JP2023115861A - Driving support device - Google Patents

Abstract

The present invention provides driving assistance during deceleration and stopping in consideration of the driving characteristics of a driver. A driving support device includes a range setting unit that sets an operating point range AR that is estimated to include an operating point P when the own vehicle 101 stops at a stop line, When the stop line is recognized while the vehicle 101 is traveling toward the stop line, a determination unit that determines whether or not the operating point P exceeds the upper limit (characteristic fb) of the operating point range AR; exceeds the upper limit of the operating point range AR, the deceleration of the own vehicle 101 is increased and/or the deceleration operation is urged to the driver. and an output unit that outputs a control signal to at least one of [Selection drawing] Fig. 4

Description

The present invention relates to a driving assistance device that assists a driver in driving a vehicle.

As a device of this type, there is conventionally known a device that reflects the driving characteristics of the driver in automatic driving and automatically drives the vehicle according to the driving characteristics of the driver (see, for example, Patent Document 1). . Driving by automatic driving or driving with driving assistance is preferable in order to improve traffic safety.

Japanese Patent No. 6838718

The device described in Patent Literature 1 is configured to run the vehicle by automatic driving in consideration of the driving characteristics of the driver. On the other hand, even when the vehicle is running in manual operation, it is desirable to provide driving assistance in consideration of the driving characteristics of the driver in order to appropriately stop the vehicle.

A driving support device that is one aspect of the present invention includes an information acquisition unit that acquires information on an operating point represented by a distance from a mandatory stop position to the vehicle and a vehicle speed, where the vehicle must stop, and information Based on the storage unit that stores the information on the operating point acquired by the acquiring unit and the information on the operating point stored in the storage unit, it is estimated that the operating point is included when the host vehicle stops at the stop-obligation position. A range setting unit that sets an operating point range, a stop position recognition unit that recognizes the mandatory stop position while the vehicle is traveling, and when the vehicle is traveling toward the mandatory stop position due to the driver's driving operation, a determination unit that determines, when the mandatory stop position is recognized by the stop position recognition unit, whether or not the operating point acquired by the information acquisition unit exceeds the upper limit of the operating point range set by the range setting unit; When it is determined that the operating point exceeds the upper limit of the operating point range, the deceleration of the own vehicle increases and/or the driver is urged to decelerate. and an output unit that outputs a control signal to at least one of the units.

ADVANTAGE OF THE INVENTION According to this invention, the driving support at the time of deceleration stop can be performed in consideration of the driving characteristic of a driver|operator.

1 is a block diagram schematically showing the overall configuration of a vehicle control system for an autonomous vehicle having a driving support device according to an embodiment of the present invention; FIG. The figure which shows an example of the driving|running|working scene which the driving assistance device which concerns on embodiment of this invention assumes. 1 is a block diagram showing the configuration of a main part of a driving assistance device according to an embodiment of the invention; FIG. The figure which shows an example of the operating point of the own vehicle which has the driving assistance device which concerns on embodiment of this invention. FIG. 4 is a flowchart showing an example of processing executed by the controller in FIG. 3; FIG.

An embodiment of the present invention will be described below with reference to FIGS. 1 to 5. FIG. A driving assistance device according to an embodiment of the present invention assists a driver in driving a vehicle, and is used in a situation where the driver is manually operating the vehicle. Therefore, the driving support device is applied to a manually operated vehicle that travels according to the driving operation of the driver. Even in an automatically driving vehicle having an automatic driving function, if the vehicle is configured to be switchable from the automatic driving mode to the manual driving mode, the driving support device can be similarly applied when traveling in the manual driving mode.

A vehicle to which the driving support device according to the present embodiment is applied may be called an own vehicle to distinguish it from other vehicles. The host vehicle may be any of an engine vehicle having an internal combustion engine (engine) as a drive source, an electric vehicle having a drive motor as a drive source, and a hybrid vehicle having both an engine and a drive motor as drive sources. Below, as an example, an example in which the driving support device is applied to an automatically-operated vehicle configured to be switchable from the automatic operation mode to the manual operation mode will be described.

[Automatic driving vehicle configuration]
First, the configuration of the automatic driving vehicle will be described. FIG. 1 is a block diagram schematically showing the overall configuration of a vehicle control system 100 for own vehicle having a driving support device according to an embodiment of the present invention. As shown in FIG. 1, the vehicle control system 100 includes a controller 10, an external sensor group 1 communicatively connected to the controller 10, an internal sensor group 2, an input/output device 3, a positioning unit 4, It mainly has a map database 5, a navigation device 6, a communication unit 7, and an actuator AC for traveling.

The external sensor group 1 is a general term for a plurality of sensors (external sensors) that detect external conditions, which are peripheral information of the vehicle. For example, the external sensor group 1 includes a lidar that measures the scattered light of the vehicle's omnidirectional light and measures the distance from the vehicle to surrounding obstacles; A radar that detects other vehicles and obstacles around the vehicle, a camera that is mounted on the vehicle and has an imaging device such as a CCD or CMOS that captures the surroundings of the vehicle (front, rear, and sides). included.

The internal sensor group 2 is a general term for a plurality of sensors (internal sensors) that detect the running state of the own vehicle. For example, the internal sensor group 2 includes a vehicle speed sensor for detecting the vehicle speed of the vehicle, an acceleration sensor for detecting the acceleration in the longitudinal direction and the acceleration in the lateral direction (lateral acceleration) of the vehicle, and the rotation speed of the drive source. A rotation speed sensor, a yaw rate sensor that detects the rotational angular velocity around the vertical axis of the center of gravity of the vehicle, and the like are included. The internal sensor group 2 also includes sensors that detect driver's driving operations in the manual driving mode, such as accelerator pedal operation, brake pedal operation, steering wheel operation, and the like.

The input/output device 3 is a general term for devices to which commands are input from drivers and information is output to drivers. For example, the input/output device 3 includes various switches for the driver to input various commands by operating operation members, a microphone for the driver to input commands by voice, a display for providing information to the driver via a display image, and a voice command for the driver. A speaker for providing information is included.

The positioning unit (GNSS unit) 4 has a positioning sensor that receives positioning signals transmitted from positioning satellites. Positioning satellites are artificial satellites such as GPS satellites and quasi-zenith satellites. The positioning unit 4 uses the positioning information received by the positioning sensor to measure the current position (latitude, longitude, altitude) of the vehicle.

The map database 5 is a device for storing general map information used in the navigation device 6, and is composed of, for example, a magnetic disk or a semiconductor device. Map information includes road position information, road shape information (such as curvature), and position information of intersections and branch points. Note that the map information stored in the map database 5 is different from the highly accurate map information stored in the storage unit 12 of the controller 10 .

The navigation device 6 is a device that searches for a target route on the road to the destination input by the driver and provides guidance along the target route. Input of the destination and guidance along the target route are performed via the input/output device 3 . The target route is calculated based on the current position of the host vehicle measured by the positioning unit 4 and map information stored in the map database 5 . The current position of the vehicle can also be measured using the values detected by the external sensor group 1, and the target route is calculated based on this current position and highly accurate map information stored in the storage unit 12. good too.

The communication unit 7 communicates with various servers (not shown) via networks including wireless communication networks such as the Internet and mobile phone networks, and periodically or arbitrarily sends map information, travel history information, traffic information, and the like. obtained from the server at the timing of In addition to acquiring the travel history information, the travel history information of the own vehicle may be transmitted to the server via the communication unit 7 . The network includes not only a public wireless communication network but also a closed communication network provided for each predetermined management area, such as wireless LAN, Wi-Fi (registered trademark), Bluetooth (registered trademark), and the like. The acquired map information is output to the map database 5 and the storage unit 12, and the map information is updated.

Actuator AC is a travel actuator for controlling travel of the host vehicle. When the travel drive source is the engine, the actuator AC includes a throttle actuator that adjusts the opening of the throttle valve of the engine (throttle opening). If the travel drive source is a travel motor, the travel motor is included in actuator AC. The actuator AC also includes a brake actuator that operates the braking device of the host vehicle and a steering actuator that drives the steering device.

The controller 10 is configured by an electronic control unit (ECU). More specifically, the controller 10 includes a computer having an arithmetic unit 11 such as a CPU (microprocessor), a storage unit 12 such as ROM and RAM, and other peripheral circuits (not shown) such as an I/O interface. consists of Although a plurality of ECUs having different functions, such as an engine control ECU, a traction motor control ECU, and a braking system ECU, can be provided separately, FIG. 1 shows the controller 10 as a set of these ECUs for the sake of convenience. .

The storage unit 12 stores high-precision detailed road map information for automatic driving. Road map information includes road location information, road shape information (curvature, etc.), road gradient information, intersection and branch point location information, type and location of lane markings such as white lines, and information on the number of lanes. , Lane width and location information for each lane (information on lane center position and lane boundary line), location information of landmarks (traffic lights, signs, buildings, etc.) as landmarks on the map, road surface unevenness, etc. Contains road profile information. The map information stored in the storage unit 12 includes map information (referred to as external map information) obtained from the outside of the own vehicle via the communication unit 7, detection values of the external sensor group 1 or external sensor group 1 and map information (referred to as internal map information) created by the own vehicle itself using the detected values of the internal sensor group 2 .

The external map information is, for example, map information obtained via a cloud server (called a cloud map), and the internal map information is generated by mapping using a technique such as SLAM (Simultaneous Localization and Mapping). This is information of a map (called an environmental map) made up of group data. The external map information is shared by the own vehicle and other vehicles, while the internal map information is map information unique to the own vehicle (for example, map information possessed solely by the own vehicle). The internal map information may be provided to a server device or another vehicle via the communication unit 7. FIG. The storage unit 12 also stores information about various control programs and information such as thresholds used in the programs.

The calculation unit 11 has a vehicle position recognition unit 13, an external world recognition unit 14, an action plan generation unit 15, a travel control unit 16, and a map generation unit 17 as functional configurations.

The own vehicle position recognition unit 13 recognizes the position of the own vehicle (own vehicle position) on the map based on the position information of the own vehicle obtained by the positioning unit 4 and the map information of the map database 5 . The position of the vehicle may be recognized using the map information stored in the storage unit 12 and the surrounding information of the vehicle detected by the external sensor group 1, thereby recognizing the vehicle position with high accuracy. can. Movement information (moving direction, moving distance) of the own vehicle can be calculated based on the detection values of the internal sensor group 2, thereby recognizing the position of the own vehicle. When the position of the vehicle can be measured by a sensor installed outside on the road or on the side of the road, the position of the vehicle can be recognized by communicating with the sensor via the communication unit 7 .

The external world recognition unit 14 recognizes the external conditions around the vehicle based on signals from the external sensor group 1 such as a lidar, radar, and camera. For example, the position, speed, and acceleration of surrounding vehicles (vehicles in front and behind) traveling around the own vehicle, the positions of surrounding vehicles that are stopped or parked around the own vehicle, and the positions and states of other objects. recognize. Other objects include signs, traffic lights, roads, buildings, guardrails, utility poles, billboards, pedestrians, bicycles, and the like. Markings such as lane markings and stop lines on the road surface are also included in other objects (roads).

The action plan generation unit 15 generates, for example, the target route calculated by the navigation device 6, the map information stored in the storage unit 12, the vehicle position recognized by the vehicle position recognition unit 13, and the external world recognition unit 14. A traveling trajectory (target trajectory) of the own vehicle from the current time to a predetermined time ahead is generated based on the recognized external situation. When there are a plurality of trajectories that are candidates for the target trajectory on the target route, the action plan generation unit 15 selects the optimum trajectory from among them that satisfies the criteria such as compliance with laws and regulations and efficient and safe travel. and set the selected trajectory as the target trajectory. Then, the action plan generation unit 15 generates an action plan according to the generated target trajectory.

The travel control unit 16 controls each actuator AC so that the host vehicle travels along the target trajectory generated by the action plan generation unit 15 in the automatic driving mode. More specifically, the traveling control unit 16 considers the traveling resistance determined by the road gradient and the like in the automatic driving mode, and calculates the required driving force for obtaining the target acceleration for each unit time calculated by the action plan generating unit 15. Calculate Then, for example, the actuator AC is feedback-controlled so that the actual acceleration detected by the internal sensor group 2 becomes the target acceleration. That is, the actuator AC is controlled so that the host vehicle runs at the target vehicle speed and target acceleration. In the manual operation mode, the travel control unit 16 controls each actuator AC according to a travel command (steering operation, etc.) from the driver acquired by the internal sensor group 2 .

The map generation unit 17 generates an environment map made up of three-dimensional point cloud data using the detection values detected by the external sensor group 1 while traveling in the manual operation mode. Specifically, edges indicating the outline of an object are extracted from a camera image acquired by a camera based on information on brightness and color of each pixel, and feature points are extracted using the edge information. A feature point is, for example, a point on an edge or an intersection of edges, and corresponds to a division line on a road surface, a corner of a building, a corner of a road sign, and the like. The map generator 17 obtains the distances to the extracted feature points and plots the feature points on the environment map in sequence, thereby creating an environment map around the road on which the vehicle travels. Instead of using a camera, data acquired by a radar or lidar may be used to extract feature points of objects around the own vehicle and generate an environment map.

The own vehicle position recognition unit 13 performs a position estimation process of the own vehicle in parallel with the map generation processing by the map generation unit 17 . That is, the position of the own vehicle is estimated based on changes in the positions of the feature points over time. Map creation processing and position estimation processing are performed simultaneously according to the SLAM algorithm using signals from, for example, a camera or a lidar. The map generator 17 can generate an environment map not only when traveling in the manual driving mode, but also when traveling in the automatic driving mode. If the environmental map has already been generated and stored in the storage unit 12, the map generating unit 17 may update the environmental map with the newly obtained feature points. The position data and vehicle speed data of the own vehicle obtained when generating the map are stored in the storage unit 12 .

[Configuration of driving support device]
The configuration of the driving assistance device according to this embodiment will be described. FIG. 2 is a diagram showing an example of a driving scene to which the driving assistance device according to the present embodiment is applied, and is an example in which the own vehicle 101 is driving in the manual driving mode. FIG. 2 shows an example in which the own vehicle 101 traveling on the non-priority road RD1 enters a T-junction intersection 200 and joins the priority road RD2 by turning right or left. On the non-priority road RD1, before the intersection 200, a sign 201 indicating the obligation to stop is installed. A stop line 202 is marked corresponding to the sign 201 on the non-priority road RD1. The own vehicle 101 running in the manual operation mode needs to be temporarily stopped at the stop line 202 by the driver's braking operation before joining the priority road RD2.

When the own vehicle 101 is temporarily stopped at the stop line 202, the speed V of the own vehicle 101 is set to 0 when the vehicle speed V of the own vehicle 101 reaches the stop line 202 by the driver's deceleration operation. The vehicle speed V is gradually decreased as the distance D of . The deceleration characteristics in this case, that is, the temporary stop driving characteristics indicating the relationship between the distance D and the vehicle speed V differ from driver to driver. For this reason, when the vehicle is running in the manual driving mode, the driver may feel uncomfortable if the driving assistance is uniformly performed for deceleration and stopping at the time of a temporary stop without considering the driving characteristics of each driver. be.

For example, if the driver is about to perform a braking operation on the vehicle 101, but the driving assistance intervenes and the braking force is applied to the vehicle 101 before that, the driver feels uncomfortable. On the other hand, when the driver does not notice the stop sign 201 and there is a risk that the vehicle 101 will not stop at the stop line 202, it is necessary to intervene in driving assistance to reliably stop the vehicle 101 at the stop line 202. There is Therefore, in the present embodiment, the driving assistance device is configured as follows so as to intervene at an appropriate timing for driving assistance while reducing the driver's sense of incongruity at the time of temporary stop.

FIG. 3 is a block diagram showing the main configuration of the driving support device 50 according to this embodiment. As shown in FIG. 3, the driving support device 50 has a camera 51, a vehicle speed sensor 52, a position sensor 53, a controller 10, an actuator AC, and a speaker . Signals from the camera 51 , vehicle speed sensor 52 and position sensor 53 are input to the controller 10 . A control signal is output from the controller 10 to the actuator AC and the speaker 54 .

The camera 51 is a monocular camera having an imaging element (image sensor) such as a CCD or CMOS, and is included in the external sensor group 1 in FIG. Camera 51 may be a stereo camera. The camera 51 is attached, for example, at a predetermined position in front of the vehicle 101, and continuously captures the space in front of the vehicle 101 to acquire images of objects (camera images). Objects include a sign 201, a stop line 202 on the road, a preceding vehicle, and the like. Instead of the camera 51, or together with the camera 51, a lidar or radar may be used to detect the object.

The vehicle speed sensor 52 detects the vehicle speed of the own vehicle 101 and is included in the internal sensor group 2 in FIG. The position sensor 53 is a detector that detects the relative position of the vehicle 101 with respect to the stop line 202 , that is, the distance D from the stop line 202 to the vehicle 101 . The position sensor 53 includes, for example, a positioning sensor (positioning unit 4 in FIG. 1) that receives a positioning signal transmitted from a positioning satellite, and detects the absolute position (latitude, longitude, etc.) and the road map information including the position information of the stop line 202 stored in advance in the storage unit 12, the relative position (distance D) of the own vehicle 101 to the stop line 202 can be detected.

The position sensor 53 may be a detector used to calculate the amount and direction of movement of the vehicle 101. For example, the vehicle speed sensor 52 and the yaw rate sensor included in the internal sensor group 2 in FIG. , the position sensor 53 can also be configured. That is, the controller 10 (for example, the vehicle position recognition unit 13 in FIG. 1) integrates the vehicle speed detected by the vehicle speed sensor 52 to calculate the amount of movement of the vehicle 101, and integrates the yaw rate detected by the yaw rate sensor. Then, the yaw angle may be calculated using odometry, and the position of the host vehicle 101 may be detected (estimated). Thereby, the distance D to the stop line 202 can be detected. The position sensor 53 may detect the position of the vehicle using odometry when generating the environmental map, or may detect the position of the vehicle using the environmental map after the environmental map is generated. .

The controller 10 in FIG. 3 includes a stop position recognition unit 111, an information acquisition unit 112, a range setting unit 113, a determination unit 114, and an output unit 115 as functional components of the calculation unit 11 (FIG. 1). have. Since the stop position recognition unit 111 has a function of recognizing the external world, it can be included in the external world recognition unit 14 of FIG. Since the information acquisition unit 112 has a function of recognizing the vehicle position, it can be included in the vehicle position recognition unit 13 shown in FIG. The range setting unit 113, the determination unit 114, and the output unit 115 are used to control the running operation of the host vehicle 101, so they can be included in the running control unit 16 of FIG.

Based on the image signal from the camera 51 , the stop position recognition unit 111 recognizes that there is a point in front of the vehicle 101 that requires a temporary stop (a mandatory stop position). For example, when detecting a sign 201 or a stop line 202, the presence of a mandatory stop position is recognized. Based on the vehicle position detected by the position sensor 53 and road map information around the vehicle position, the presence of mandatory stop positions around the vehicle position may be recognized.

When the stop position recognition unit 111 recognizes the mandatory stop position while the own vehicle 101 is running in the manual operation mode, the information acquisition unit 112 detects the position of the own vehicle based on the signals from the vehicle speed sensor 52 and the position sensor 53 . 101 operating point information is acquired. Specifically, when the distance D from the vehicle position detected by the position sensor 53 to the stop line 202 is within the predetermined distance D1, the operating point represented by the distance D and the vehicle speed V detected by the vehicle speed sensor 52 is detected. is obtained at predetermined time intervals until the host vehicle 101 reaches the stop line 202 . It should be noted that the expression "until the vehicle 101 reaches the stop line 202" means that the vehicle 101 may stop beyond the stop line 202. , meaning is included. The predetermined distance D1 is, for example, the estimated distance at which the host vehicle starts decelerating. The information acquisition unit 112 may start acquiring the operating point information immediately after the mandatory stop position is recognized.

FIG. 4 is a diagram showing an example of an operating point acquired by the information acquisition unit 112. The horizontal axis represents the vehicle position toward the stop line 202, that is, the distance D from the stop line 202 to the vehicle position, and the vertical axis. indicates the vehicle speed V. The information acquisition unit 112 acquires information on the operating point each time the own vehicle 101 travels on a road with the stop line 202 in the manual operation mode. Therefore, as shown in FIG. 4, time-series information of the operating point P that changes over time, that is, travel history information, is obtained for the number of times the host vehicle 101 has traveled on the road with the stop line 202 .

As shown in the partially enlarged view of FIG. 4, a plurality of characteristics f (driving history characteristics) indicating the driving history are obtained by connecting the operating points P of each time with lines in chronological order. A plurality of travel history characteristics f are shifted from each other. However, in any of the travel history characteristics f, the vehicle speed V gradually decreases as the vehicle position approaches the stop line 202, and is generally indicated by a gently downward curve. Such information on the operating point P that changes with the passage of time is obtained when the environment map is generated while driving in the manual driving mode, or when driving in the manual driving mode after generating the environmental map. It is stored in the storage unit 12 as travel history information.

More specifically, a stop line ID for identifying the stop line 202 is attached, and the travel history information is stored in the storage unit 12 in association with the map information. If the stop line 202 is different, the running mode of the temporary stop (deceleration start timing, deceleration, etc.) will be different. Therefore, information on the operating point P is stored in the storage unit 12 for each stop line ID.

Range setting unit 113 determines an operating point range (confidence interval ΔR ). The storage unit 12 stores information of the operating point P when the own vehicle 101 actually stops at the stop line 202 . As a result, it is possible to prevent the operating point range AR from being set based on inappropriate information about the operating point P, and it is possible to set the operating point range AR with high accuracy. In addition, it is possible to prevent unnecessary information of the operating point P from being stored, and the storage capacity of the storage unit 12 can be saved.

As shown in FIG. 4, although there are variations in the travel history characteristics f when the host vehicle 101 makes a temporary stop, the operating point P falls within a predetermined range. Therefore, the range setting unit 113 sets the operating point range AR in consideration of variations in the travel history characteristics f. That is, the lower limit value characteristic fa and the upper limit value characteristic fb of the operating point P are set based on the confidence interval ΔR, and the operating point range AR is set between them. The operating point range AR is driver-specific, reflecting the driver's driving characteristics during a pause.

The operating point range AR is set so that a predetermined percentage (for example, 95% or 99%) of the operating points P out of all the operating points P are included in the range. As an example, the range setting unit 113 generates an n-th order regression model by statistical processing based on the information of the operating point P stored in the storage unit 12, thereby forming a polynomial regression curve as shown in FIG. Calculate fc. Then, the characteristics fa and fb are obtained by setting a confidence interval ΔR having a predetermined ratio above and below the polynomial regression curve fc. Confidence intervals ΔR can also be calculated using Gaussian process regression models, which are non-parametric kernel-based probabilistic models. Note that the range setting unit 113 can also set the operating point range AR using machine learning.

The operating point range AR set by range setting section 113 is stored in storage section 12 . The range setting unit 113 adds the information of the operating point P each time the information of the operating point P stored in the storage unit 12 is updated. set the operating point range AR each time. When the vehicle 101 travels on the road with the stop line 202 and the information of the operating point P increases, the parameter of the statistical processing increases, so the confidence interval ΔR changes. In order to increase the reliability of the operating point range AR, the range setting unit 113 sets the condition that the number of operating points P is equal to or greater than a predetermined value. The operating point range AR may be set on the condition that the vehicle has traveled as described above.

After the operating point range AR is set by the range setting unit 113, the determination unit 114 detects the stop position recognition unit 111 while the vehicle 101 is running in the manual operation mode. It is determined whether or not the current operating point P is within the operating point range AR. More specifically, it is determined whether or not the current operating point P exceeds the upper limit (characteristic fb) of the operating point range AR. This determination is to determine whether or not the driver's driving operation is within a normal range for the driver. When the operating point P exceeds the upper limit of the operating point range AR, the vehicle speed V is too high for the host vehicle 101 to stop at the stop line 202, so it is determined that the driving operation is abnormal.

The determination unit 114 predicts the transition of the operating point P over time and determines whether or not the predicted value exceeds the upper limit of the operating point range, thereby determining whether or not the driving operation is normal. You may do so. For example, as shown in FIG. 4, when the current operating point of the vehicle 101 is Pa, assuming that the vehicle 101 decelerates while the jerk is constant (constant jerk), the operating point P up to the current point is A characteristic fd (predicted travel history characteristic) of the operating point P predicted based on the information is obtained. When it is determined that the predicted driving history characteristic fd exceeds the upper limit of the operating point range AR (operating point Pb), it is determined that the driving operation is abnormal. By predicting the future operating point P in this way, it is possible to perform an abnormality determination at an early stage, and it is possible to deal with an abnormality in the driving operation at an early stage.

When the determination unit 114 determines that the driving operation is abnormal, the output unit 115 performs deceleration control so that the operating point P falls within the operating point range AR set by the range setting unit 113 . Specifically, a deceleration control signal is output to the actuator AC to reduce the running driving force of the host vehicle 101 . Alternatively, the brake device is operated to apply a braking force. That is, the actuator AC is decelerated. In this case, the output unit 115 controls the actuator AC to adjust the deceleration force so that the vehicle 101 stops reliably at the stop line 202 without giving the driver a feeling of uneasiness or discomfort. In other words, the actuator AC is controlled to decelerate the host vehicle 101 or increase the deceleration force.

Furthermore, before outputting the control signal for deceleration to the actuator AC, the output unit 115 outputs the control signal to the speaker 54 provided in the vehicle interior to cause the speaker 54 to generate an alarm sound. That is, the driver's attention is called and the driver is urged to perform a deceleration operation. If the deceleration operation is not detected even though the warning sound is generated, the output unit 115 performs deceleration control. On the other hand, when the driver's deceleration operation is detected by the sensor (internal sensor group 2) after the warning sound is generated, the output unit 115 may not perform the deceleration control of the actuator AC.

FIG. 5 is a flow chart showing an example of processing executed by the controller 10 of FIG. After the operating point range AR is set by the range setting unit 113 and stored in the storage unit 12, the processing shown in this flowchart is mainly performed by the stop position recognition unit 111, the information acquisition unit 112, the determination unit 114, and the output unit 115. It is the process to be executed. Although illustration is omitted, the controller 10 performs processing for storing the operating point range AR in the stop position recognition unit 111, the information acquisition unit 112, and the range setting unit 113 before performing the processing in FIG. . The process of FIG. 5 is started while the own vehicle 101 is running in the manual operation mode, and is repeated at a predetermined cycle.

First, in step S1, signals from the camera 51, vehicle speed sensor 52 and position sensor 53 are read. In step S1, signals from other internal sensor groups 2 that detect the deceleration operation of the host vehicle 101 are also read. Next, in step S2, it is determined whether or not the obligatory stop position (marker 201 and stop line 202) has been recognized based on the read signal (for example, camera image). If the result in step S2 is affirmative, the process proceeds to step S3, and if the result is negative, the process ends.

In step S<b>3 , it is determined whether or not the current operating point P exceeds the upper limit (characteristic fb) of the operating point range AR stored in the storage unit 12 . A predicted driving history characteristic fd (FIG. 4), which is a prediction of the future operating point P, is obtained, and it is determined whether or not the future operating point Pb on the predicted driving history characteristic fd exceeds the upper limit of the operating point range AR. You may make it If the result in step S3 is affirmative, the process proceeds to step S4, and if the result is negative, the process ends.

In step S4, a control signal is output to the speaker 54 to generate an alarm sound. Next, in step S5, it is determined whether or not the driver's deceleration operation has been detected based on the signal from the internal sensor group 2. FIG. If the result in step S5 is negative, the process proceeds to step S6, and if the result is positive, the process ends. In step S6, a control signal is output to actuator AC (for example, a brake actuation actuator) to decelerate host vehicle 101 so that operating point P is within operating point range AR, and the process ends.

The operation of the driving support device according to this embodiment is summarized as follows. When the own vehicle 101 travels on the road with the stop line 202 in the manual driving mode, the controller 10 acquires time-series information of the operating point P represented by the distance D from the stop line 202 to the own vehicle 101 and the vehicle speed V. and stored in the storage unit 12 . Based on the information of this operating point P, an n-order regression model is generated, and an operating point range AR corresponding to the stop line 202 is set around the polynomial regression curve fc (FIG. 4). This operating point range AR is stored in the storage unit 12 .

After the operating point range AR is stored in the storage unit 12, when the own vehicle 101 travels on the road in the manual driving mode, information on the operating point P is sequentially acquired based on signals from the position sensor 53 and the vehicle speed sensor 52. Then, it is determined whether or not the current operating point P has exceeded the upper limit characteristic fb of the operating point range AR (step S3). Alternatively, it is determined whether or not the future operating point P predicted from the transition of the operating point P up to the present time exceeds the characteristic fb (step S3).

When the driver recognizes the stop sign 201, the driver decelerates the vehicle 101 by a deceleration operation as the vehicle 101 approaches the mandatory stop position (stop line 202). Therefore, the operating point P does not exceed the operating point range AR. On the other hand, if the driver overlooks the stop sign 201, the operating point P may exceed the upper limit of the operating point range AR. At this time, a warning sound is emitted from the speaker 54 (step S4). This prompts the driver to decelerate, and the operating point P comes to fall within the operating point range AR. If the driver does not decelerate the vehicle despite the warning sound, or if the deceleration operation is insufficient, the actuator AC is controlled to decelerate (step S6). As a result, the own vehicle 101 can be reliably stopped at the stop-obligation position, and the driving assistance intervenes, thereby increasing the driving safety of the own vehicle 101 .

In this embodiment, the operating point range AR is set based on the information of the operating point P obtained when the own vehicle 101 actually travels in the manual operation mode. Therefore, the driving assistance can intervene at an appropriate timing in consideration of the driving characteristics of the driver. As a result, it is possible to prevent the driver from feeling uncomfortable when the driving assistance for deceleration is intervened before the mandatory stop position.

According to this embodiment, the following effects can be obtained.
(1) The driving support device 50 operates at an operating point represented by a distance D from a mandatory stop position (stop line 202) to the vehicle and a vehicle speed V in the manual driving mode. an information acquisition unit 112 that acquires information on P; a storage unit 12 that stores information on the operating point P acquired by the information acquisition unit 112; A range setting unit 113 that sets an operating point range AR that is estimated to include the operating point P when the vehicle 101 stops at the mandatory stop position, and a stop position recognition unit that recognizes the mandatory stop position while the own vehicle 101 is traveling. 111, when the host vehicle 101 is traveling toward the mandatory stop position in the manual driving mode by the driver's driving operation, the stop position recognition unit 111 recognizes the mandatory stop position, and the information acquisition unit 112 obtains the information. a determining unit 114 that determines whether or not the operating point P of the own vehicle 101 exceeds the upper limit (characteristic fb) of the operating point range AR set by the range setting unit 113, based on the information on the operating point P that has been set; When the determination unit 114 determines that the operating point P exceeds the upper limit of the operating point range AR, a control signal is output to the speaker 54 in the vehicle interior, and the host vehicle 101 decelerates or increases deceleration. and an output unit 115 that outputs a control signal to the actuator AC for running (FIG. 4).

With this configuration, when the own vehicle 101 approaches the intersection 200 requiring a temporary stop while traveling in the manual driving mode, driving assistance can be intervened at an appropriate timing considering the driving characteristics of the driver. As a result, it is possible to suppress the driver from feeling that the intervention of the driving assistance is too early, and to prevent the driver from having a sense of discomfort.

(2) The information on the operating point P acquired by the information acquisition unit 112 includes time-series information on the operating point P (FIG. 4). When the stop position recognizing unit 111 recognizes the compulsory stop position while the host vehicle 101 is traveling toward the compulsory stop position, the determination unit 114 calculates the current operating point Pa acquired by the information acquisition unit 112 It is determined whether or not the predicted future operating point Pb exceeds the upper limit of the operating point range AR set by the range setting unit 113 (FIGS. 4 and 5). Accordingly, it is possible to quickly determine whether intervention of driving support is necessary. As a result, it is possible to start the deceleration control with a margin, and prevent the host vehicle 101 from suddenly decelerating due to a delay in the start of the deceleration control.

(3) Based on the information of the operating point P stored in the storage unit 12, the range setting unit 113 creates a regression model (polynomial regression Generate a curve fc) and set the operating point range AR based on the regression model (Fig. 4). As a result, the normal range of the operating point P when traveling in the manual operation mode can be determined with high accuracy, and an abnormality in the driving operation can be determined satisfactorily.

(4) The information on the operating point P stored in the storage unit 12 is information on the operating point P obtained when the own vehicle 101 stops at the stop-obligation position. Therefore, it is possible to prevent the operating point range AR from being set based on inappropriate operating point P information.

The above embodiment can be modified in various forms. Some modifications will be described below. In the above embodiment, the future operating point P (predicted travel history characteristic fd) is predicted on the assumption that the vehicle 101 decelerates with a constant jerk. , the future operating point may be predicted assuming other operating conditions. Therefore, the configuration of determination section 114 that determines whether or not operating point P exceeds the upper limit of operating point range AR is not limited to that described above.

In the above embodiment, when it is determined that the current or future operating point P exceeds the upper limit of the operating point range AR, the output unit 115 outputs a control signal to the speaker 54 to generate an alarm, and the actuator for running. Although the control signal is output to AC to increase the deceleration of the host vehicle 101, the configuration of the output unit 115 is not limited to that described above. For example, instead of or in addition to the speaker, a control signal may be output to another notification unit such as a display to prompt the driver to decelerate. The output of the control signal to the notification unit may be omitted, and the control signal may be output only to the actuator AC to increase the deceleration. Here, increasing the deceleration means adding the deceleration force from a state where the deceleration force is not acting (the deceleration force is 0), or increasing the deceleration force from the state where the deceleration force is acting. Including both. Instead of decelerating the actuator AC, the output section 115 may output a control signal only to the notification section.

In the above embodiment, an example in which the driving assistance device 50 is applied when the host vehicle 101 travels on a road with a stop line 202 has been described. can be similarly applied to the driving scene of For example, it can be applied when the own vehicle 101 stops at an intersection with a traffic signal. In this case, the host vehicle may recognize the mandatory stop position by acquiring traffic signal switching information via the communication unit 7 . Therefore, the configuration of the stop position recognition section is not limited to that described above.

In the above embodiment, information on the operating point P is stored in the storage unit 12 for each stop line 202 having a different stop line ID. It is also possible to categorize into stop line groups having similar characteristic f) and store the information of the operating point P for each of the categorized stop line groups. Thereby, the information of the operating point P can be efficiently stored in the storage unit 12 .

In the above embodiment, based on the signals from the vehicle speed sensor 52 and the position sensor 53, the information of the operating point P when the own vehicle 101 travels toward the stop obligation position is acquired. The configuration of 112 is not limited to that described above. In the above-described embodiment, the information of the operating point P is acquired when generating the environment map. The information on the operating point may be obtained independently of the generation of .

In the above embodiment, an example in which the driving assistance device 50 is applied to an automatically driven vehicle capable of running in the manual driving mode has been described, but the present invention can be similarly applied to a manually driven vehicle.

The above description is merely an example, and the present invention is not limited by the above-described embodiments and modifications as long as the features of the present invention are not impaired. It is also possible to arbitrarily combine one or more of the above embodiments and modifications, and it is also possible to combine modifications with each other.

10 controller, 12 storage unit, 50 driving support device, 51 camera, 52 vehicle speed sensor, 53 position sensor, 54 speaker, 111 stop position recognition unit, 112 information acquisition unit, 113 range setting unit, 114 determination unit, 115 output unit, AC actuator

Claims (4)

an information acquisition unit that acquires information on an operating point represented by a distance from a mandatory stop position where the vehicle is obliged to stop to the vehicle and a vehicle speed;
a storage unit that stores the information of the operating point acquired by the information acquisition unit;
a range setting unit that sets an operating point range that is estimated to include the operating point when the host vehicle stops at the mandatory stop position, based on the operating point information stored in the storage unit;
a stop position recognition unit that recognizes the mandatory stop position while the own vehicle is running;
When the vehicle is traveling toward the obligatory stop position by the driver's driving operation, when the obligatory stop position is recognized by the stop position recognition unit, the operating point acquired by the information acquisition unit a determination unit that determines whether or not the upper limit of the operating point range set by the range setting unit is exceeded;
When the determination unit determines that the operating point exceeds the upper limit of the operating point range, the deceleration of the own vehicle increases and/or information is sent to the driving actuator and the driver to prompt the driver to perform a deceleration operation. and an output unit that outputs a control signal to at least one of the notification units that notify the driving support device. In the driving support device according to claim 1,
The operating point information acquired by the information acquiring unit includes time-series information of operating points,
When the stop position recognizing unit recognizes the mandatory stop position while the host vehicle is traveling toward the mandatory stop position, the determination unit determines from the current operating point acquired by the information acquisition unit. A driving support device that determines whether or not a predicted future operating point exceeds an upper limit of the operating point range set by the range setting unit. In the driving support device according to claim 1 or 2,
The range setting unit generates a regression model representing the relationship between the distance from the own vehicle to the mandatory stop position and the vehicle speed based on the information on the operating point stored in the storage unit, and generates a regression model based on the regression model. and setting the operating point range. In the driving support device according to any one of claims 1 to 3,
A driving assistance device, wherein the information on the operating point stored in the storage unit is information on the operating point obtained when the host vehicle stops at the mandatory stop position.

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