JP5195295B2 - Driving operation support device and driving operation support method - Google Patents

Description

  The present invention relates to a driving operation support apparatus and a driving operation support method for supporting an avoidance operation performed by a driver on an obstacle so as to avoid contact with the obstacle during traveling of the host vehicle.

Conventionally, a deviation between the yaw rate of the own vehicle and the actual yaw rate of the own vehicle necessary for avoiding contact with an obstacle is calculated, and the steering assist torque is controlled based on the calculated deviation. A driving operation support device that supports a steering operation is known (see Patent Document 1).
Japanese Patent Laid-Open No. 2007-8402

  The conventional driving operation support device is configured to control the steering assist torque based on the deviation calculated without considering the intention of the driving operation of the driver and the surrounding environment of the host vehicle. The driver may feel uncomfortable with the control intervention due to a control intervention that is not suitable for the intention of the driving operation or the surrounding environment of the host vehicle.

  The present invention has been made to solve the above-mentioned problems, and its purpose is to drive a control intervention by a control intervention that is not suitable for the driver's intention of driving operation or the surrounding environment of the host vehicle. It is to provide a driving operation support device and a driving operation support method that can prevent a person from feeling uncomfortable.

A driving operation support device and a driving operation support method according to the present invention calculate, as an avoidance route, a travel route of the host vehicle for avoiding that the host vehicle contacts an obstacle, and The control amount of the host vehicle necessary for the host vehicle to travel on the avoidance route calculated based on the deviation of the host vehicle and the risk of the driving environment of the host vehicle is corrected, and the driving state of the host vehicle is corrected according to the corrected control amount. To control.

  According to the driving operation support device and the driving operation support method according to the present invention, since the driving operation of the driver is supported in consideration of the risk of the driving state of the driver and the risk of the driving environment of the host vehicle, the control intervention In contrast, the driver can be prevented from feeling uncomfortable.

  Hereinafter, with reference to the drawings, a driving operation support device and its operation (driving operation support method) according to an embodiment of the present invention will be described.

[Configuration of driving support device]
First, with reference to FIG. 1, FIG. 2, the structure of the driving operation assistance apparatus used as embodiment of this invention is demonstrated.

  As shown in FIG. 1, a driving operation support device according to an embodiment of the present invention is mounted on a vehicle 1, and includes a radar 2, an imaging device 3, an image processing device 4, a yaw rate sensor 5, a lateral G / front / rear G sensor 6, and the like. A wheel speed sensor 7, a steering angle sensor 8, a brake pedal sensor 9, a brake actuator 10, a steering actuator 11, and a vehicle control controller 12 are provided as main components.

  The radar 2 irradiates the front of the vehicle 1 with laser light, receives reflected light from an object irradiated with the laser light by a light receiving system, and detects a time difference between the laser emission time and the reflected light receiving time. Thus, the presence / absence of an obstacle, the distance between the vehicle 1 and the obstacle, and the position of the obstacle are measured. The radar 2 inputs the measurement result to the vehicle controller 12. The imaging device 3 is provided at the front portion of the vehicle 1, captures an image in front of the vehicle 1, and outputs the image to the image processing device 4. The image processing device 4 detects the traveling environment information of the vehicle 1 such as the surrounding vehicle and the road environment by performing image processing on the image captured by the imaging device 3, and inputs the detection result to the vehicle controller 12. The laser 2, the imaging device 3, and the image processing device 4 function as the traveling environment recognition means 21 according to the present invention shown in FIG.

  The yaw rate sensor 5 detects the yaw rate generated in the vehicle 1 and inputs the detected value to the vehicle controller 12. The lateral G / front / rear G sensor 6 detects a lateral acceleration G (lateral G) and a longitudinal acceleration G (front / back G) generated in the vehicle 1, and inputs the detected values to the vehicle controller 12. The wheel speed sensor 7 detects the rotational speed (wheel speed) of each wheel of the vehicle 1 and inputs the detected value to the vehicle controller 12. The yaw rate sensor 5, the lateral G / front / rear G sensor 6, and the wheel speed sensor 7 function as the vehicle motion state detection means 22 according to the present invention shown in FIG.

  The steering angle sensor 8 detects the steering angle of the steering of the vehicle 1 and inputs the detected value to the vehicle controller 12. The brake pedal sensor 9 detects the amount of depression of the brake pedal of the vehicle 1 and inputs the detected value to the vehicle controller 12. The steering angle sensor 8 and the brake pedal sensor 9 function as the driver operation amount detection means 23 according to the present invention shown in FIG. The brake actuator 10 controls the brake fluid pressure supplied to the wheel cylinder of the vehicle 1 to generate a braking force on the vehicle 1 to perform the braking operation of the vehicle 1. The steering actuator 11 controls the steering angle of the steering of the vehicle 1 to generate a lateral force on the vehicle 1 and perform the steering operation of the vehicle 1. The brake actuator 10 and the steering actuator 11 function as the vehicle motion control means 24 according to the present invention shown in FIG.

  The vehicle controller 12 is constituted by a microcomputer and is input from a radar 2, an image processing device 4, a yaw rate sensor 5, a lateral G / front / rear G sensor 6, a wheel speed sensor 7, a steering angle sensor 8, and a brake pedal sensor 9. Based on the obtained information, the operation of the brake actuator 10 and the steering actuator 11 is controlled. The vehicle controller 12 executes the control program by the internal CPU, whereby the avoidance route generator 25, the vehicle control amount calculator 26, the vehicle control amount corrector 27, the driver risk level according to the present invention shown in FIG. It functions as the calculating means 28 and the environmental risk calculating means 29.

[Driving operation support processing]
In the driving operation support device having such a configuration, the vehicle controller 12 executes the driving operation support process shown below, so that the driver becomes an obstacle to avoid contact with the obstacle when the vehicle 1 is traveling. Supports the avoidance operation for this. Hereinafter, with reference to the flowchart shown in FIG. 3, the operation of the vehicle controller 12 when the driving operation support process is executed will be described. The flowchart shown in FIG. 3 starts at the timing when the ignition switch of the vehicle 1 is switched from the off state to the on state, and the driving operation support process proceeds to step S1.

  In the process of step S1, the vehicle controller 12 is present in an area where the vehicle 1 can travel using the input information from the radar 2 and the image processing device 34 (hereinafter referred to as “traveling path”) and in the traveling path. Detect an object. Note that the method for detecting the travel path is already known at the time of filing of the present invention, and therefore detailed description thereof is omitted. For details of the method of detecting the travel path, refer to, for example, Japanese Patent No. 3521860. Thereby, the process of step S1 is completed and a driving operation assistance process progresses to the process of step S2.

  In the process of step S2, the vehicle controller 12 uses the process result of step S1 to determine whether or not an object (hereinafter referred to as “obstacle”) that may come into contact with the vehicle 1 exists in the travel path. Is determined. Since the obstacle detection method is already known at the time of filing of the present invention, detailed description thereof will be omitted. For details of the obstacle detection method, refer to, for example, Japanese Patent Application Laid-Open No. 2000-207693. As a result of the determination, when it is determined that there is no obstacle in the travel path, the vehicle controller 12 returns the driving operation support process to the process of step S1. On the other hand, when it is determined that an obstacle is present in the travel path, the vehicle controller 12 advances the driving operation support process to step S3.

  In the process of step S3, the vehicle controller 12 uses the information on the travel path detected by the process of step S1 and the input information from the yaw rate sensor 5, the lateral G / front / rear G sensor 6, and the wheel speed sensor 7. Thus, the travel route of the vehicle 1 for avoiding contact with an obstacle in consideration of the travel route and the motion state of the vehicle 1 is generated (calculated) as an avoidance route. As shown in FIG. 4, the travel controller 12 performs the steering operation when the driver depresses the brake pedal of the vehicle 1 to start the braking operation, when the driver starts the steering operation in the right direction, and in the left direction. When started, a plurality of avoidance routes R1, R2, and R3 that match each case may be generated. At this time, the travel controller 12 does not generate an avoidance route that deviates from the range of the travel route or an avoidance route that cannot avoid contact with an obstacle when the driver operates the vehicle 1.

  Specifically, when generating the avoidance route R1 that is suitable when the driver starts the braking operation, the vehicle controller 12 starts with the yaw rate sensor 5, the lateral G / front / rear G sensor 6, and the wheel speed sensor. The deceleration of the vehicle 1 for avoiding contact with the obstacle is set in consideration of the input information from the vehicle 7 and the tire characteristics of the vehicle 1, and the vehicle 1 avoids contact with the obstacle by the set deceleration. Determine if you can. If it is determined that avoidance is possible, the vehicle controller 12 then calculates an avoidance route based on vehicle control with only deceleration within the range of the travel path. Conversely, if it is determined that avoidance is not possible, An avoidance route that avoids contact with an obstacle by generating a limited lateral force is calculated within the range of the travel path. However, regarding the lateral force, an upper limit value is set in consideration of the tire characteristics of the vehicle 1, and when a lateral force exceeding the upper limit value is required, the traveling controller 12 does not calculate an avoidance route.

  Similarly, when generating avoidance routes R2 and R3 that are suitable when the driver starts a steering operation (steering operation in the right direction, steering operation in the left direction), the vehicle controller 12 starts with the yaw rate sensor. 5, the lateral acceleration of the vehicle 1 for avoiding contact with an obstacle is set in consideration of the input information from the lateral G / front / rear G sensor 6 and the wheel speed sensor 7 and the tire characteristics of the vehicle 1. It is determined whether or not contact with an obstacle can be avoided by the lateral acceleration. If it is determined that avoidance is possible, the vehicle controller 12 then calculates an avoidance route based on vehicle control using only lateral acceleration within the range of the travel path. An avoidance route that avoids contact with an obstacle by generating a limited braking force is calculated within the range of the travel path. However, regarding the braking force, an upper limit value is set in consideration of the tire characteristics of the vehicle 1, and the traveling controller 12 does not calculate an avoidance route when a braking force exceeding the upper limit value is required. Even when the avoidance route is calculated based on the vehicle control using only the lateral acceleration, it is generally safer to pass the vehicle 1 at a speed as low as possible when calculating the vicinity of the obstacle. Alternatively, an avoidance route to which a braking force in a range not exceeding the upper limit value may be calculated. Thereby, the process of step S3 is completed and a driving operation assistance process progresses to the process of step S4.

  In the process of step S4, the vehicle controller 12 is necessary for the vehicle 1 to travel along the avoidance route calculated by the process of step S3 based on the input information from the steering angle sensor 8 and the brake pedal sensor 9. The control amounts of the brake actuator 10 and the steering actuator 11 are calculated. Thereby, the process of step S4 is completed and the driving operation support process proceeds to the process of step S4.

  In the process of step S5, the vehicle controller 12 calculates the risk level of the driving state of the driver. In the present embodiment, the vehicle controller 12 calculates a deviation between the current position of the vehicle detected by a position detection device such as GPS and the avoidance route. When the calculated deviation is less than the predetermined value, the vehicle controller 12 determines that the risk of the driving state of the driver is low, and when the calculated deviation is greater than or equal to the predetermined value, It is determined that the risk level of the driving state is high. The vehicle controller 12 may measure and estimate the driver's arousal level and the degree of concentration on the driving operation as the risk level of the driving state of the driver. Thereby, the process of step S5 is completed and the driving operation support process proceeds to the process of step S6.

In the process of step S <b> 6, the vehicle controller 12 calculates the risk level of the traveling environment of the vehicle 1. In the present embodiment, the vehicle controller 12 uses the information on the distance between the obstacle and the vehicle 1 and the relative speed between the obstacle and the vehicle 1 to predict the time TTC until the vehicle 1 comes into contact with the obstacle. Is calculated. The distance between the obstacle and the vehicle 1 can be calculated from input information from the radar 2, and the relative speed between the vehicle 1 and the obstacle can be calculated by, for example, differentiating the calculated distance. When the calculated predicted time TTC is equal to or greater than the predetermined value T _TTC , the vehicle controller 12 determines that the risk of the traveling environment of the vehicle 1 is low, and the calculated predicted time TTC is less than the predetermined value T _TTC . In some cases, it is determined that the risk of the traveling environment of the vehicle 1 is high. In addition, the vehicle controller 12 is combined with the predicted time TTC until the vehicle 1 comes into contact with the obstacle, the predicted time TLC until the vehicle 1 deviates from the traveling path, the moving speed of the obstacle, the wheel speed of the vehicle 1 and the like. By setting a risk evaluation function in consideration of the above, the risk of the traveling environment of the vehicle 1 may be calculated using a plurality of parameters. Thereby, the process of step S6 is completed and a driving operation assistance process progresses to the process of step S7.

  In the process of step S7, the vehicle controller 12 is based on the risk of the driving state of the driver calculated by the process of step S5 and the risk of the driving environment of the vehicle 1 calculated by the process of step S6. The control amounts of the brake actuator 10 and the steering actuator 11 calculated by the process of step S4 are corrected. Specifically, the vehicle controller 12 controls the brake actuator 10 and the steering actuator 11 as shown in FIG. 5 when both the risk of the driving state of the driver and the risk of the driving environment of the vehicle 1 are low. By reducing the amount, the control amount is driven by the driver. On the other hand, when both the danger level of the driving state of the driver and the danger level of the traveling environment of the vehicle 1 are high, the vehicle controller 12 does not correct the control amounts of the brake actuator 10 and the steering actuator 11, thereby Control amount.

  The shades in FIG. 5 indicate the control gain. The closer to black, the closer the control gain is to 0. Conversely, the closer to white, the closer the control gain is to 1. Further, as shown in FIG. 6, the vehicle controller 12 is configured so that when the risk of the traveling environment of the vehicle 1 is high, the brake controller is controlled by the device so that the control amount is controlled regardless of the risk of the driving state of the driver. 10 and the control amount of the steering actuator 11 may be corrected. This is because when the predicted time TTC until the vehicle 1 comes into contact with an obstacle or the predicted time TLC until the vehicle 1 deviates from the traveling path is shortened, the risk of the traveling environment of the vehicle 1 increases. Since the distance between 1 and the obstacle or the road boundary is shortened, the laser 2, the imaging device 3, and the image processing device 4 functioning as the traveling environment recognition means 21 are required to have high detection accuracy. This is because a quick driving operation is required to avoid contact with the vehicle. Thereby, the process of step S7 is completed and the driving operation support process proceeds to the process of step S8.

  In the process of step S8, the vehicle controller 12 controls the brake actuator 10 and the steering actuator 11 with the control amounts after the process of step S7, so that the vehicle 1 is moved along the avoidance path generated by the process of step S3. The brake actuator 10 and the steering actuator 11 are controlled so as to travel. Thereby, the process of step S8 is completed and the driving operation support process proceeds to the process of step S9.

  In the process of step S9, the vehicle controller 12 determines whether or not there is no possibility of contact between the vehicle 1 and the obstacle. As a result of the determination, if the possibility of contact is not lost, the vehicle controller 12 maintains the current control state, and returns the driving operation support process to the process of step S1 at the timing when the possibility of contact is lost. The driving support process for the obstacle is executed.

  As is apparent from the above description, in the driving operation support device according to the embodiment of the present invention, the vehicle controller 12 determines the travel route of the vehicle 1 for avoiding the vehicle 1 from contacting an obstacle. And the control amount of the host vehicle necessary for the host vehicle to travel on the avoidance route calculated based on the risk of the driving state of the driver and the risk of the driving environment of the vehicle 1 is corrected. The traveling state of the vehicle 1 is controlled in accordance with the controlled amount. According to such a configuration, it is possible to support the driver's driving operation in consideration of both the driver's condition and the danger level of the surrounding environment of the vehicle 1, so that the driver feels uncomfortable with the control intervention. Can be prevented.

  In the driving operation support device according to the embodiment of the present invention, the vehicle controller 12 reduces the control amount of the vehicle 1 when the risk of the driving state of the driver and the risk of the driving environment of the vehicle 1 are low, When the risk of the driving state of the driver or the risk of the driving environment of the vehicle 1 is high, the control amount of the vehicle 1 is not corrected. According to such a configuration, even if the calculated avoidance route differs from the actual travel route of the vehicle 1 as long as the driver makes a correct determination and operation for avoiding contact with an obstacle. Since the control amount of the vehicle 1 becomes weak, the driver's uncomfortable feeling with respect to the control intervention can be reduced, and the driver's driving operation can be supported when the vehicle 1 may come into contact with an obstacle.

  In the driving operation support device according to the embodiment of the present invention, when the risk of the driving environment of the vehicle 1 is high, the vehicle controller 12 corrects the control amount of the own vehicle regardless of the risk of the driving state of the driver. do not do. According to such a configuration, when the possibility that the vehicle 1 is in contact with the obstacle is extremely high, such as when the distance between the obstacle and the vehicle 1 is short, the driver's condition is not related to the driver's state. Driving operation can be supported.

  As mentioned above, although embodiment which applied the invention made | formed by this inventor was demonstrated, this invention is not limited with the description and drawing which make a part of indication of this invention by this embodiment. For example, the vehicle controller 12 may calculate the reliability of the detection result of the traveling road and the obstacle, and may change the control gain shown in FIGS. 4 and 5 according to the calculated reliability. As the reliability index, the reflected light intensity of the radar 2, the density of the image detected by the image processing device 4, and the like can be used. Further, as a method for changing the control gain, as shown in FIG. 7, when the reliability is low, the region R1 that becomes the operation-driven control gain by the driver is expanded to the region R1 ′, and the region becomes the device-driven control gain. R2 is narrowed to region R2 ′. According to such processing, when the reliability of the detection result of the road and the obstacle is low, the driver is prevented from feeling uncomfortable with the control intervention, and conversely, when the reliability is high, the driver himself By reliably supporting the avoidance operation according to, the reliability of the detection result of the travel path and the obstacle can be reflected in the driving operation support process. As described above, it should be added that other embodiments, examples, operation techniques, and the like made by those skilled in the art based on this embodiment are all included in the scope of the present invention.

It is a block diagram which shows the structure of the driving operation assistance apparatus used as embodiment of this invention. It is a functional block diagram of the driving operation support device shown in FIG. It is a flowchart figure which shows the flow of the driving operation assistance process used as embodiment of this invention. It is a figure which shows an example of the avoidance path | route produced | generated from the driving operation assistance process shown in FIG. It is a figure which shows the relationship between the risk degree of a driver | operator and an environment, and a control gain. It is a figure which shows the other degree of risk of a driver | operator and an environment, and another relationship of a control gain. It is a figure for demonstrating the method to change the relationship between the danger degree of a driver | operator and an environment, and a control gain according to the reliability of the detection result of a driving path and an obstruction.

Explanation of symbols

1: vehicle 2: radar 3: imaging device 4: image processing device 5: yaw rate sensor 6: lateral G / front-rear G sensor 7: wheel speed sensor 8: steering angle sensor 9: brake pedal sensor 10: brake actuator 11: steering actuator 12: Vehicle controller 21: Traveling environment recognition means 22: Vehicle motion state detection means 23: Driver operation amount detection means 24: Vehicle motion control means 25: Avoidance route generation means 26: Vehicle control amount calculation means 27: Vehicle control amount Correction means 28: Driver risk calculation means 29: Environmental risk calculation means

Claims (5)

Traveling environment recognition means for recognizing the traveling path of the host vehicle and obstacles present in the traveling path;
Vehicle motion state detection means for detecting the traveling state of the host vehicle;
Based on the travel path of the host vehicle recognized by the travel environment recognition unit and the travel state of the host vehicle detected by the vehicle motion state detection unit, the host vehicle contacts the obstacle recognized by the travel environment recognition unit. Avoidance route calculation means for calculating a travel route of the host vehicle for avoiding to be performed as an avoidance route;
A driver operation amount detecting means for detecting a driving operation amount of the driver of the own vehicle;
A vehicle control amount for calculating a control amount of the host vehicle necessary for the host vehicle to travel on the avoidance route calculated by the avoidance route calculation unit based on the driving operation amount detected by the driver operation amount detection unit. A calculation means;
A driver risk calculating means for calculating a deviation between the current position of the host vehicle and the avoidance route ;
Environmental risk calculation means for calculating the risk of the driving environment of the host vehicle;
Based on the deviation calculated by the driver risk calculating means and the risk of the driving environment of the host vehicle calculated by the environmental risk calculating means, the vehicle control amount calculating means calculates the vehicle control amount calculating means. Control amount correction means for correcting the control amount;
And a vehicle motion control means for controlling the running state of the host vehicle in accordance with the control amount corrected by the control amount correction means. The driving operation support device according to claim 1,
The control amount correction means, when the risk of the driving state of the driver calculated by the driver risk calculation means and the risk of the driving environment of the host vehicle calculated by the environmental risk calculation means are low, The control amount of the own vehicle calculated by the vehicle control amount calculation means is reduced, and the risk of the driving state of the driver calculated by the driver risk calculation means or the own vehicle calculated by the environmental risk calculation means When the risk of the driving environment is high, the driving operation support device does not correct the control amount of the host vehicle calculated by the vehicle control amount calculation means. In the driving support device according to claim 2,
The control amount correcting means is related to the risk of the driving state of the driver calculated by the driver risk calculating means when the risk of the driving environment of the host vehicle calculated by the environmental risk calculating means is high. The driving operation support apparatus is characterized in that the control amount of the host vehicle calculated by the vehicle control amount calculation means is not corrected. In the driving support device according to claim 2 or claim 3,
The driving environment recognizing unit includes a reliability calculating unit that calculates the reliability of the recognition result, and the control amount correcting unit calculates the driver risk when the reliability calculated by the reliability calculating unit is low. The degree of reliability of the control amount of the host vehicle calculated when the risk level of the driving state of the driver calculated by the means and the risk level of the driving environment of the host vehicle calculated by the means for calculating the environmental risk are low are high in reliability. A driving operation support apparatus characterized by being made smaller than the case. A first process for recognizing a travel path of the host vehicle and an obstacle present in the travel path;
A second process for detecting the traveling state of the host vehicle;
Based on the travel path of the host vehicle recognized by the first process and the travel state of the host vehicle detected by the second process, the host vehicle avoids contact with the obstacle recognized by the first process. A third process for calculating a travel route of the host vehicle as an avoidance route,
A fourth process for detecting the amount of driving operation of the driver of the host vehicle;
A fifth process for calculating a control amount of the host vehicle necessary for the host vehicle to travel on the avoidance route calculated by the third process based on the driving operation amount detected by the fourth process;
A sixth process for calculating a deviation between the current position of the host vehicle and the avoidance route ;
A seventh process for calculating the risk of the traveling environment of the host vehicle;
Based on the deviation calculated by the sixth process and the risk of the traveling environment of the host vehicle calculated by the seventh process, the control amount of the host vehicle calculated by the fifth process is corrected. Processing,
And a ninth process for controlling the running state of the host vehicle according to the control amount corrected by the eighth process.