JP5027756B2 - Driving assistance device - Google Patents

Description

  The present invention relates to an apparatus for supporting driving of a vehicle, and more specifically to an apparatus for supporting driving of a vehicle along a target route.

The driving operation for moving the vehicle to the target position and the driving operation for avoiding the obstacle may be difficult depending on the technical level of the driver. As a device for supporting such driving operation, a device is proposed that attaches a camera to a vehicle and displays a route to a target position of the vehicle or displays a route for detecting an obstacle and avoiding it. Has been. For example, in Patent Document 1 below, an image around the vehicle is captured, and a target parking route from the current position of the vehicle to the target parking position is set based on the captured image through user input. An apparatus is disclosed that controls a steering load so that when a vehicle is parked, the moving path of the vehicle becomes the target parking path.
JP 2002-362271 A

  If the steering operation is performed along the target route toward the target position, the vehicle can be moved along the target route. However, in actuality, the steering angle may change due to changes in the driver's posture for safety confirmation around the vehicle, and due to disturbances such as unevenness on the road surface, and the vehicle may travel on the target route. It can be difficult. When the target route is displayed on the display device, the driver can drive while confirming the target route on the display device. However, if such a check is frequently performed, a visual safety check is performed. There is a risk of sneaking.

  Therefore, there is a demand for an apparatus that can make the vehicle travel along the target route more easily while avoiding the troublesomeness of frequently viewing the display device. In addition, even when the vehicle deviates from the target route due to disturbance or the like, an apparatus that can more easily correct the deviation from the target route and return to the target route is desired.

  According to one aspect of the present invention, an apparatus for supporting driving of a vehicle has a deviation of a current position of the vehicle with respect to a target route for moving the vehicle to a target position within a predetermined range centered on the target route. Control means for applying a load to the steering of the vehicle so as to fall within the width of the vehicle, and the predetermined range is set to become narrower as the vehicle approaches the target position.

  According to another aspect of the present invention, an apparatus for supporting driving of a vehicle has a deviation of a current steering angle of the vehicle with respect to a target steering angle for moving the vehicle to a target position along a target route. Control means for applying a load to the steering of the vehicle so as to fall within an angle within a predetermined range centered on the target steering angle is provided, and the predetermined range is set to become narrower as the vehicle approaches the target position.

  Thus, a load is applied to the steering wheel so that the deviation of the current position of the vehicle from the target route or the deviation of the current steering angle of the vehicle from the target steering angle is within a predetermined range centered on the target route or the target steering angle. It is done. Therefore, the driver is given a steering sensation in which a virtual “wadder” exists, and the driver greatly increases the distance from the target route to reach the target position without checking the target route on the display device. The steering operation is supported so as not to deviate. Furthermore, since the width of this virtual “wadder” is narrowed as the vehicle approaches the target position, the driver can more easily adjust the vehicle to the target route.

  Other features and advantages of the present invention will be apparent from the detailed description that follows.

  Next, an embodiment of the present invention will be described with reference to the drawings.

[First embodiment]
FIG. 1 is a block diagram of an apparatus mounted on a vehicle and supporting driving of the vehicle according to the first embodiment of the present invention.

  The peripheral situation acquisition unit 10 is an apparatus for acquiring a situation around the vehicle. In one embodiment, the surrounding situation acquisition unit 10 can be realized by an imaging device that images the periphery of the vehicle. Is a camera attached to the vehicle so as to take an image. As the imaging device, for example, a CMOS camera and a CCD camera can be used.

  The control unit 12 can be realized in an electronic control unit (ECU) mounted on the vehicle. The ECU is a computer including a central processing unit (CPU) and a memory. The control unit 12 includes a target route setting unit 21, a travel locus detection unit 22, a deviation calculation unit 23, a predetermined range setting unit 24, a steering control unit 25, and a direction indicator control unit 26.

  The target route setting unit 21 sets the target route of the vehicle based on the image captured by the imaging device 10. The target route setting method can be realized by any appropriate method. In this embodiment, a captured image is displayed on a display device (not shown) having a touch panel, and a target route is set based on an operation on the touch panel by a vehicle occupant.

  For example, FIG. 2A shows a state in which obstacles 33 a and 33 b exist in front of the vehicle 30, and an area imaged by the imaging device 10 attached to the front center of the vehicle 30 is denoted by reference numeral 35. It is represented by FIG. 2B is an example of an image 35 that is picked up by the image pickup device 10 in FIG. 2A and displayed on the display device.

  The occupant designates a desired target position D on the touch panel on the captured image 35. In response to this, as shown in FIG. 2C, the target route setting unit 21 calculates a route L from the current position A of the host vehicle to the target position D, and sets this as the target route. The setting of the route between the current position A and the target position D of the vehicle can be realized by any appropriate method. For example, Japanese Patent Laying-Open No. 2005-35498 discloses a method for setting a route using a circle model.

  In the following description, the position A of the vehicle 30 is based on the axle center of the rear wheel of the vehicle. Therefore, the target route L can be considered as a target locus about the axle of the rear wheel. However, other positions such as the position of the center of gravity of the vehicle may be used as a reference.

  Alternatively, a target route may be set by drawing a route from the own vehicle to a desired target position with a finger on an image that has been captured and displayed on a display device (for example, JP, 2002-362271, A). As a further alternative, the target route setting unit 21 may set the target position and the target route. For example, as shown in FIG. 3, when the vehicle 30 is parked in the parking space P defined by the white lines 37 a to 37 c while being retracted, the image is captured by an imaging device (not shown) provided at a predetermined position of the vehicle 30. The occupant designates both ends P1 and P2 of the entrance of the parking space P on the touch panel on the image displayed on the display device. In response to this designation, the target route setting unit 21 calculates the central position between the designated positions P1 and P2, sets this as the target position D, and sets the current position A and the target position D of the vehicle. Based on this, the target route L is calculated.

  Returning to FIG. 1, the traveling locus detection unit 22 detects the traveling locus of the vehicle 30 based on the driving state of the vehicle 30 detected by the driving state detection unit 11. The travel locus can be detected by any appropriate method. For example, the driving state detection unit 11 includes a vehicle speed sensor and a steering angle sensor. The travel locus detection unit 22 can calculate the moving distance of the vehicle 30 by integrating the vehicle speed detected by the vehicle speed sensor with time. Further, the moving direction of the vehicle 30 can be obtained based on the steering angle of the steering wheel of the vehicle 30 detected by the steering angle sensor. The travel trajectory of the vehicle 30, more specifically, the trajectory of the axle center position A of the rear wheel of the vehicle 30 described above can be detected based on the travel distance and the travel direction. Instead of using the vehicle speed, the driving state detection unit 11 may be provided with a wheel speed sensor, and the movement distance may be detected based on the number of wheel pulses from the sensor. Moreover, it may replace with a vehicle speed sensor and a wheel speed sensor, and you may make it detect a movement distance using an acceleration sensor.

  The deviation calculating unit 23 calculates a deviation (deviation) of the travel locus of the vehicle 30 from the target route L. The deviation indicates how much the travel locus is shifted left and right with respect to the target route L in the traveling direction of the vehicle 30.

  For example, as shown in FIG. 4A, the deviation is set by setting x and y coordinates with the origin A as the position A of the vehicle 30 when the target route L is set, and the current position A of the vehicle 30. It can be calculated by comparing the corresponding position on the target route L. For example, the deviation at a certain point in time can be obtained by lowering the perpendicular to the target route L from the position A of the host vehicle 30 at that point in time and calculating the length of the perpendicular. Also, by comparing the coordinates of the position A of the host vehicle 30 with the coordinates of the point where the perpendicular intersects the target route L, is the position A of the host vehicle 30 present on the right side with respect to the target route L? , It can be determined whether it exists on the left side. Here, “right side” indicates the right side in the traveling direction of the vehicle 30, and “left side” indicates the left side in the traveling direction of the vehicle 30. In this embodiment, the deviation calculating unit 23 calculates the deviation to the right as a positive value and calculates the deviation to the left as a negative value.

  Returning to FIG. 1, the steering control unit 25 controls the load applied to the steering via the steering mechanism 14 so that the calculated deviation falls within a predetermined range with the target route L as the center. For the steering load control, the predetermined range setting unit 24 sets the predetermined range so as to become narrower as the target position D is approached.

  Here, referring to FIG. 4A again, the predetermined range is defined by the left line L1 and the right line L2 with the target route L as the center. The width W between the target path L and the left line L1 and the width W between the target path L and the right line L2 have the same value in this embodiment, and the width W becomes narrower as the target position D is approached. It is set to become.

  In this embodiment, the width W is set to gradually decrease along the target route L from the maximum value Wmax to the minimum value Wmin. Therefore, as shown in FIG. 4B, the predetermined range setting unit 24 assigns a width W in the range from Wmax to Wmin to each position from the origin O to the target position D of the set target path L. The assignment can be stored in the storage device in the form of a table (map) as shown in FIG.

  The predetermined range setting unit 24 drops a position on the target route L corresponding to the current position A of the vehicle 30 detected by the travel locus detection unit 22 (as described above, the vertical line is dropped from the current position A onto the target route L. The value of the corresponding width W is obtained by referring to the assignment as shown in FIG.

  The assignment is not limited to the form shown in FIG. 4B. For example, the assignment may be made so that the width W changes linearly along the target route L, or along the target route L. The width W may be assigned so as to change stepwise.

  The steering control unit 25 controls the steering load via the steering mechanism 14 so that the calculated deviation falls within the left line L1 and the right line L2 defined by the width W thus obtained.

  The steering mechanism 14 is a device that moves a steered wheel (front wheel) including a steering wheel (handle). The steering load can be realized by increasing the steering force. As the steering force is increased, the steering wheel becomes heavier. The steering mechanism 14 may be either a manual steering device or a power steering device, but when realized by a power steering device, the steering force may be increased by reducing the power assist force. Such a control method of the steering force is disclosed in, for example, Japanese Patent Application Laid-Open No. 2004-233793.

  Here, referring to FIG. 5A, an example of a steering load control mode by the steering control unit 25 is shown. The horizontal axis represents the deviation of the position A of the vehicle from the target route L. The vertical axis represents the magnitude and direction of the load applied to the steering. As described with reference to FIG. 4A, regarding the deviation, plus “+” indicates that the position A of the vehicle 30 is shifted to the right with respect to the target route L in the traveling direction of the vehicle 30. The minus “−” indicates that it is shifted to the left. Regarding the load, plus “+” indicates a load in the right direction toward the traveling direction of the vehicle 30, and minus “−” indicates a load in the left direction. A value acquired by referring to the assignment as shown in FIG. 4B is set in “W” on the horizontal axis.

  When the deviation calculated as described above is between the values 0 and + W, the position A of the vehicle 30 is between the target route L and the right line L2, and thus deviates to the right with respect to the target route L. Indicates that Therefore, the steering control unit 25 controls the steering mechanism 14 so as to apply a predetermined load F to the left in the steering. This prevents the vehicle 30 from deviating to the right side of the right line L2. On the other hand, when the calculated deviation is between the values 0 and -W, the position A of the vehicle 30 is between the target route L and the left line L1, and thus deviates to the left with respect to the target route L. It shows that. Therefore, the steering control unit 25 controls the steering mechanism 14 so as to apply a predetermined load F to the right in the steering. This makes it difficult for the vehicle to deviate to the left of the left line L1.

  FIG.5 (b) shows the virtual road surface shape 41 implement | achieved by steering load control like Fig.5 (a). When the vehicle position A exists in the route defined by the left line L1 and the right line L2 with the target route L as the center, a constant load F is applied to the steering. It can be considered as a virtual road surface shape 41 that forms a groove therebetween. In order to cause the vehicle to deviate from the groove, the driver needs to operate the steering with a force larger than the load F. For example, to deviate from the groove to the left side, it is necessary to operate the steering in the left direction with a force larger than the load F. Such a virtual road surface shape 41 gives the driver a steering sensation in which a virtual “wad” such as a groove exists. Therefore, the driver can easily drive the vehicle along the target route by steering the tire so that it fits in the “rubbet”.

  As described with reference to FIGS. 4A and 4B, the width W becomes narrower as the target position D is approached. Accordingly, the width in the horizontal axis direction of the range 43 in which the load F in FIG. 5A is applied to the steering is narrowed as the target position D is approached. By doing so, the driver can more easily match the vehicle 30 to the target route L more smoothly.

  In the above embodiment, as shown in FIG. 4B, the value of the width W in the range from Wmax to Wmin is assigned to the target route L. However, the value of the width W is controlled without performing such assignment. May be. For example, the steering control unit 25 decrements the value of the width W by a predetermined value at every predetermined time interval or every predetermined moving distance of the vehicle 30. Here, the initial value of the width W is a predetermined maximum value Wmax. If the value of the width W reaches a predetermined minimum value Wmin before the vehicle 30 reaches the target position D, the decrement processing is stopped, and thereafter the value of the width W is kept constant at the minimum value Wmin. , Control the steering load.

  Returning to FIG. 1, the direction indicator control unit 26 controls the indicator 16 of the direction indicator provided on the instrument panel of the vehicle 30 according to the calculated deviation.

  Referring now to FIG. 6, an example of a left indicator 51 and a right indicator 52 is shown. The direction indicator control unit 26 indicates that the calculated deviation is shifted to the left with respect to the target route L, and if the magnitude of the deviation exceeds W (ie, deviation <−W ), The indicator 52 indicating the right direction is turned on. The driver can recognize that the steering should be steered in the right direction in order to return to the target route L by visually confirming that the right direction indicator 52 is lit.

  On the other hand, the direction indicator control unit 26 indicates that the calculated deviation is shifted to the right side with respect to the target route L, and if the magnitude of the deviation exceeds W (that is, deviation> + W), the indicator 51 indicating the left direction is turned on. The driver can recognize that the steering should be steered in the left direction in order to return to the target route L by visually confirming that the left direction indicator 51 is lit.

  Alternatively, the indicator may be flashed instead of being lit. Moreover, you may make it change the blink form of an indicator according to the magnitude | size of deviation. In one embodiment, the indicator blink rate is increased as the magnitude of the deviation increases. Thus, the greater the deviation, the more urgent the driver can be urged to return to the target route. In another embodiment, the number of flashes of the indicator is increased as the deviation becomes larger. For example, the number of blinks is set in advance, and the number of blinks is increased as the deviation becomes larger. Thus, the driver's attention can be more strongly urged to return to the target route as the deviation increases.

  In the above embodiment, the target route L is set from the current position A to the target position D of the vehicle 30, but may be set to extend beyond the target position D. In this case, the steering load control may or may not be performed for the portion beyond the target position D. For example, the steering load may be controlled while keeping the width W constant at the value at the target position D for the portion exceeding the above, and this form is shown in FIG. In the portion Lx after the target arrival position D of the target route L, the width W is controlled to be constant.

  In FIG. 7B, the imaging device 10 of FIG. 1 is attached so as to image the rear of the vehicle 30, and the vehicle 30 is directed toward the target position D set between the obstacles 33c and 33d. The form which retreats along the path | route L is shown. The steering load control can be performed with respect to such a backward moving mode by the same method as described with reference to FIGS. 4 and 5.

[Second Embodiment]
The target route L from the origin O to the target position D described in the first embodiment is a route when traveling while maintaining the steering angle of the vehicle 30 at a predetermined value (that is, the target route L is the steering route). In the case of forming one circular arc of the turning radius of the vehicle 30 corresponding to the corner), by running the vehicle 30 from the origin O to the target position D while maintaining the steering angle of the vehicle 30 at the predetermined value, The vehicle 30 can reach the target position D along the target route L. The second embodiment corresponds to such a case, and whether or not the current position A of the vehicle is within a predetermined range centered on the target route L as in the first embodiment. In this case, it is determined whether the current steering angle of the vehicle is within a predetermined range centered on the target steering angle for traveling along the target route L. Steering load control is performed according to the result.

  The driving support apparatus according to the second embodiment can be realized by a block diagram similar to that shown in FIG. 1, and here, only differences from the first embodiment will be described.

  As in the first embodiment, the target route setting unit 21 can set the target position D and the target route L to the target position D by any method, but as described above, in this embodiment, The target route L is assumed to form an arc having a predetermined turning radius of the vehicle 30. The target route setting unit 21 sets a target steering angle according to the turning radius.

  For example, referring to FIG. 8A, a diagram similar to FIG. 4A is shown. The target position D can be set by an arbitrary method as in the first embodiment. When the target route L between the current position A and the target position D of the vehicle 30 is set by a well-known method using, for example, a circle model as described above, the target route L is here an arc having a radius R1. Is set. That is, the vehicle 30 can travel along the target route L when turning at the turning radius R1. The target route setting unit 21 can set a target steering angle according to the turning radius R1.

  As another example, referring to FIG. 8 (b), a diagram similar to FIG. 3 is shown. When the vehicle 30 parks in the parking space P defined by the white lines 37 a to 37 c, A target position D to be routed is shown. By reversing the vehicle 30 while maintaining the steering angle of the vehicle 30 at a predetermined value (for example, the maximum steering angle to the left side toward the head of the vehicle), the vehicle 30 is parked in the parking space P via the target position D. However, the position A at which the vehicle 30 starts to reverse for that purpose is predetermined with respect to the position of the parking space P (specifically, the position P1 or P2). The position P1 or P2 of the parking space P is specified by, for example, an occupant on the captured image, so that the position A is calculated and the vehicle 30 is automatically guided to the position A. From the position A, the driver A parking assist method is known in which the steering angle of the steering wheel is moved backward while maintaining the predetermined value (for example, Japanese Patent Laid-Open No. 2000-335436). In such a case, the target route setting unit 21 sets the predetermined value as the target steering angle. The target route L is represented as an arc having a turning radius R2 corresponding to the target steering angle from the position A to the target position D.

  The deviation calculation unit 23 calculates a deviation (deviation) of the current steering angle of the vehicle 30 with respect to the target steering angle. The current steering angle is detected by the travel locus detector 22 as described above.

  The deviation at a certain time is obtained by calculating the difference between the steering angle at the position A of the host vehicle 30 at the time and the target steering angle, and the value of the deviation causes the vehicle 30 to deviate from the target route L. It is possible to determine how much it is shifted to the right side or how much it is shifted to the left side. Here, “right side” indicates the right side in the traveling direction of the vehicle 30, and “left side” indicates the left side in the traveling direction of the vehicle 30. In this embodiment, the deviation calculating unit 23 calculates the deviation to the right as a positive value and calculates the deviation to the left as a negative value.

  The steering control unit 25 controls the load on the steering via the steering mechanism 14 so that the calculated deviation falls within a predetermined range with respect to the target steering angle. For this steering load control, the predetermined range setting unit 24 sets the predetermined range so as to become narrower as the target position D is approached.

  Here, referring to FIG. 9A, the same target route L as FIG. 8A is shown. The predetermined range is defined by a left line L1 and a right line L2 having an angle θ around a line M (hereinafter referred to as a target steering angle line) representing a target steering angle (a direction in which the steered wheel should face). The figure shows a state in which the steering wheel 61 of the vehicle 30 matches the target steering angle. The angle θ between the target steering angle line M and the left line L1 and the angle θ between the target steering angle line M and the right line L2 have the same value in this embodiment, and as the target position D is approached, the angle θ The angle θ is set to be small.

  In this embodiment, the angle θ is set so as to gradually decrease along the target route L from the maximum value θmax to the minimum value θmin. Therefore, as shown in FIG. 9B, the predetermined range setting unit 24 sets the target from the origin O (the position A of the vehicle 30 when the target route L and the target steering angle are set) to the target position D. An angle θ ranging from θmax to θmin is assigned to each position on the path L. The assignment can be stored in the storage device in the form of a table (map) as shown in FIG.

  The predetermined range setting unit 24 drops a position on the target route L corresponding to the current position A of the vehicle 30 detected by the travel locus detection unit 22 (as described above, the vertical line is dropped from the current position A onto the target route L. The value of the corresponding angle θ is obtained by referring to the assignment as shown in FIG.

  The assignment is not limited to the form shown in FIG. 9B. For example, the assignment may be made so that the angle θ changes linearly along the target route L, or along the target route L. The angle θ may be assigned so as to change stepwise.

  The steering control unit 25 controls the steering load via the steering mechanism 14 so that the calculated deviation falls within the left line L1 and the right line L2 defined by the angle θ thus determined.

  Here, referring to FIG. 10A, an example of a steering load control form by the steering control unit 25 is shown, which is similar to FIG. 5A. The horizontal axis represents the deviation of the current steering angle of the vehicle from the target steering angle. The vertical axis represents the magnitude and direction of the load applied to the steering. As described with reference to FIG. 9A, plus “+” for the deviation indicates that the vehicle 30 is shifted to the right in the traveling direction of the vehicle 30 with respect to the target steering angle. , “−” Indicates that it is shifted to the left side. Regarding the load, plus “+” indicates a load in the right direction toward the traveling direction of the vehicle 30, and minus “−” indicates a load in the left direction. A value acquired by referring to the assignment as shown in FIG. 9B is set in “θ” on the horizontal axis.

  When the deviation calculated as described above is between the values 0 and + θ, the current steering angle of the vehicle 30 is between the target steering angle line M and the right side line L2, so that the vehicle 30 is in the target route L It is deviating to the right side. Therefore, the steering control unit 25 controls the steering mechanism 14 so as to apply a predetermined load F to the left in the steering. This prevents the vehicle 30 from deviating to the right side of the right line L2. On the other hand, when the calculated deviation is between the values 0 and -θ, the vehicle 30 steering angle is between the target steering angle line M and the left side line L1, so that the vehicle 30 is on the left side with respect to the target route L. Indicates deviation. Therefore, the steering control unit 25 controls the steering mechanism 14 so as to apply a predetermined load F to the right in the steering. This makes it difficult for the vehicle 30 to deviate to the left of the left line L1.

FIG. 10B shows a virtual road surface shape 41 realized by the steering load control as shown in FIG. 10A, which is the same as FIG. The width _Wθ of 41 corresponds to the amount of deviation from the target route L when the steering angle deviates by an angle θ with respect to the target steering angle. As described above, also in the second embodiment, since it is possible to give the driver a steering sensation such as driving a virtual “wadder”, the vehicle 30 does not deviate too much from the target route L. The driver can be driven.

  As described with reference to FIGS. 9A and 9B, the angle θ decreases as the target position D is approached. Accordingly, the width in the horizontal axis direction of the range 63 in which the load F in FIG. 10A is applied to the steering is narrowed as the target position D is approached. By doing so, the driver can more easily match the vehicle 30 to the target route L more smoothly.

  In the above embodiment, as shown in FIG. 9B, the value of the angle θ in the range of θmax to θmin is assigned to the target route L, but the value of the angle θ is controlled without making such assignment. May be. For example, the steering control unit 25 decrements the value of the angle θ by a predetermined value every predetermined time interval or every predetermined moving distance of the vehicle 30. Here, the initial value of the angle θ is a predetermined maximum value θmax. If the value of the angle θ reaches the predetermined minimum value θmin before the vehicle 30 reaches the target position D, the decrement processing is stopped, and thereafter the value of the angle θ is kept constant at the minimum value θmin. , Control the steering load.

  The control for the indicator of the direction indicator described in the first embodiment can be similarly applied to the second embodiment. The direction indicator control unit 26 indicates that the calculated deviation is shifted to the left with respect to the target steering angle, and if the magnitude of the deviation exceeds θ (that is, deviation <−θ). ), The indicator 52 (FIG. 6) indicating the right direction is turned on. On the other hand, the direction indicator control unit 26 indicates that the calculated deviation is shifted to the right with respect to the target steering angle, and if the magnitude of the deviation exceeds θ (that is, deviation> + Θ), the indicator 51 (FIG. 6) indicating the left direction is turned on. In this way, the driver can be made aware of the steering direction that should be returned to the target route L. Further, as described in the first embodiment, the indicator blinking speed may be increased as the deviation increases, and the indicator blinks as the deviation increases. You may increase the number of times.

  As described above, the first and second embodiments have been described. However, the first and second embodiments may be switched according to the set target route L. For example, when the set target route L is formed from one circular arc having a certain turning radius, the current steering angle corresponds to the turning radius as in the second embodiment. When driving is supported according to whether or not the angle is within a predetermined range centered on the target steering angle, and the set target path L is formed of, for example, a plurality of arcs having a plurality of turning radii, As in the first embodiment, driving may be supported according to whether or not the current position of the vehicle is within a predetermined range centered on the target route.

[Other embodiments]
As described in the first and second embodiments, the virtual road surface shape 41 shown in FIGS. 5B and 10B is an example, and various virtual road surface shapes can be realized. Other examples of the virtual road surface shape are shown in FIGS. 11A and 11B and FIGS. 12A and 12B. Here, steering load control based on a predetermined range of width W according to the first embodiment is shown. However, it goes without saying that the present invention can be similarly applied to the steering load control based on the predetermined range of the angle θ according to the second embodiment.

  Each of these virtual road surface shapes 71 to 74 forms a groove or a depression as described with reference to FIG. 5 (b). It is possible to give a steering feeling as if "" exists. Therefore, the driver can drive the vehicle without deviating from the target route L by a predetermined amount or more by performing a steering operation so that the tires of the vehicle fit into the “waddle”.

  Further, in the first and second embodiments, the peripheral state acquisition unit 10 of FIG. 1 is realized by an imaging device. As an alternative, the surrounding situation acquisition unit 10 can be realized by an obstacle detection device. As an example, the obstacle detection device includes an ultrasonic transmitter and a receiver, and the presence of the obstacle is detected by receiving a reflected signal generated by the ultrasonic wave transmitted from the transmitter hitting the obstacle. In addition to detection, the distance to the obstacle is detected based on the time from transmission to reception. Alternatively, light is used instead of ultrasonic waves, measurement light is emitted, reflected light from an obstacle is received, and the time difference from the point of emission to the point of reception or the emitted light is received. An obstacle detection device that measures the distance to an obstacle based on the phase difference of light may be used.

  By mounting such an obstacle detection device on one or a plurality of vehicles so as to detect an obstacle ahead of the vehicle, for example, obstacles 33a and 33b as shown in FIG. 2A are detected. can do. Even when the vehicle moves backward, the obstacles 33c and 33d as shown in FIG. 7B are detected by mounting an obstacle detection device that detects an obstacle behind the vehicle on one or more vehicles. Can do.

  The target route setting unit 21 sets a route that avoids the obstacle detected in this way, and can set this as the target route. For example, in the case of the form shown in FIG. 2A, the target route is set so as to be separated from the detected obstacles 33a and 33b by a predetermined distance or more. Thereafter, the steering load control can be performed according to the method of the first or second embodiment described above. Here, the predetermined range setting unit 24 can set the value of the width W or the angle θ so that the predetermined range defined by the width W or the angle θ becomes narrower as the obstacle is approached. The control unit 25 performs steering load control as shown in FIG. 5A or FIG. 10A according to the set value of the width W or the angle θ. Thus, as the obstacle is approached, the width of the virtual “wadder” becomes narrower, making it easier for the driver to align the vehicle with the target route.

  For example, referring to FIG. 13, obstacles 81 a and 81 b exist in front of the vehicle 30, and both are detected by an obstacle detection device (not shown) mounted on the vehicle 30. The target route L is set so as to avoid the obstacles 81a and 81b. In this example, the obstacle 81a is closer to the vehicle 30 than the obstacle 81b. Therefore, the width W is narrowed before approaching the obstacle 81a. The figure shows a state in which the width W is narrowed from the origin O to a position 85 that is the intersection of the line 83 indicating the position of the obstacle 81a detected by the obstacle detection device and the target route L. It is shown.

  Further, as shown in the figure, it is preferable to maintain the width W in a narrowed state while passing through the side surface of the obstacle 81a. By doing so, the driver adjusts the vehicle 30 to the target route L before approaching the obstacle, and causes the vehicle 30 to travel so as not to greatly deviate from the target route L while passing by the obstacle. It becomes easy.

  In FIG. 13, when the target path L is formed from one circular arc having a certain turning radius, the control related to the angle θ according to the second embodiment may be executed instead of the control related to the width W. Needless to say, it is good.

  In a further alternative, the surrounding state acquisition unit 10 of FIG. 1 may be configured by combining an obstacle detection device and an imaging device. For example, the target position is set on the image acquired by the imaging device, and the obstacle is detected by the obstacle detection device. The target route setting unit 21 sets a target route for reaching the target position while avoiding obstacles. When such a route cannot be set, for example, a warning or the like can be issued to the driver.

  In this embodiment, when there is an obstacle between the host vehicle and the target position, for example, the width W or the angle θ is controlled so as to approach the obstacle, and the narrowing is performed from the obstacle to the target position. The width W or the angle θ may be controlled to be constant. Alternatively, the width W or the angle θ may be increased or decreased according to the position of the obstacle. For example, the width W or the angle θ is gradually narrowed as it approaches the obstacle, and after passing through the obstacle, the narrowed width W or the angle θ is increased (may be increased at a time or may be gradually increased) As the target position is approached, the width W or the angle θ can be gradually reduced again.

  Furthermore, in the first embodiment, the width W between the left line L1 and the target route L and the width W between the right line L2 and the target route L are set to be the same value, and In the second embodiment, the angle θ between the left line L1 and the target steering angle line M and the angle θ between the right line L2 and the target steering angle line M are set to be the same value. The present invention is not limited to this. For example, when an obstacle detection device is provided, the width (or angle) in the direction in which the obstacle is detected may be set to be narrower than the width (or angle) in the direction in which no obstacle is detected. . In the first and second embodiments, the steering load is set to the same value in the left direction and the right direction, but the present invention is limited to this. is not. For example, the load in the direction in which no obstacle is detected may be larger than the load in the direction in which the obstacle is detected. As a result, the steering wheel can be prevented from being steered in the direction in which the obstacle is detected.

  Note that the target route set as described above may or may not be displayed on the display device. According to the present invention, driving is supported so that there is a virtual “wad” without the driver confirming the target route on the display device, so that the driver does not greatly deviate from the target route. The vehicle can be driven.

  FIG. 14 is a flow of a steering load control process executed by the controller 12 according to the first embodiment described above. In this example, this process can be performed at predetermined time intervals. Alternatively, it may be executed every predetermined moving distance of the vehicle.

  In step S1, it is determined whether the target route is set. If not, the process is exited. If set, the process proceeds to step S2. In step S2, it is determined whether or not the vehicle has reached the target position. If the vehicle has reached the target position, the process exits. If not, the process proceeds to step S3.

  In step S3, the travel locus of the vehicle is detected. Thereby, the current position of the vehicle can be detected. In step S4, a deviation of the current position of the vehicle from the target route is calculated. As described above, the deviation can be calculated based on the distance between the current position of the vehicle and the corresponding position on the target route.

  In step S5, the value of the width W corresponding to the position on the target route corresponding to the current position of the vehicle is obtained. As described above, the width W can be obtained by referring to FIG. 4B, for example.

  In step S6, it is determined whether the deviation calculated in step S3 is within a predetermined range from -W to + W. If it is within the predetermined range, the process proceeds to step S7, where it is determined whether the deviation is a left-side deviation or a right-side deviation. When the deviation is between -W and 0, it is determined as a left deviation, and when the deviation is between 0 and W, it is determined as a right deviation.

  In the case of the deviation on the left side, it indicates that the vehicle is shifted to the left side with respect to the target route, so in step S8, the steering is loaded in the right direction. In this way, since the operation to the right of the steering wheel becomes heavy, it is possible to assist driving so as to avoid the vehicle deviating further to the left. On the other hand, the deviation on the right side indicates that the vehicle is displaced to the right side with respect to the target route, so in step S9, the steering is loaded leftward. Thus, since the leftward operation of the steering wheel becomes heavy, it is possible to assist driving so as to avoid the vehicle deviating to the right.

  In step S6, when the calculated deviation is not within the predetermined range of −W to + W, in step S10, it is determined whether the deviation is the left deviation or the right deviation as in step S7. When the deviation has a value smaller than −W (deviation <−W), it is determined as a left-side deviation, and when the deviation has a value greater than + W (deviation> + W), it is determined as a right-side deviation. In the case of the deviation on the left side, it indicates that the vehicle has greatly deviated from the target route to the left side. Therefore, in step S11, the right direction indicator of the direction indicator is turned on or blinked. Thus, the driver can be prompted to steer the steering wheel to the right in order to return to the target route. On the other hand, the deviation on the right side indicates that the vehicle has greatly deviated to the right side from the target route. Therefore, in step S12, the left direction indicator of the direction indicator is turned on or blinked. In this way, the driver can be prompted to steer the steering wheel to the left in order to return to the target route. As described above, the blinking speed may be increased as the deviation increases, or the number of blinks may be increased as the deviation increases.

  The process shown in FIG. 14 can be similarly applied to the second embodiment. In this case, a deviation from the target steering angle with respect to the current steering angle of the vehicle is calculated (step S4), and the angle θ described in the second embodiment may be used instead of the width W of the process. Step S5).

  As described above, specific embodiments of the present invention have been described. However, the present invention is not limited to these embodiments.

The block diagram of the driving assistance device according to one Example of this invention. The figure for demonstrating the setting of the target path | route according to one Example of this invention. The figure for demonstrating the other example of the setting of the target path | route according to one Example of this invention. The figure for demonstrating the steering load control according to one Example of this invention, and the predetermined range used for it. The figure which shows the method of the steering load control according to one Example of this invention, and the virtual road surface shape implement | achieved by this control. The figure which shows the indicator of a direction indicator according to one Example of this invention. The figure for demonstrating the other example of steering load control according to one Example of this invention. The figure for demonstrating the setting of the target steering angle according to the other Example of this invention. The figure for demonstrating steering load control and the predetermined range used for it according to the other Example of this invention. The figure which shows the method of the steering load control according to the other Example of this invention, and the virtual road surface shape implement | achieved by this control. The figure which shows the other example of the virtual road surface shape implement | achieved by steering load control according to one Example of this invention. The figure which shows the other example of the virtual road surface shape implement | achieved by steering load control according to one Example of this invention. The figure which shows an example of the method of steering load control at the time of providing the obstruction detection apparatus according to one Example of this invention. 1 is a flowchart of a steering load control process according to one embodiment of the present invention.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Peripheral condition acquisition part 11 Driving | running state detection part 12 Control part 14 Steering mechanism 16 Indicator of direction indicator

Claims (4)

A device for supporting driving of a vehicle,
When the deviation of the current position of the previous SL vehicle against a target path for moving the vehicle to the target position is within a predetermined range, a load is applied to the steering of the vehicle so that the vehicle toward the target path Control means for eliminating the load when the deviation deviates from the predetermined range ;
Indicator control means for indicating a steering direction of the steering for returning the deviation within the predetermined range by an indicator of a direction indicator when the deviation deviates from the predetermined range;
Means for detecting obstacles present around the vehicle;
With
The target route is set to avoid the obstacle,
The control means, the predetermined range, the vehicle is set smaller as it approaches the target position, and, when the obstacle is detected, the predetermined range, the vehicle is the obstacle Set smaller as approaching, increase after the vehicle passes the obstacle, and set smaller as approaching the target position,
apparatus. A device for supporting driving of a vehicle,
When the deviation of the current steering angle of the front Symbol vehicle against a target steering angle for moving the vehicle to the target position along the target path is within the predetermined range, the current steering angle of the vehicle target steering A control means for applying a load to the steering of the vehicle so as to go to a corner, and removing the load when the deviation is out of a predetermined range ;
Indicator control means for indicating a steering direction of the steering for returning the deviation within the predetermined range by an indicator of a direction indicator when the deviation deviates from the predetermined range;
Means for detecting obstacles present around the vehicle;
With
The target route is set to avoid the obstacle,
The control means, the predetermined range, the vehicle is set smaller as it approaches the target position, and, when the obstacle is detected, the predetermined range, the vehicle is the obstacle Set smaller as approaching, increase after the vehicle passes the obstacle, and set smaller as approaching the target position,
apparatus. The indicator control means increases the blinking speed of the indicator according to the magnitude of the deviation.
The apparatus according to claim 1 or 2 . The indicator control means increases the number of blinks of the indicator according to the magnitude of the deviation.
The apparatus according to claim 1 or 2 .

Images