration of such circumstances, and is capable of realizing control coordination among a plurality of control units performing speed control from different points of view, a drive support method, And to provide one of the programs.

  (1): A first control unit (110) that operates in response to an operation of a vehicle occupant or based on a result of detecting the condition of the occupant, and performs control to decelerate and stop the vehicle A first control unit and a second control unit (150 or 170) for at least controlling the speed of the vehicle, wherein at least one of the first control unit and the second control unit The driving support apparatus (100) performs control in different modes depending on whether the other operation condition is satisfied or not.

  (2) In (1), the second control unit includes a recognition unit (152) that recognizes at least the position of an obstacle in front of the vehicle, and performs deceleration control based on the recognition result by the recognition unit. In the case where both the operating condition of the first control unit and the operating condition of the second control unit are satisfied, the deceleration control by the second control unit is preferentially executed. is there.

  (3): In (2), after both the operating condition of the first control unit and the operating condition of the second control unit are satisfied and the deceleration control by the second control unit is preferentially executed. When the deceleration control by the second control unit is ended, the deceleration control by the first control is started.

  (4): in (1), when the second control unit is released from its control based on an operation instructing acceleration by the occupant of the vehicle and the first control unit is in operation; The cancellation of the control of the second control unit based on the operation of instructing acceleration by the occupant of the vehicle is invalidated.

  (5) In (4), the second control unit includes a recognition unit that recognizes at least the position of an obstacle in front of the vehicle, and performs deceleration control based on the recognition result by the recognition unit. is there.

  (6) In (4), the second control unit performs control to maintain the vehicle in a stopped state as the speed control.

  (7): A first control in which the computer operates in response to an operation of an occupant of the vehicle or based on a result of detecting the state of the occupant, the first control for decelerating and stopping the vehicle And at least a second control for controlling the speed of the vehicle, and at least one of the first control and the second control satisfies the case where the other operation condition is satisfied. It is a driving assistance method performed in a different mode in the case where there is no such case.

  (8) A first control that operates on a computer according to an operation of a vehicle occupant or based on a result of detecting a state of the vehicle occupant, and is a first control that decelerates and stops the vehicle And at least a second control for controlling the speed of the vehicle, and at least one of the first control and the second control is satisfied when the other operation condition is satisfied. It is a program that is performed in a different manner when not being performed.

  According to (1) to (8), coordination of control can be realized among a plurality of control units that perform speed control from different points of view.

  According to (2), by giving priority to control by the more urgent second control unit, smooth driving can be performed.

  According to (3), the continuity of control by the first control unit can be maintained.

  According to (4) to (6), it is possible to prevent the driver's unintended acceleration from being performed.

BRIEF DESCRIPTION OF THE DRAWINGS It is a figure which shows an example of a structure of the vehicle (following, own vehicle) by which the driving assistance device 100 of embodiment is mounted. It is a figure which shows an example of the installation position of primary switch 12. FIG. It is a figure which shows an example of the screen displayed on the touch panel 11 after primary switch 12 is operated. It is a figure which shows an example of the screen displayed on the touch panel 11 after predetermined time passes. It is a figure which shows an example of the screen displayed on the touch panel 11 after the action | operation start switch 12 is operated. It is a figure which shows an example of the screen displayed on the display apparatus 11a, when the action | operation start switch 12 and the action | operation cancellation | release switch 14 are mechanical switches. It is a figure which shows the other example of the screen displayed on the display apparatus 11a, when the action | operation start switch 12 and the action | operation cancellation | release switch 14 are mechanical switches. FIG. 6 is a diagram showing an example of state transition of an emergency automatic stop control unit 110. FIG. 7 is a diagram showing an example of state transition of the anti-obstacle braking control unit 150. It is a figure which shows an example of the state transition of the electronic parking brake control part. FIG. 7 is a diagram showing an example of a flow of processing executed by the driving support device 100 when an operation condition of anti-obstacle braking control is satisfied. It is a figure which illustrated the scene where characteristic control by driving support device 100 is performed. FIG. 7 is a diagram showing an example of a configuration of a driving support device 100A including the arbitration unit 105. FIG. 2 is a diagram showing an example of a hardware configuration of a driving support device 100.

  Hereinafter, embodiments of a driving support device, a driving support method, and a program of the present invention will be described with reference to the drawings.

  FIG. 1 is a diagram showing an example of a configuration of a vehicle (hereinafter, referred to as a host vehicle) on which the driving support apparatus 100 of the embodiment is mounted. The driving support apparatus 100 includes a primary switch 10, an operation start switch 12, an operation release switch 14, a radar device 20, a camera 22, an image recognition device 24, a vehicle speed sensor 30, a brake switch 40, a brake depression amount sensor 42, and an accelerator opening degree. A sensor 44, a steering angle sensor 46, and an occupant monitoring camera 50 are connected. Further, to the driving support device 100, a throttle actuator 60, a brake actuator 62, a steering actuator 64, a hazard lamp 70, and an audio input / output device 80, which are control target devices, are connected.

  The driving support apparatus 100 includes, for example, an emergency automatic stop control unit 110, an anti-obstacle braking control unit 150, and an electronic parking brake control unit 170. The emergency automatic stop control unit 110 is, for example, a call control unit 112, a front obstacle recognition unit 114, a lane recognition unit 116, a throttle fully closed control unit 118, a brake amount determination unit 120, a steering assistance amount determination unit 122, a hazard lamp A blink instruction unit 124, a vehicle stop determination unit 126, an electronic parking brake activation instruction unit 128, and an occupant state determination unit 130 are provided. The anti-obstacle braking control unit 150 includes, for example, a front obstacle recognition unit 152, a collision possibility determination unit 154, a brake operation amount derivation 156, a brake amount determination unit 158, and an override control unit 160. The electronic parking brake control unit 170 includes a brake holding control unit 172 and an override control unit 174. These components are realized, for example, by execution of a program (software) by a hardware processor such as a central processing unit (CPU). In addition, some or all of these components may be hardware (circuits) such as LSI (Large Scale Integration), ASIC (Application Specific Integrated Circuit), FPGA (Field-Programmable Gate Array), GPU (Graphics Processing Unit), etc. Circuit (including circuitry) or may be realized by cooperation of software and hardware. The emergency automatic stop control unit 110, the anti-obstacle braking control unit 150, and the electronic parking brake control unit 170 may be realized by one processor or may be realized by distributed processors. In the latter case, the driving support device 100 may be a system in which a plurality of ECUs (Electronic Control Units) are combined.

  The primary switch 10 is a switch for making the operation start switch 12 operable. FIG. 2 is a view showing an example of the installation position of the primary switch 12. As illustrated, for example, the primary switch 12 is installed on the front side of the in-vehicle ceiling CE (in the vicinity of the rearview mirror RM). The operation start switch 12 is a switch for instructing the operation start of the emergency automatic stop control. The operation cancellation switch 14 is a switch for instructing the operation cancellation of the emergency automatic stop control. These aspects will be described later.

  The radar device 20 emits radio waves such as millimeter waves in front of the host vehicle, and detects radio waves (reflected waves) reflected by the object to detect at least the position (distance and direction) of the object. One or more of the radar devices 20 are attached to any part of the host vehicle. The radar device 20 may detect the position and the velocity of the object by a frequency modulated continuous wave (FM-CW) method. The radar device 20 outputs the detection result to the driving support device 100.

  The camera 22 is a digital camera using a solid-state imaging device such as, for example, a charge coupled device (CCD) or a complementary metal oxide semiconductor (CMOS). One or more cameras 22 are attached to any part of the vehicle. When imaging the front, the camera 22 is attached to the top of the front windshield, the rear surface of the rearview mirror, or the like. For example, the camera 22 periodically and repeatedly images the periphery of the vehicle. The camera 22 may be a stereo camera.

  The image recognition device 24 recognizes the position, type, speed and the like of an object present around the host vehicle based on the image captured by the camera 22. The image recognition device 24 outputs the recognition result to the driving support device 100.

  The vehicle speed sensor 30 detects the speed of the host vehicle. The vehicle speed sensor 30 outputs the detection result to the driving support device 100.

  The brake switch 40 is attached to the brake pedal and detects the presence or absence of depression of the brake pedal. The brake switch 40 outputs the detection result to the driving support device 100. The brake depression amount sensor 42 is attached to the brake pedal and detects the depression amount (or depression pressure) of the brake pedal. The brake depression amount sensor 42 outputs the detection result to the driving support device 100. An accelerator opening degree sensor 44 is attached to the accelerator pedal and detects an operation amount of the accelerator pedal. The accelerator opening degree sensor 44 outputs the detection result to the driving support device 100. Hereinafter, the operation of the accelerator pedal by the occupant of the host vehicle may be referred to as an accelerator operation. The steering angle sensor 46 detects an operating angle of the steering wheel. The steering angle sensor 46 outputs the detection result to the driving support device 100.

  The occupant monitoring camera 50 is a digital camera using a solid-state imaging device such as a CCD or a CMOS. The occupant monitor camera 50 captures an image focusing on the face of the occupant seated in the driver's seat.

  The throttle actuator 60 is attached to a throttle valve that adjusts the amount of air supplied to the engine, and adjusts the driving force of the vehicle by adjusting the opening of the throttle valve (throttle opening).

  The brake actuator 62 controls the amount of brake (brake torque, braking force) acting on the host vehicle. The brake actuator 62 may be separately provided with a mechanism for driving a brake shoe by a booster and a mechanism for directly driving a brake shoe used for electronic parking brake control.

  The steering actuator 64 is attached to the steering mechanism of the host vehicle and outputs a steering force to the wheels.

  The hazard lamp 70 is mainly attached to the rear of the vehicle, and blinks in the on state. The audio output device 80 includes a speaker.

[Automatic emergency stop control]
The emergency automatic stop control unit 110 will be described below. The emergency automatic stop control unit 110 controls the vehicle to gradually decelerate and automatically stop on the road shoulder or the like according to the operation of the occupant of the vehicle or the condition of the occupant seated in the driver's seat (hereinafter referred to as emergency) Automatic stop control) is performed. For example, when it is determined that the physical condition has deteriorated and it is difficult to continue the driving, the occupant of the host vehicle operates the primary switch 10 and the operation start switch 12 to start the emergency automatic stop control. In addition, the emergency automatic stop control may be automatically started when the state of the occupant seated in the driver's seat is a state in which it is difficult to continue driving. In addition, in response to the emergency automatic stop control, a call may be made to an emergency center or the like, or information may be transmitted by e-mail or the like.

  When the primary switch 10 is operated, the switch display / output voice control unit 112 of the emergency automatic stop control unit 110 does not allow the touch panel 11 to operate the operation start switch 12 and the operation release switch 14 (switch Operation is disabled)).

  FIG. 3 is a view showing an example of a screen displayed on the touch panel 11 after the primary switch 12 is operated. For example, the switch display / output audio control unit 112 causes the touch panel 11 to gray out the operation start switch 12 and the operation release switch 14 and indicates that these switches are not operable (the operation on the switches is invalid). Notify The switch display / output audio control unit 112 continues to display such a screen on the touch panel 11 until a predetermined time (for example, about 3 seconds) elapses after the primary switch 12 is operated.

  When a predetermined time has elapsed since the primary switch 12 was operated, the switch display / output audio control unit 112 causes the touch panel 11 to display the operation start switch 12 in an operable state, and the operation release switch 14 Is displayed in a non-operable state. Such control is merely an example, and the switch display / output audio control unit 112 causes the operation start switch 12 to be displayed in an operable state as soon as the primary switch 12 is operated, and the operation release switch 14 May be displayed in a non-operable state.

  FIG. 4 is a view showing an example of a screen displayed on the touch panel 11 after a predetermined time has elapsed. For example, the switch display / output audio control unit 112 causes the touch panel 11 to highlight the operation start switch 12 and gray out the operation release switch 14 to newly operate the operation start switch 12 (operation on the switch To notify the crew that At this time, the switch display / output voice control unit 112 notifies the occupant by text or voice that emergency emergency stop control is to be started when the highlighted operation display switch 12 is operated (touched). You may

  When the operation start switch 12 displayed in the operable state is operated by the occupant, the switch display / output voice control unit 112 causes the touch panel 11 to display the operation start switch 12 in a state in which the operation start switch 12 is not operable. 14 is displayed in an operable state.

  FIG. 5 is a view showing an example of a screen displayed on the touch panel 11 after the operation start switch 12 is operated. For example, the switch display / output audio control unit 112 causes the touch panel 11 to gray out the operation start switch 12 and highlight the operation release switch 14 so that the operation release switch 14 can be newly operated. To the crew. At this time, the switch display / output voice control unit 112 causes the occupant to cancel (terminate) the emergency automatic stop control when the operation release switch 14 which has been highlighted is operated (touched). It may be notified by voice.

  Further, in the above-described example, although the operation start switch 12 and the operation release switch 14 are described as being virtual switches displayed on the touch panel 11, the present invention is not limited thereto. For example, the actuation start switch 12 and the actuation release switch 14 may be provided as mechanical switches.

  FIG. 6 is a view showing an example of a screen displayed on the display device 11 a when the operation start switch 12 and the operation release switch 14 are mechanical switches. As in the illustrated example, the operation start switch 12 and the operation release switch 14 are provided, for example, below the display device 11a. For example, when a predetermined time has elapsed since the primary switch 12 was operated, the switch display / output audio control unit 112 causes the operation start switch 12 to transition from the inoperable state to the operable state. The operation release switch 14 is kept in the non-operable state. Then, the switch display / output voice control unit 112 causes the display device 11 a to display characters and symbols indicating that the operation start switch 12 is in an operable state. In the example shown in the figure, the switch display / output voice control unit 112 indicates that the character “operation start switch is valid” and the switch is positioned below in the area of the screen located above the operation start switch 12 An arrow is displayed to indicate. Such control is merely an example, and the switch display / output audio control unit 112 causes the operation start switch 12 to transition from the inoperable state to the operable state as soon as the primary switch 12 is operated. May be

  FIG. 7 is a view showing another example of the screen displayed on the display device 11a when the operation start switch 12 and the operation release switch 14 are mechanical switches. For example, the switch display / output voice control unit 112 causes the operation start switch 12 to transition from the operable state to the inoperable state when the operation start switch 12 that has been shifted to the operable state is operated by the occupant. , And switches the operation release switch 14 from the inoperable state to the operable state. Then, the switch display / output voice control unit 112 causes the display device 11a to display characters or symbols indicating that the operation release switch 14 is in an operable state. In the example shown in the figure, the switch display / output voice control unit 112 has the character “activation release switch is effective” and the switch located below in the area of the screen located above the operation release switch 14 An arrow is displayed to indicate.

  Note that the configuration in which the primary switch 10 and the operation start switch 12 are separately provided as described above is merely an example, and the driving support apparatus 100 may receive an instruction to start the emergency automatic stop control from one switch.

  The front obstacle recognition unit 114 refers to the detection result of the radar device 20 and the recognition result of the image recognition device 24 in order to determine the target position to automatically stop the vehicle, and a vehicle existing ahead of the vehicle Recognize the location and speed of pedestrians, bicycles and other obstacles.

  The lane recognition unit 116 refers to the recognition result of the image recognition device 24 and recognizes the position of the road division line existing around the vehicle and the position of the lane. Then, the lane recognition unit 116 recognizes the relative position of the vehicle relative to the lane.

  The throttle fully closed control unit 118 is started after the emergency automatic stop control is started, and controls the throttle actuator 60 to fully close the throttle opening degree.

  The brake amount determination unit 120 determines a brake amount (automatic stop brake amount) for stopping the host vehicle in emergency automatic stop control, and outputs the determined amount to the brake actuator 62. For example, the brake amount determination unit 120 performs an automatic stop brake so that the host vehicle decelerates at a constant deceleration based on the positions of obstacles before and after the host vehicle and the speed of the host vehicle. Determine the amount. There is no particular limitation on the specific method of determining the amount of automatic stop braking, and any method such as speed feedback may be used. When the automatic stop brake amount determined by the brake amount determination unit 120 exceeds the brake amount based on the detection result of the brake depression amount sensor 42, the brake amount determination unit 120 outputs the latter brake amount to the brake actuator 62. You may

  The steering assistance amount determination unit 122 determines a steering assistance amount for guiding the host vehicle to the target position in emergency automatic stop control, and outputs the steering assistance amount to the steering actuator 62.

  The hazard lamp blink instruction unit 124 is activated after the emergency automatic stop control is started, and continuously turns on the hazard lamp 70 (instructions to blink).

  The vehicle stop determination unit 126 determines whether or not the own vehicle has stopped in the process of the emergency automatic stop control. Specifically, the vehicle stop determination unit 126 determines whether the speed of the host vehicle output by the vehicle speed sensor 30 is less than the stop determination threshold Vstp, and the speed of the host vehicle is less than the stop determination threshold Vstp It is determined that the vehicle has stopped.

  When the vehicle stop determination unit 126 determines that the host vehicle has stopped, the electronic parking brake activation instructing unit 128 instructs the electronic parking brake control unit 170 to operate.

  The occupant state determination unit 130 analyzes the captured image of the occupant monitor camera 50, and determines whether or not it is difficult for the occupant seated in the driver's seat to continue driving. For example, the occupant state determination unit 130 determines whether or not it is difficult for the occupant to continue driving based on the movement of the eyes of the occupant, the state of eyebrows, and the like.

  The emergency automatic stop control unit 110 does not perform the control release based on the accelerator operation as the anti-obstacle braking control unit 150 and the electronic parking brake control unit 170 do. That is, during the operation of the emergency automatic stop control unit 110, the accelerator operation is invalid.

[Anti-obstacle braking control]
Hereinafter, the anti-obstacle braking control unit 150 will be described. The anti-obstacle braking control unit 150 specifies the position of a vehicle, a pedestrian, a bicycle or other obstacle in the vicinity (especially in front) of the host vehicle, and decelerates the vehicle in response to the host vehicle approaching the obstacle. Control (hereinafter referred to as obstacle braking control).

  The front obstacle recognition unit 152 refers to the detection result of the radar device 20 and the recognition result of the image recognition device 24, and recognizes the position and speed of a vehicle, a pedestrian, a bicycle or other obstacle existing in front of the own vehicle. .

  The collision possibility determination unit 154 refers to the recognition result of the front obstacle recognition unit 152 to determine the collision possibility between the host vehicle and the obstacle. For example, the collision possibility determination unit 154 calculates TTC (Time To Collision) between the own vehicle and the obstacle, and when the TTC is smaller than the collision determination threshold Tcol, the possibility of collision between the own vehicle and the obstacle is possible. Determine that there is a sex.

  The brake operation amount deriving unit 156 refers to the detection result of the brake depression amount sensor 42 and derives the brake operation amount (or the brake amount output as a result thereof) made by the occupant of the host vehicle.

  The brake amount determination unit 158 first determines the brake amount (anti-obstacle brake amount) based on the presence of the obstacle based on the determination result by the collision possibility determination unit 154 and the process of the process, and the brake actuator 62 Output to The anti-obstacle braking amount is determined, for example, to be larger as the TTC between the host vehicle and the obstacle is smaller. If the brake amount based on the brake operation amount derived by the brake operation amount deriving unit 156 exceeds the anti-obstacle brake amount, the brake amount determining unit 120 may output the latter brake amount to the brake actuator 62. .

  The override control unit 160 detects that the accelerator opening sensor 44 detects the accelerator operation of the occupant of the host vehicle while the anti-obstacle braking control is being performed (more specifically, the accelerator opening is operated. When the threshold Tac is exceeded, the anti-obstacle braking control is canceled. However, when the emergency automatic stop control is in operation (including in the standby state), the anti-obstacle braking control is not canceled.

[Electronic parking brake control]
The electronic parking brake control unit 170 performs control (electronic parking brake control) to hold the stopped state of the vehicle in response to an operation on a switch (not shown) or in response to an instruction from the emergency automatic stop control unit 110. .

  The brake holding control unit 172 instructs the brake actuator 62 to output a fixed amount of brake to maintain the stopped state of the vehicle. The fixed amount of brake is a amount of brake that can keep the vehicle stationary even if the road surface on which the vehicle is present has a certain degree of slope. The override control unit 174 releases the electronic parking brake control when the accelerator operation amount sensor 44 detects an accelerator operation of the occupant of the host vehicle. However, when the own vehicle is stopped by the emergency automatic stop control, the override control unit 174 does not cancel the electronic parking brake control based on the accelerator operation.

[Collaborative control]
Hereinafter, coordinated control by the emergency automatic stop control unit 110, the anti-obstacle braking control unit 150, and the electronic parking brake control unit 170 will be described.

  FIG. 8 is a diagram showing an example of state transition of the emergency automatic stop control unit 110. As shown in FIG. The emergency automatic stop control unit 110 does nothing and stands by in the “off state”. When the switch operation is performed, or when the occupant sitting in the driver's seat is in a state where it is difficult to continue the driving, the transition to "during deceleration by emergency automatic stop control" is made.

  In the state of "during deceleration by emergency automatic stop control", the emergency automatic stop control unit 110 decelerates the host vehicle and blinks the hazard lamp 70. Further, when the anti-obstacle braking control is activated in this state (the same applies when the anti-obstacle braking control is activated first), the state is transitioned to "during emergency emergency stop control".

  In the state of “emergency automatic stop control standby”, the emergency automatic stop control unit 110 blinks the hazard lamp 70 without participating in the acceleration / deceleration control. In this state, when the anti-obstacle braking control becomes inoperative, transition is made to "during deceleration by emergency automatic stop control".

  In addition, when it is determined that the own vehicle has stopped in the state of "decelerating by emergency automatic stop control" or "during emergency emergency stop control", the emergency automatic stop control unit 110 stops the own vehicle. Hold and flash the hazard lamp 70.

  FIG. 9 is a diagram showing an example of state transition of the anti-obstacle braking control unit 150. As shown in FIG. The anti-obstacle braking control unit 150 does nothing and stands by in the “off state”. When the operation condition of the anti-obstacle braking control is satisfied and the emergency automatic stop control is on standby, the anti-obstacle braking control unit 150 transitions to "during deceleration by anti-obstacle braking control (1)" . In this state, the anti-obstacle braking control unit 150 decelerates the host vehicle, and cancels cancellation of the anti-obstacle braking control by the override control unit 160 (AOR; Accel Over Ride in the figure).

  If the operation condition of the anti-obstacle braking control is satisfied and the emergency automatic stop control is not in standby, the anti-obstacle braking control unit 150 transitions to “during deceleration by anti-obstacle braking control (2)”. In this state, the anti-obstacle braking control unit 150 decelerates the vehicle and enables cancellation of the anti-obstacle braking control by the override control unit 160. When the emergency automatic stop control is activated in this state and the standby state is established, the anti-obstacle braking control unit 150 transitions to "during deceleration by anti-obstacle braking control (1)".

  FIG. 10 is a diagram showing an example of state transition of the electronic parking brake control unit 170. As shown in FIG. The electronic parking brake control unit 170 stands by without doing anything in the “off state”. The electronic parking brake control unit 170 transitions to “during stop holding by emergency automatic stop control” when there is an operation instruction by the emergency automatic stop control. In this state, the electronic parking brake control unit 170 holds the stopped state of the host vehicle and invalidates the release of the electronic parking brake control by the override control unit 174.

  On the other hand, when there is an operation instruction by the occupant operation, the electronic parking brake control unit 170 transitions to “during stop holding by the occupant operation”. In this state, the electronic parking brake control unit 170 holds the stopped state of the host vehicle, and enables the release of the electronic parking brake control by the override control unit 174. Note that, even in the case where the emergency automatic stop control is released by the operation of the operation release switch 14 in the “during automatic stop control during emergency stop”, the electronic parking brake control unit 170 “is in the stop holding by the occupant operation”. Transition to

Processing flow
FIG. 11 is a diagram showing an example of the flow of processing executed by the driving support device 100 when the operation condition of the anti-obstacle braking control is satisfied. First, the driving support apparatus 100 determines whether or not the emergency automatic stop control is in operation (step S200). The determination subject in step S200 may be either the emergency automatic stop control unit 110 or the anti-obstacle braking control unit 150, or an arbitration unit (described later) higher than these. If “the driving support apparatus 100” is described in the description related to this flowchart, it is assumed that the determination subject does not matter in the same manner.

  When the emergency automatic stop control is in operation, the emergency automatic stop control unit 110 stops the deceleration control by the emergency automatic stop control (step S202). Next, the anti-obstacle braking control unit 150 executes deceleration control by anti-obstacle braking control (step S204). In this state, the accelerator operation is invalidated (step S206).

  Next, the driving support apparatus 100 determines whether the anti-obstacle braking control has been released (step S208). The anti-obstacle braking control is released, for example, when the TTC between the host vehicle and the obstacle becomes sufficiently large. If the anti-obstacle braking control has not been released, the process returns to step S204.

  When the anti-obstacle braking control is released, the driving support apparatus 100 determines whether or not the emergency automatic stop control is continuing (step S210). If the emergency automatic stop control is not continuing, the processing of this flowchart ends.

  When the emergency automatic stop control is continuing, the emergency automatic stop control unit 110 determines whether or not the own vehicle is stopped (step S212). When it is determined that the host vehicle has not stopped, the emergency automatic stop control unit 110 executes the deceleration control by the emergency automatic stop control (step S214). In this case, the process returns to step S210.

  When it is determined that the host vehicle is stopped, the emergency automatic stop control unit 110 instructs the electronic parking brake control unit 170 to hold the host vehicle stopped (step S216). In this state, the accelerator operation is invalidated (step S218).

  Next, the driving support apparatus 100 determines whether the emergency automatic stop control has been released (step S220). If the emergency automatic stop control is not released, the process returns to step S216, and the stop of the host vehicle is maintained. When the emergency automatic stop control is released, the accelerator operation is validated (step S222), and the processing of this flowchart ends.

  If a negative determination is obtained in step S200, the anti-obstacle braking control unit 150 executes deceleration control by anti-obstacle braking control (step S224). Next, the anti-obstacle braking control unit 150 determines whether anti-obstacle braking control has been released (step S226). If the anti-obstacle braking control has not been released, the process returns to step S200, and if the anti-obstacle braking control is released, the processing of this flowchart ends.

[Scene example]
FIG. 12 is a view exemplifying a scene in which the characteristic control by the driving support device 100 is performed. In the figure, time elapses are represented sequentially from the upper view, and each vehicle is traveling from left to right. At time t1, the operation start switch 12 is operated, whereby the emergency automatic stop control is started, and the host vehicle M gradually decelerates.

  At time t2, for example, when the other vehicle m cuts in front of the host vehicle M, the operation condition of the anti-obstacle braking control is satisfied. In this case, in the host vehicle M, the speed control by the emergency automatic stop control is interrupted, and the speed control is performed by the obstacle braking control. In this case, rapid deceleration may be performed as compared with the gradual deceleration at time t1.

  At time t3, when, for example, the other vehicle m accelerates or returns to the original lane, the anti-obstacle braking control is released (the operation condition is not satisfied), the emergency automatic stop control is resumed. As a result, the host vehicle M decelerates gradually and automatically stops at time t4.

  Here, as described above, the driving support apparatus recognizes the operating states of the emergency automatic stop control unit 110, the anti-obstacle braking control unit 150, and the electronic parking brake control unit 170, and instructs the state transition May be provided. FIG. 13 is a diagram showing an example of the configuration of the driving support device 100A including the arbitration unit 105. As shown in FIG. The arbitration unit 105 performs various determinations such as steps S200, S208, S210, and S220 in the flowchart of FIG. 11, and outputs an instruction to invalidate the cancellation of the anti-collision braking control by the override control unit 160. It outputs an instruction to invalidate the release of the electronic parking brake control by the unit 174 or the like.

  FIG. 14 is a diagram showing an example of a hardware configuration of the driving support device 100. As shown in FIG. As illustrated, the driving support apparatus 100 includes a communication controller 100-1, a CPU 100-2, a random access memory (RAM) 100-3 used as a working memory, and a read only memory (ROM) 100 storing a boot program and the like. And -4, a storage device 100-5 such as a flash memory or a hard disk drive (HDD), and a drive device 100-6 are mutually connected by an internal bus or a dedicated communication line. The communication controller 100-1 communicates with components other than the driving support device 100 shown in FIG. 1 and FIG. The storage device 100-5 stores a program 100-5a executed by the CPU 100-2. This program is expanded on the RAM 100-3 by a DMA (Direct Memory Access) controller (not shown) or the like and executed by the CPU 100-2. Thereby, a part or all of the emergency automatic stop control unit 110, the anti-obstacle braking control unit 150, and the electronic parking brake control unit 170 are realized.

The embodiment described above can be expressed as follows.
A hardware processor,
A storage device,
The storage device may include the hardware processor,
A first control that operates in response to an operation of an occupant of the vehicle or based on a result of detecting the state of the occupant, and performs the first control for decelerating and stopping the vehicle;
A program for performing at least a second control for controlling the speed of the vehicle is stored,
At least one of the first control and the second control is performed in different modes depending on whether the other operation condition is satisfied or not.
Driving support device.

  As mentioned above, although the form for carrying out the present invention was explained using an embodiment, the present invention is not limited at all by such an embodiment, and various modification and substitution within the range which does not deviate from the gist of the present invention Can be added.

100 driver assistance device 110 emergency automatic stop control unit 112 call control unit 114 forward obstacle recognition unit 116 lane recognition unit 118 throttle fully closed control unit 120 brake amount determination unit 122 steering assistance amount determination unit 124 hazard lamp blink instruction unit 126 vehicle Stop determination unit 128 Electronic parking brake activation instruction unit 130 Occupant state determination unit 150 Anti-object braking control unit 152 Forward obstacle recognition unit 154 Collision possibility determination unit 156 Brake operation amount derivation 158 Brake amount determination unit 160 Override control unit 170 Electronic Parking brake control unit 172 Brake holding control unit 174 Override control unit

Claims (11)

A first control unit that operates in response to an operation of a vehicle occupant or based on a result of detecting the condition of the passenger, the first control unit performing control to decelerate and stop the vehicle;
A second control unit that performs speed control of at least the vehicle;
At least one of the first control unit and the second control unit performs control in different modes depending on whether the other operation condition is satisfied or not.
Driving support device. The second control unit includes a recognition unit that recognizes at least the position of an obstacle in front of the vehicle, and performs deceleration control based on the recognition result by the recognition unit.
When the operating condition of the first control unit and the operating condition of the second control unit are both satisfied, the deceleration control by the second control unit is preferentially executed.
The driving support device according to claim 1. After both the operation condition of the first control unit and the operation condition of the second control unit are satisfied and the deceleration control by the second control unit is preferentially executed, the deceleration by the second control unit is performed. When the control ends, the deceleration control by the first control is started,
The driving support device according to claim 2. The second control unit is
The control of the vehicle is released based on an operation for instructing acceleration by the vehicle occupant,
When the first control unit is in operation, the release of the control of the second control unit based on the operation of instructing the acceleration by the occupant of the vehicle is invalidated.
The driving assistance device according to any one of claims 1 to 3. The second control unit performs control to maintain the vehicle in a stopped state as the speed control.
The driving support device according to claim 4. A first control unit that operates in response to an operation of a vehicle occupant or based on a result of detecting the condition of the passenger, the first control unit performing control to decelerate and stop the vehicle;
A recognition unit that recognizes at least the position of an obstacle in front of the vehicle, and a second control unit that performs deceleration control based on the recognition result by the recognition unit,
If the operating condition of the second control unit is satisfied when the operating condition of the first control unit is satisfied, the first control unit interrupts the control for decelerating and stopping the vehicle. In the standby state, the deceleration control by the second control unit is executed.
Driving support device. If the operating condition of the second control unit is satisfied when the operating condition of the first control unit is satisfied, then the first control unit interrupts the control for decelerating and stopping the vehicle. When the operating condition of the second control unit is not satisfied after the deceleration control by the second control unit is executed after entering the standby state, the vehicle is decelerated and stopped by the first control unit. Control is resumed,
The driving support device according to claim 6. The computer is
A first control that operates in response to an operation of an occupant of the vehicle or based on a result of detecting a state of the occupant, the first control for decelerating and stopping the vehicle;
Performing at least a second control for controlling the speed of the vehicle;
At least one of the first control and the second control is performed in different modes depending on whether the other operation condition is satisfied or not.
Driving support method. On the computer
A first control that operates in response to an operation of an occupant of the vehicle or based on a result of detecting the state of the occupant, and performs the first control for decelerating and stopping the vehicle;
At least a second control for controlling the speed of the vehicle is performed.
At least one of the first control and the second control is performed in different modes depending on whether the other operation condition is satisfied or not.
program. The computer is
A first control that operates in response to an operation of an occupant of the vehicle or based on a result of detecting a state of the occupant, the first control for decelerating and stopping the vehicle;
A second control is performed to recognize at least the position of an obstacle in front of the vehicle, and to perform deceleration control based on the recognition result by the recognition.
If the operation condition of the second control is satisfied when the operation condition of the first control is satisfied, the first control is interrupted to be in a standby state, and the deceleration control by the second control is performed. Run,
Driving support method. On the computer
A first control that operates in response to an operation of an occupant of the vehicle or based on a result of detecting the state of the occupant, and performs the first control for decelerating and stopping the vehicle;
A second control is performed to recognize at least the position of an obstacle in front of the vehicle, and to perform deceleration control based on the recognition result by the recognition.
If the operation condition of the second control is satisfied when the operation condition of the first control is satisfied, the first control is interrupted to be in a standby state, and the deceleration control by the second control is performed. Let it run,
program.

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