JP6814706B2 - Driving support device and driving support method - Google Patents

Description

The present invention relates to a travel support device and a travel support method for issuing an alarm regarding an object around the vehicle to an occupant of the vehicle.

It is an object of Patent Document 1 to provide an automatic brake control device capable of expanding the execution area of automatic brake control to the own vehicle side beyond the collision avoidance limit distance while eliminating unnecessary intervention of automatic braking. ([0006], summary). In order to realize this object, the braking control unit 5 of Patent Document 1 (summary) prohibits the execution of the extended braking control after the braking control is once completed until the set time (prohibited time) elapses. .. As a result, even when the execution area of the automatic brake control is expanded to the own vehicle 1 side from the collision avoidance limit distance (that is, when the extended braking control is set in addition to the full-scale braking control), within a short time. It is said that it is possible to accurately suppress problems such as giving a sense of discomfort to the driver or the like or causing instability of vehicle behavior due to repeated intervention and release of unnecessary automatic braking.

In Patent Document 1, the prohibition time of the extended braking control is set according to the steering angle | δ |, yaw rate | γ |, steering angular velocity | δ'|, and vehicle speed V ([0036], [0039], [0042]. , [0063], [0066], [0069], [0127]).

In addition, there are parking support devices that support the parking of vehicles (for example, Patent Document 2 and Patent Document 3).

Japanese Unexamined Patent Publication No. 2009-262698 Japanese Unexamined Patent Publication No. 2008-074296 Japanese Unexamined Patent Publication No. 2014-184746

As described above, in Patent Document 1, after the braking control is once completed, the execution of the extended braking control is prohibited until the set time (prohibited time) elapses (summary). However, Patent Document 1 does not examine the relationship between the timing of permitting automatic braking again and the state of the vehicle such as whether or not parking support is being provided. In addition to automatic braking, there are alarm sound output, alarm display output, and the like as alarms for setting the permission timing again in relation to parking assistance.

The present invention has been made in consideration of the above problems, and it is possible to set the timing for re-permitting an alarm according to the state of the vehicle such as whether or not parking support is being provided. The purpose is to provide a support device and a driving support method.

The traveling support device according to the present invention
An object detector that detects objects around the vehicle and
An alarm unit that gives an alarm to the occupants of the own vehicle based on the detection result of the object detection unit.
When the alarm is given by the alarm unit, it is provided with an alarm prohibition unit that prohibits the alarm until a predetermined time elapses or the own vehicle travels a predetermined distance.
Further, the traveling support device is
A guide unit that guides the vehicle to a predetermined position and
It is provided with a prohibition condition changing unit that shortens the predetermined time or the predetermined distance when the guidance by the guidance unit is performed to be shorter than the predetermined time or the predetermined distance when the guidance is not performed. It is a feature.

According to the present invention, the predetermined time or the predetermined distance when the guidance by the guiding portion is performed is made shorter than the predetermined time or the predetermined distance when the guidance is not performed. The predetermined time and the predetermined distance here are the time and distance for prohibiting the alarm when the alarm is given by the alarm unit. In other words, the predetermined time and the predetermined distance define the timing for re-authorizing the alarm when the alarm is given by the alarm unit. Therefore, by switching the timing for re-permitting the alarm depending on whether the guidance unit is guiding to the predetermined position or not, it is possible to re-alarm at the timing according to the situation. ..

The guidance unit automatically controls the steering handle so that the own vehicle reaches the predetermined position while guiding the driver as the occupant to operate the accelerator pedal, the brake pedal, and the shift lever. May be good. As a result, in the scene where the driver performs the acceleration / deceleration operation and the shift operation, the alarm can be positively used by advancing the timing of re-authorizing the alarm.

The prohibition condition changing unit may make the predetermined time or the predetermined distance when the shift position is backward shorter than the predetermined time or the predetermined distance when the shift position is not backward. As a result, when the vehicle is moving backward, the warning can be positively used by accelerating the timing of re-authorizing the warning.

The traveling support device determines the possibility of collision between the braking device as an alarm unit that generates the braking force of the own vehicle and the own vehicle and the peripheral object, and the braking according to the collision possibility. A braking control device that executes automatic braking control to control the device may be provided. Further, the braking control device may include the alarm prohibition unit and the prohibition condition changing unit. Further, when the automatic braking is performed based on the possibility of collision, the braking control device may prohibit the automatic braking until the vehicle travels the predetermined distance or the predetermined time elapses.

According to the present invention, the predetermined time or the predetermined distance when the guidance by the guiding portion is performed is made shorter than the predetermined time or the predetermined distance when the guidance is not performed. The predetermined time and the predetermined distance here are the time and the distance for prohibiting the automatic braking when the automatic braking based on the possibility of collision is performed. In other words, the predetermined time and the predetermined distance define the timing for re-permitting the automatic braking when the automatic braking is performed. Therefore, by switching the timing for re-permitting the automatic braking depending on whether the guidance to the target parking position is performed by the guidance unit or not, the automatic braking can be performed again at the timing according to the situation. It will be possible.

When the collision possibility exceeds the threshold value, the braking control device may execute the automatic braking to stop the own vehicle. As a result, it is possible to preferably set the timing for permitting automatic braking again after the own vehicle has stopped (after the vehicle speed has become zero).

The traveling support method according to the present invention
An alarm step that gives an alarm to the occupants of the own vehicle regarding objects around the own vehicle detected by the object detection unit, and
When the alarm is issued, the alarm prohibition step for prohibiting the alarm until a predetermined time elapses or the own vehicle travels a predetermined distance, and
It is a method of executing the guidance step of guiding the own vehicle to a predetermined position by using a traveling support device.
In the alarm prohibition step, the traveling support device shall make the predetermined time or the predetermined distance when the guidance is performed shorter than the predetermined time or the predetermined distance when the guidance is not performed. It is characterized by.

According to the present invention, it is possible to set the timing for re-permitting the alarm according to the state of the vehicle such as whether or not parking support is in progress.

It is a block diagram which shows the structure of the vehicle which includes the traveling support device which concerns on one Embodiment of this invention. It is a flowchart of the peripheral monitoring control of the said embodiment.

A. One Embodiment <A-1. Configuration>
[A-1-1. overall structure]
FIG. 1 is a block diagram showing a configuration of a vehicle 10 (hereinafter, also referred to as “own vehicle 10”) including a traveling support device 12 according to an embodiment of the present invention. The driving support device 12 includes a navigation device 20, a vehicle peripheral sensor group 22, a vehicle body behavior sensor group 24, a driving operation sensor group 26, a human-machine interface 30 (hereinafter referred to as “HMI30”), and a driving force. It has a control system 32, a braking force control system 34, an electric power steering system 36 (hereinafter referred to as "EPS system 36"), and a traveling electronic control device 38 (hereinafter referred to as "traveling ECU 38" or "ECU 38"). ..

[A-1-2. Navigation device 20]
The navigation device 20 provides route guidance along the planned route Rv of the own vehicle 10 to the target point Pgoal. The navigation device 20 has a global positioning system sensor 40 (hereinafter referred to as “GPS sensor 40”) and a map database 42 (hereinafter referred to as “map DB 42”). The GPS sensor 40 detects the current position Pgps of the vehicle 10. Road map information (map information Imap) is stored in the map DB 42.

[A-1--3. Vehicle peripheral sensor group 22]
The vehicle peripheral sensor group 22 detects information about the periphery of the own vehicle 10 (hereinafter, also referred to as “vehicle peripheral information Ic”). The vehicle peripheral sensor group 22 includes a plurality of external cameras 50, at least one radar 52, and a plurality of ultrasonic sensors 54.

The vehicle exterior camera 50 (hereinafter, also referred to as “camera 50”) of the present embodiment outputs an image information image that captures the periphery (front and rear) of the vehicle 10. Further, the external camera 50 includes a camera that captures images of the side (left side and right side) of the own vehicle 10. At least one radar 52 outputs radar information Iradar indicating a reflected wave for an electromagnetic wave transmitted to the periphery (forward) of the vehicle 10.

The plurality of ultrasonic sensors 54 (object detection units) output ultrasonic information Isonar indicating reflected waves for ultrasonic waves transmitted to the periphery of the vehicle 10 (diagonally to the left, diagonally to the right, diagonally to the left, and diagonally to the right). To do. The vehicle exterior camera 50, the radar 52, and the ultrasonic sensor 54 are peripheral recognition devices that recognize vehicle peripheral information Ic.

The front camera 50 and the radar 52 are for a long distance for detecting a peripheral object Os (preceding vehicle or the like) existing at a relatively long distance. The rear camera 50 is for a short distance for displaying the rear of the vehicle 10 on the touch panel 110 of the HMI 30 when the vehicle 10 is retracted. The front, rear, and side cameras 50 are also used for short distances for displaying a bird's-eye view image used when parking or the like. The ultrasonic sensor 54 is for a short distance for avoiding contact of peripheral objects Os with the four corners (front left, front right, rear left, and rear right) of the vehicle 10. In the present embodiment, the ultrasonic sensor 54 is operated when the parking operation is supported to detect the peripheral object Os of the vehicle 10.

[A-1-4. Body behavior sensor group 24]
The vehicle body behavior sensor group 24 detects information regarding the behavior of the vehicle 10 (particularly the vehicle body) (hereinafter, also referred to as “vehicle body behavior information Ib”). The vehicle body behavior sensor group 24 includes a vehicle speed sensor 60, a lateral acceleration sensor 62, and a yaw rate sensor 64.

The vehicle speed sensor 60 detects the vehicle speed V [km / h] of the vehicle 10. The lateral acceleration sensor 62 detects the lateral acceleration Glat [m / s / s] of the vehicle 10. The yaw rate sensor 64 detects the yaw rate Yr [rad / s] of the vehicle 10.

[A-1-5. Driving operation sensor group 26]
The driving operation sensor group 26 detects information related to the driving operation by the driver (hereinafter, also referred to as “driving operation information Io”). The driving operation sensor group 26 includes an accelerator pedal sensor 80, a brake pedal sensor 82, a steering angle sensor 84, a shift position sensor 86, and a multi-view switch 88.

The accelerator pedal sensor 80 (hereinafter, also referred to as “AP sensor 80”) detects the operation amount θap (hereinafter, also referred to as “AP operation amount θap”) [%] of the accelerator pedal 100. The brake pedal sensor 82 (hereinafter, also referred to as “BP sensor 82”) detects the operation amount θbp of the brake pedal 102 (hereinafter, also referred to as “BP operation amount θbp”) [%]. The steering angle sensor 84 detects the steering angle θst (hereinafter, also referred to as “operation amount θst”) [deg] of the steering handle 104.

The shift position sensor 86 detects the position Ps of the shift lever 106 (hereinafter, also referred to as “shift position Ps”). The multi-view switch 88 is a switch for switching the display on the touch panel 110 of the HMI 30, and outputs the multi-view signal Smv. The multi-view switch 88 may be positioned as a part of the HMI 30.

[A-1-6. HMI30]
The HMI 30 accepts operation input from the occupant (including the driver) and visually and audibly presents various information to the occupant. The HMI 30 includes a touch panel 110 and a speaker 112. The multi-view switch 88, the accelerator pedal 100, the brake pedal 102, the steering handle 104 and the shift lever 106 may be positioned as a part of the HMI 30.

The touch panel 110 is a display device and an operation input device provided on an instrument panel (not shown). The touch panel 110 includes, for example, a liquid crystal panel or an organic EL panel. The speaker 112 can output a guidance voice to the driver when assisting the parking operation described later.

[A-1-7. Driving force control system 32]
The driving force control system 32 includes an engine 120 (drive source) and a drive electronic control device 122 (hereinafter referred to as “drive ECU 122”). The AP sensor 80 and the accelerator pedal 100 described above may be positioned as a part of the driving force control system 32. The drive ECU 122 executes the drive force control of the vehicle 10 by using the AP operation amount θap and the like. In the driving force control, the driving ECU 122 controls the traveling driving force Fd of the vehicle 10 through the control of the engine 120.

[A-1-8. Braking force control system 34]
The braking force control system 34 includes a braking mechanism 130 and a braking electronic control device 132 (hereinafter referred to as “braking ECU 132”). The BP sensor 82 and the brake pedal 102 described above may be positioned as part of the braking force control system 34. The brake mechanism 130 (braking device as an alarm unit) operates a brake member by a brake motor (or a hydraulic mechanism) or the like to generate a braking force Fb of the own vehicle 10. That is, here, the braking force Fb is generated by the frictional force acting between the brake member such as the brake pad and the wheel.

In addition to or instead of this, braking force Fb may be generated by another method. As another such method, there is a method of generating a braking force Fb by engine braking. Further, when the vehicle 10 has a traveling motor (not shown), braking force Fb may be generated by regeneration by the traveling motor.

The braking ECU 132 executes braking force control of the vehicle 10 by using the BP operation amount θbp or the like. When controlling the braking force, the braking ECU 132 controls the braking force Fb of the vehicle 10 through the control of the brake mechanism 130 and the like.

The brake mechanism 130 of the present embodiment alerts the occupants of the own vehicle 10 by operating the automatic brake based on the command from the traveling ECU 38 (in other words, based on the detection result by the ultrasonic sensor 54). ..

[A-1-9. EPS system 36]
The EPS system 36 includes an EPS motor 140 and an EPS electronic control device 142 (hereinafter referred to as "EPS ECU 142" or "ECU 142"). The steering angle sensor 84 and steering handle 104 described above may be positioned as part of the EPS system 36.

The EPS ECU 142 controls the EPS motor 140 in response to a command from the traveling ECU 38 to control the turning amount R of the vehicle 10. The turning amount R includes a steering angle θst, a lateral acceleration Glat, and a yaw rate Yr.

[A-1-10. Traveling ECU 38]
(A-1-10-1. Outline of traveling ECU 38)
The traveling ECU 38 is a computer that executes various controls (traveling control) related to the traveling of the vehicle 10, and includes, for example, a central processing unit (CPU). As shown in FIG. 1, the ECU 38 has an input / output unit 150, a calculation unit 152, and a storage unit 154. It is also possible to assign a part of the function of the traveling ECU 38 to an external device existing outside the vehicle 10.

(A-1-10-2. Input / output unit 150)
The input / output unit 150 performs input / output with devices other than the ECU 38 (navigation device 20, sensor groups 22, 24, 26, etc.). The input / output unit 150 includes an A / D conversion circuit (not shown) that converts the input analog signal into a digital signal.

(A-1-10-3. Calculation unit 152)
The calculation unit 152 performs calculation based on signals from the navigation device 20, each sensor group 22, 24, 26, HMI 30, and each ECU 122, 132, 142, and the like. Then, the calculation unit 152 generates signals for the navigation device 20, the drive ECU 122, the braking ECU 132, and the EPS ECU 142 based on the calculation result.

As shown in FIG. 1, the calculation unit 152 of the traveling ECU 38 has a parking support unit 160 and a peripheral monitoring unit 162. Each of these units is realized by executing a program stored in the storage unit 154. The program may be supplied from an external device via a wireless communication device (not shown). A part of the program may be composed of hardware (circuit parts).

The parking support unit 160 (guidance unit) executes parking support control that assists the driver in parking. By the parking support control, the own vehicle 10 is guided to the target parking position Pptar.

The peripheral monitoring unit 162 executes peripheral monitoring control for monitoring the peripheral of the vehicle 10. As shown in FIG. 1, the peripheral monitoring unit 162 includes an automatic brake prohibition unit 170 (hereinafter, also referred to as “prohibition unit 170”) and an automatic brake prohibition interval change unit 172 (hereinafter, “prohibition interval change unit 172” or “change”). It also has a part 172 ”).

In the prohibition unit 170 (alarm prohibition unit), when the automatic brake (alarm by the alarm unit) is performed by the brake mechanism 130, the elapsed time Tp is the prohibition time threshold value THtp (hereinafter, "automatic brake prohibition time THtp" or "prohibition time"). Automatic braking is prohibited until "THtp" has elapsed. Alternatively, in the prohibition unit 170, when the automatic braking by the braking mechanism 130 is performed, the moving distance D of the vehicle 10 is the prohibited distance threshold THd (hereinafter, also referred to as “automatic braking prohibited distance THd” or “prohibited distance THd”). Prohibit automatic braking until it exceeds.

The change unit 172 sets the automatic braking prohibition time THtp when the parking operation support (guidance by the guidance unit) is performed by the parking support unit 160 to be larger than the automatic braking prohibition time THtp when the parking operation support is not performed. shorten. Alternatively, the changing unit 172 shortens the automatic braking prohibition distance THd when the parking operation support is provided by the parking support unit 160 to be shorter than the automatic braking prohibition distance THd when the parking operation support is not provided.

(A-1-10-4. Storage unit 154)
The storage unit 154 stores programs and data used by the calculation unit 152. The storage unit 154 includes, for example, a random access memory (hereinafter referred to as “RAM”). As the RAM, a volatile memory such as a register and a non-volatile memory such as a flash memory can be used. Further, the storage unit 154 may have a read-only memory (hereinafter referred to as “ROM”) in addition to the RAM.

<A-2. Various controls>
[A2-1. Parking support control]
As described above, the parking support unit 160 of the traveling ECU 38 executes the parking support control that supports the parking of the vehicle 10 by the driver (parking support). Parking assistance includes driving operation assistance that assists at least one of a driver's steering operation, acceleration operation, deceleration operation, and shift operation associated with parking of the vehicle 10.

In the driving operation support of the present embodiment, the driver performs the acceleration operation, the deceleration operation, and the shift operation, and the driving support device 12 automatically performs the steering operation. In other words, the parking support unit 160 automatically guides the driver to operate the accelerator pedal 100, the brake pedal 102, and the shift lever 106, and automatically adjusts the steering handle 104 so that the own vehicle 10 reaches the target parking position Pptar. Control.

As the parking support start condition, for example, it can be used that a predetermined parking support start button (not shown) is pressed. The parking support start button can be included in, for example, a normal bird's-eye view screen (not shown) displayed by operating the multi-view switch 88.

As the end condition (completion condition) when the parking support is completed, for example, it can be used that the vehicle 10 is parked at the target parking position Pptar. Further, as the end condition (stop condition) when the parking support is stopped, for example, it can be used that the vehicle 10 has passed the target stop position Pttar or the target parking position Pptar. The target stop position Ppttar is a position for turning back to park at the target parking position Ppttar. Alternatively, it may be used that the vehicle speed V is equal to or higher than the vehicle speed threshold value THv. Alternatively, as a stop condition, the fact that a predetermined stop button is pressed may be a stop condition. The stop button can be included in the display screen of the touch panel 110, for example.

The traveling support device 12 of the present embodiment executes parking support control that supports parking of the vehicle 10. The parking support control of the present embodiment mainly includes two types of control: target parking position setting control (hereinafter, also referred to as “target setting control”) and automatic steering control. The target setting control is a control for setting the target parking position Pptar of the vehicle 10. The automatic steering control is a control that automatically operates the steering handle 104 so that the vehicle 10 parks at the target parking position Pptar. The automatic operation of the steering handle 104 is performed by the traveling ECU 38 controlling the EPS motor 140 via the EPS ECU 142.

As the parking support control, for example, the one described in FIG. 2 of Japanese Patent Application Laid-Open No. 2015-074265 can be used.

[A-2-2. Peripheral monitoring control]
(A-2-2-1. Outline of peripheral monitoring control)
Peripheral monitoring unit 162 of the traveling ECU 38 executes peripheral monitoring control. The peripheral monitoring control is a control that determines the necessity of automatic braking based on the detection result of the peripheral sensor (here, the ultrasonic sensor 54) that detects the peripheral object Os, and activates the automatic braking when a predetermined condition is satisfied.

(A-2-2-2. Specific contents of peripheral monitoring control)
(A-2-2-2-1. Overall flow of peripheral monitoring control)
FIG. 2 is a flowchart of peripheral monitoring control of the present embodiment. In step S11, the ECU 38 determines whether or not the peripheral monitoring start condition, which is the peripheral monitoring start condition, is satisfied. The specific contents of the peripheral monitoring start condition will be described later. When the peripheral monitoring start condition is satisfied (S11: TRUE), the process proceeds to step S12. If the peripheral monitoring start condition is not satisfied (S11: FALSE), step S11 is repeated.

In step S12, the ECU 38 starts operating the automatic braking function. The automatic braking function determines the necessity of automatic braking, and when it is determined that automatic braking is required, the automatic braking is actually activated. When the ultrasonic sensor 54 is turned off at the start of the operation of the automatic braking function, the ECU 38 turns on the ultrasonic sensor 54. Further, when the ultrasonic sensor 54 is turned on before the peripheral monitoring start condition is satisfied, the ECU 38 starts using the output of the ultrasonic sensor 54 in the automatic braking function when the peripheral monitoring start condition is satisfied.

In step S13, the ECU 38 determines whether or not the automatic braking function is operating. The determination is performed, for example, by determining whether or not the automatic brake prohibition flag FLG (hereinafter, also referred to as “prohibition flag FLG”) is “0”.

The prohibition flag FLG is a flag for setting whether or not to prohibit the automatic braking function (or automatic braking). When it is "0", it is not prohibited, and when it is "1", it is prohibited. The default value of the prohibition flag FLG is "0", which is changed to "1" in step S18 described later.

When the automatic braking function is operating (S13: TRUE), in step S14, the ECU 38 calculates the TTC (Time to Collision) between the own vehicle 10 and the peripheral object Os based on the output of the ultrasonic sensor 54. In step S15, the ECU 38 determines whether or not the automatic brake operating condition for operating the automatic brake is satisfied. Specifically, it is determined whether or not the TTC is equal to or lower than the threshold value THttc (hereinafter, also referred to as “TTC threshold value THttc”). When the automatic brake operating condition is satisfied (S15: TRUE), the process proceeds to step S16. If the automatic brake operating condition is not satisfied (S15: FALSE), the process proceeds to step S20.

In step S16, the ECU 38 controls the brake mechanism 130 via the braking ECU 132 to operate the automatic brake. In step S17, the ECU 38 determines whether or not the automatic braking end condition for terminating the automatic braking is satisfied. As the automatic braking end condition, for example, the fact that the vehicle 10 has stopped (in other words, the vehicle speed V has become zero) can be used. In addition to this, it may be an additional condition that the parking brake (not shown) is activated. If the automatic braking end condition is not satisfied (S17: FALSE), step S17 is repeated. When the automatic braking end condition is satisfied (S17: TRUE), the process proceeds to step S18.

In step S18, the ECU 38 terminates and prohibits automatic braking (or automatic braking function). Specifically, the ECU 38 stops the braking mechanism 130 via the braking ECU 132 to end the automatic braking. Further, the ECU 38 prohibits the automatic braking function (or automatic braking) by switching the automatic braking prohibition flag FLG to "1".

In step S19, the ECU 38 sets an automatic brake prohibition release condition (hereinafter, also referred to as “prohibition release condition”), which is a condition for releasing the prohibition of the automatic brake function (or automatic brake). Details of the ban release conditions will be described later.

If it is "FALSE" in step S15, or after step S19, in step S20, the ECU 38 determines whether or not the peripheral monitoring end condition, which is the condition for ending peripheral monitoring, is satisfied. The specific contents of the peripheral monitoring end condition will be described later.

When the peripheral monitoring end condition is satisfied (S20: TRUE), in step S21, the ECU 38 stops the automatic braking function and ends the peripheral monitoring. The ultrasonic sensor 54 may be stopped when the automatic braking function is stopped. Alternatively, the ultrasonic sensor 54 may remain on even if the automatic braking function is stopped. If the peripheral monitoring end condition is not satisfied (S20: FALSE), the process returns to step S13.

If the automatic braking function is not operating in step S13 (S13: FALSE), specifically, if the prohibition flag FLG is "1", the process proceeds to step S22.

In step S22, the ECU 38 determines whether or not the automatic braking prohibition release condition set in step S19 is satisfied. If the prohibition release condition is not satisfied (S22: FALSE), the process may return to step S13 or simply repeat step S22. When the prohibition release condition is satisfied (S22: TRUE), the process proceeds to step S23.

In step S23, the ECU 38 resumes the operation of the automatic braking function. In other words, the ECU 38 permits the operation of the automatic brake. Specifically, the ECU 38 switches the prohibition flag FLG from "1" to "0". After step S23, the process returns to step S13.

(A-2-2-2-2. Peripheral monitoring start condition)
As the peripheral monitoring start condition, for example, one or more of the following conditions can be used.
Start condition 1: Parking support by parking support control is in progress Start condition 2: Shift position Ps is "backward (R)" Start condition 3: Vehicle speed V is below the peripheral monitoring start vehicle speed threshold THvms Start condition 4: Vehicle 10 is traveling on a narrow road Start condition 5: Vehicle 10 is passing by an oncoming vehicle Start condition 6: The driver operates a peripheral monitoring start button (not shown), etc. Start Condition 7: Peripheral monitoring is always on, but the driver turns it on after turning it off.

The start condition 1 (parking support by parking support control is in progress) is determined by, for example, communication with the parking support unit 160. The start condition 2 (the shift position Ps is "backward (R)") is determined based on, for example, the shift position Ps detected by the shift position sensor 86.

The start condition 3 (the vehicle speed V is equal to or less than the peripheral monitoring start vehicle speed threshold value THvms) is determined based on, for example, the vehicle speed V from the vehicle speed sensor 60. The peripheral monitoring start vehicle speed threshold THvms can be set in the range of 0 to 5 km / h, for example.

The start condition 4 (that the vehicle 10 is traveling on a narrow road) is determined by, for example, map information Imap. For example, when the map information Imap includes road width data, the ECU 38 determines the start condition 4 based on whether or not the road width corresponding to the current position of the vehicle 10 is equal to or less than the width threshold value. .. Alternatively, the start condition 4 may be determined by detecting two lane marks of the lane in which the own vehicle 10 travels based on the image information image and calculating the distance between the two lane marks as the width of the road.

The start condition 5 (that the vehicle 10 is passing the oncoming vehicle) is determined by, for example, the vehicle peripheral information Ic. Specifically, for example, the ECU 38 calculates whether or not an oncoming vehicle exists and the distance between the own vehicle 10 and the oncoming vehicle in the lateral direction (lateral distance) based on the vehicle peripheral information Ic (particularly the image information Image). To do. Then, when there is an oncoming vehicle whose lateral distance is equal to or less than the passing determination threshold value, the ECU 38 determines that the own vehicle 10 is passing the oncoming vehicle.

(A-2-2-2-3. Conditions for releasing automatic braking prohibition)
As the automatic braking prohibition release condition set in step S19 of FIG. 2, it is used that the elapsed time Tp after the start of prohibition of automatic braking is equal to or greater than the prohibition time threshold THtp. Alternatively, the prohibition unit 170 may use that the movement distance D of the vehicle 10 after the start of prohibition of the automatic braking function is equal to or greater than the prohibition distance threshold value THd as a prohibition release condition. As will be described later, other conditions can be set as prohibition release conditions.

As described above, the change unit 172 sets the automatic braking prohibition time THtp when the parking operation support (guidance by the guidance unit) is performed by the parking support unit 160, and the automatic brake when the parking operation support is not performed. The prohibition time should be shorter than THtp. The time point for determining whether or not the parking operation support is being performed is the time point in step S19, but if the parking operation support is started or stopped after that, the prohibition time THtp may be changed. Further, it may be determined whether or not the parking operation support is provided at the reference time point (at the start, end, etc. of the automatic brake) accompanying the operation of the automatic brake. In other words, the prohibition time THtp may be changed based on whether or not parking operation support is provided at a specific reference time point (either present or past).

Alternatively, the change unit 172 sets the automatic braking prohibition distance THd when the parking operation support (guidance by the guidance unit) is performed by the parking support unit 160, and the automatic braking prohibition distance THd when the parking operation support is not performed. Make it shorter than. The time point for determining whether or not the parking operation support is provided is the time point in step S19, but if the parking operation support is started or stopped after that, the prohibited distance THd may be changed. Further, it may be determined whether or not the parking operation support is provided at the reference time point (at the start, end, etc. of the automatic brake) accompanying the operation of the automatic brake. In other words, the prohibited distance THd may be changed based on whether or not parking operation support is provided at a specific reference time point (either present or past).

Further, the prohibition interval changing unit 172 shortens the automatic braking prohibition time THtp when the shift position Ps is backward at the time of step S19 to be shorter than the prohibition time THtp when the shift position Ps is not backward. Places (in railroad crossings, intersections, etc.) on the premise that the vehicle 10 does not stop generally do not pass in reverse. Therefore, it is possible to suitably expand the applicable range of the automatic brake by setting the prohibition time THtp to a small value only when reversing. When the shift position Ps changes after step S19, the prohibition time THtp may be changed according to the change. The same applies to the prohibited distance threshold THd.

(A-2-2-2-4. Peripheral monitoring end condition)
As the peripheral monitoring end condition, for example, one or more of the following can be used.
End condition 1: Parking support by parking support control is completed End condition 2: Shift position Ps is other than "backward (R)" (for example, P or N) End condition 3: Vehicle speed V starts and ends monitoring around Threshold THvmf or higher End condition 4: Vehicle 10 is not driving on a narrow road End condition 5: Vehicle 10 is not passing by an oncoming vehicle End condition 6: The driver operates the peripheral monitoring end button, etc.

The peripheral monitoring start / end threshold value THvmf is set as a value larger than the peripheral monitoring start vehicle speed threshold value THvms (for example, a value in the range of 5 to 10 km / h).

<A-3. Effect of this embodiment>
According to the present embodiment as described above, the parking support (guidance) sets the automatic braking prohibition time THtp (predetermined time) when the parking operation support (guidance) is performed by the parking support unit 160 (guidance unit). It is made shorter than the prohibition time THtp when it is not performed (S19 in FIG. 2). The prohibition time THtp here is a time for prohibiting the automatic brake when the automatic brake is activated (alarm) by the brake mechanism 130 (alarm unit). In other words, the prohibition time THtp defines the timing at which the automatic braking is re-permitted when the automatic braking is performed by the braking mechanism 130 (braking device).

Therefore, by switching the timing for re-permitting the automatic braking depending on whether the parking support unit 160 is guiding the vehicle to the target parking position Pptar (predetermined position) or not, the automatic braking is re-permitted at the timing according to the situation. It is possible to perform automatic braking. The same applies when the automatic braking prohibition distance THd is used instead of the prohibition time THtp.

In the present embodiment, the parking support unit 160 (guidance unit) guides the driver to operate the accelerator pedal 100, the brake pedal 102, and the shift lever 106, and the own vehicle 10 is set to the target parking position Pptar (predetermined position). The steering handle 104 is automatically controlled so as to reach. As a result, in the scene where the driver performs acceleration / deceleration operation and shift operation, the automatic brake can be positively used by advancing the timing of re-permitting the automatic brake (alarm to the occupant). The same applies when the automatic braking prohibition distance THd is used instead of the prohibition time THtp.

In the present embodiment, the prohibition interval changing unit 172 (prohibition condition changing unit) shortens the automatic braking prohibition time THtp when the shift position Ps is backward to be shorter than the prohibition time THtp when the shift position Ps is not backward (the prohibition time THtp). S19 in FIG. As a result, when the own vehicle 10 is moving backward, the automatic braking can be positively used by accelerating the timing of re-permitting the automatic braking (alarm to the occupant). The same applies when the automatic braking prohibition distance THd is used instead of the prohibition time THtp.

In the present embodiment, the peripheral monitoring unit 162 (braking control device) executes automatic braking when the TTC is below the threshold value THttc (when the collision possibility exceeds the threshold value) (S15: TRUE in FIG. 2). The car 10 is stopped (S16). As a result, it is possible to preferably set the timing for permitting the automatic braking again after the own vehicle 10 has stopped (after the vehicle speed V becomes zero).

B. Modified Examples The present invention is not limited to the above-described embodiment, and it goes without saying that various configurations can be adopted based on the contents described in the present specification. For example, the following configuration can be adopted.

<B-1. Configuration of vehicle 10>
[B-1-1. Sensor group 22, 24, 26]
The vehicle peripheral sensor group 22 of the above embodiment includes a plurality of vehicle exterior cameras 50, at least one radar 52, and a plurality of ultrasonic sensors 54 (FIG. 1). However, for example, from the viewpoint of making the prohibition release condition of automatic braking (or warning) when parking operation support is provided looser than the prohibition release condition when parking operation support is not provided, this is the case. Not exclusively.

For example, when there are a plurality of cameras 50 that image the front, the radar 52 can be omitted. Alternatively, LIDAR (Light Detection And Ranging) may be used in addition to or in place of the external camera 50 and the radar 52. LIDAR continuously emits lasers in all directions of the vehicle 10, measures the three-dimensional position of the reflection point based on the reflected wave, and outputs it as three-dimensional information Iridar.

The vehicle body behavior sensor group 24 of the above embodiment includes a vehicle speed sensor 60, a lateral acceleration sensor 62, and a yaw rate sensor 64 (FIG. 1). However, for example, from the viewpoint of making the prohibition release condition of automatic braking (or warning) when parking operation support is provided looser than the prohibition release condition when parking operation support is not provided, this is the case. Not exclusively. For example, it is possible to omit any one or more of the vehicle speed sensor 60, the lateral acceleration sensor 62, and the yaw rate sensor 64.

The driving operation sensor group 26 of the above embodiment includes an AP sensor 80, a BP sensor 82, a steering angle sensor 84, a shift position sensor 86, and a multi-view switch 88 (FIG. 1). However, for example, from the viewpoint of making the prohibition release condition of automatic braking (or warning) when parking operation support is provided looser than the prohibition release condition when parking operation support is not provided, this is the case. Not exclusively. For example, it is possible to omit any one or more of the AP sensor 80, the BP sensor 82, the steering angle sensor 84, the shift position sensor 86, and the multi-view switch 88.

[B-1-2. Traveling ECU 38]
In the above embodiment, a single traveling ECU 38 has each unit (parking support unit 160 and peripheral monitoring unit 162) shown in FIG. However, for example, from the viewpoint of making the prohibition release condition of automatic braking (or warning) when parking operation support is provided looser than the prohibition release condition when parking operation support is not provided, this is the case. Not exclusively. Each part of the ECU 38 shown in FIG. 1 may be distributed and provided in a plurality of electronic control devices (ECUs).

<B-2. Control of traveling ECU 38>
[B-2-1. alarm]
In the above embodiment, an automatic brake is used to give an alarm to the occupant of the own vehicle 10 (S16 in FIG. 2). However, the present invention is not limited to this, for example, from the viewpoint of alerting the occupant through the human sense at the time of parking assistance. For example, the ECU 38 may output a warning sound via the speaker 112. Alternatively, the ECU 38 may output a warning display via a display device such as a touch panel 110. Alternatively, it is also possible to give the above alarm through the application of vibration or reaction force to the steering handle 104 or the accelerator pedal 100.

[B-2-2. Automatic braking]
(B-2-2-1. Contents of automatic braking)
In the above embodiment, the automatic braking (S15 in FIG. 2) is performed until the vehicle 10 is stopped (until the vehicle speed V becomes 0 km / h). However, for example, from the viewpoint of making the prohibition release condition of automatic braking (or warning) when parking operation support is provided at a specific time point looser than the prohibition release condition when parking operation support is not provided. , Not limited to this. The automatic braking may be terminated when the vehicle speed V reaches a vehicle speed threshold value larger than 0 km / h.

(B-2-2-2. Automatic brake operating conditions (S15 in FIG. 2))
In the above embodiment, the automatic brake operating condition (S15 in FIG. 2) is set as a condition related to TTC. However, the present invention is not limited to this, for example, from the viewpoint of determining the necessity of automatic braking based on the possibility of collision between the own vehicle 10 and the peripheral object Os. For example, the ECU 38 may set the automatic braking operation condition as a condition relating to the distance Dl between the own vehicle 10 and the peripheral object Os. For example, when the distance Dl becomes equal to or less than the distance threshold THdl, the ECU 38 activates the automatic brake. The distance threshold THdl may be lengthened when the vehicle speed V is high and may be decreased when the vehicle speed V is low.

(B-2-2-3. Automatic braking prohibition release condition (S19 in FIG. 2))
(B-2-2-3-1. Details of conditions for releasing automatic braking prohibition)
In the above embodiment, the case where the automatic brake prohibition time THtp or the automatic brake prohibition distance THd is used as the automatic brake prohibition release condition has been described. However, for example, from the viewpoint of making the prohibition release condition of automatic braking (or warning) when parking operation support is provided at a specific time point looser than the prohibition release condition when parking operation support is not provided. , Not limited to this.

For example, in addition to the conditions of the automatic braking prohibition time THtp or the automatic braking prohibition distance THd, the prohibition release condition may include turning off the ignition switch (not shown) and then turning it on again. Further, when the parking assistance control is stopped by the operation of the automatic brake, it is possible to include the prohibition release condition that the occupant recommands the parking assistance control. Further, it may be included in the prohibition release condition that the shift position Ps has once reached a predetermined position (for example, P or N). Any one of these may be used alone as a prohibition release condition.

(B-2-2-3-2. Criteria for switching automatic braking prohibition release conditions)
In the above embodiment, the automatic braking prohibition time THtp or the automatic braking prohibition distance THd is switched based on whether or not the parking support (guidance by the guidance unit) by the parking support unit 160 is performed at a specific time point (S19 in FIG. 2). ). However, the present invention is not limited to this, for example, from the viewpoint of switching (or changing) the automatic braking prohibition release condition according to the state of the vehicle 10. For example, the automatic brake prohibition release condition may be switched by the methods shown in (1) to (6) below.

(1) When the bird's-eye view image is displayed based on the operation of the occupant based on the images captured by the front, rear, and side cameras 50, or when the automatic brake is activated, the automatic brake prohibition time THtp May be reduced. When the bird's-eye view image is displayed by the operation of the occupant such as the driver, it can be considered that the driver is driving relatively carefully. The same applies when this is done when the automatic brake is activated. Therefore, by shortening the automatic braking prohibition time THtp and making the automatic braking available at an early stage, it is possible to improve the convenience of the driver. The same applies to the automatic braking prohibited distance THd.

(2) After the automatic braking is activated, if the elapsed time To in the state where the peripheral object Os that is the target of the automatic braking is not detected is equal to or greater than the time threshold THto, the automatic braking prohibition time THtp may be shortened (for example). A predetermined value α may be subtracted from the prohibited time THtp at that time). As a result, it is possible to improve the convenience of the driver by accelerating the start of using the automatic brake for the peripheral object Os other than the target of the automatic brake. The elapsed time To here is the elapsed time from when the peripheral object Os that is the target of the automatic braking is no longer detected after the reference time point (start, end, etc. of the automatic braking) related to the operation of the automatic braking. The same applies to the automatic braking prohibited distance THd.

(3) The longer the elapsed time Tp from the reference time point (start, end, etc. of automatic braking) related to the operation of automatic braking, the shorter the automatic braking prohibition distance THd may be. In other words, when the elapsed time Tp becomes the time threshold THtp2 or more, the predetermined value β may be subtracted from the prohibited distance THd. It is considered that the longer the elapsed time Tp, the closer to a state in which it is preferable to use the automatic brake (normal state, etc.). Therefore, as the elapsed time Tp becomes longer, the prohibited distance THd is shortened so that the automatic brake can be used at an early stage, so that the convenience of the driver can be improved.

(4) If the driver operates the brake pedal 102 after the automatic brake is activated, the prohibited distance THd may be shortened, and if the driver is not operating the brake pedal 102, the prohibited distance THd may be lengthened. .. As a result, when the driver intends to decelerate in relation to the peripheral object Os, the automatic braking can be used at an early stage, so that the convenience of the driver can be improved. The operation of the brake pedal 102 can be determined by the BP operation amount θbp, the brake master cylinder pressure, and the like.

Further, instead of whether or not the brake pedal 102 is operated, the prohibited distance THd may be switched based on the degree of operation. For example, it is considered that the larger the brake master cylinder pressure, the more the driver intends to decelerate in relation to the peripheral object Os. In that case, the convenience of the driver can be improved by reducing the prohibited distance THd so that the automatic braking can be used at an early stage.

(5) If the lateral traveling direction of the vehicle 10 changes after the automatic braking is activated, the prohibited distance THd may be shortened. In the above cases, it can be considered that such a change is caused by the driver's own will. Further, in such a case, it can be considered that the driver is already approaching the driving according to the intention of the driver. Therefore, when the lateral traveling direction of the vehicle 10 changes after the automatic brake is activated, the prohibited distance THd is shortened to facilitate the automatic brake operation on the peripheral object Os that the driver is not aware of. This makes it possible to improve the convenience of the driver.

The lateral traveling direction can be determined based on the change in the traveling locus of the vehicle 10, the lateral acceleration Glat, the yaw rate Yr, the deviation of the wheel speed, and the like.

(6) If the acceleration in the front-rear direction or the up-down direction of the vehicle 10 exceeds the acceleration threshold value after the automatic braking is activated, the prohibited distance THd may be shortened. The acceleration threshold value here is a threshold value for determining whether or not the vehicle 10 has overcome the peripheral object Os. When the vehicle 10 gets over the peripheral object Os, the next approaching peripheral object Os can be considered as a new target of the automatic braking. Therefore, in such a case, it is possible to improve the convenience of the driver by making the automatic brake available at an early stage.

<B-3. Others>
In the above embodiment, peripheral monitoring control is performed according to the flow shown in FIG. However, for example, when the effect of the present invention can be obtained, the content of the flow (order of each step) is not limited to this. For example, the order of steps S18 and S19 can be changed.

In the above embodiment, there are cases where the equal sign is included and cases where the equal sign is not included in the comparison of numerical values (S22 and the like in FIG. 2). However, for example, unless there is a special meaning to include or remove the equal sign (in other words, when the effect of the present invention can be obtained), it is optional to include or not include the equal sign in the numerical comparison. Can be set to.

In that sense, for example, the determination of whether or not the elapsed time Tp in step S22 of FIG. 2 is equal to or greater than the prohibition time threshold value THtp (Tp ≧ THtp) is determined, and the determination of whether or not the elapsed time Tp is larger than the prohibition time threshold value THtp. It can be replaced with (Tp> THtp).

10 ... Vehicle (own vehicle) 12 ... Travel support device 54 ... Ultrasonic sensor (object detection unit) 100 ... Accelerator pedal 102 ... Brake pedal 104 ... Steering handle 130 ... Brake mechanism (alarm unit, braking device) 160 ... Parking support unit (Induction part)
162 ... Peripheral monitoring unit (braking control device) 170 ... Alarm prohibition unit 172 ... Prohibition interval change unit (prohibition condition change unit) Fb ... Braking force Os ... Peripheral object Pptar ... Target parking position THd ... Automatic braking prohibition distance (predetermined distance)
THtp ... Automatic braking prohibition time (predetermined time)
THttc ... TTC threshold (threshold of collision possibility)

Claims (6)

An object detector that detects objects around the vehicle and
An alarm unit that gives an alarm to the occupants of the own vehicle based on the detection result of the object detection unit.
A traveling support device including an alarm prohibition unit that prohibits the alarm until a predetermined time elapses or the own vehicle travels a predetermined distance when the alarm is issued by the alarm unit.
Further, the traveling support device is
A guide unit that guides the vehicle to a predetermined position and
It is provided with a prohibition condition changing unit that shortens the predetermined time or the predetermined distance when the guidance by the guidance unit is performed to be shorter than the predetermined time or the predetermined distance when the guidance is not performed. A characteristic driving support device. In the traveling support device according to claim 1,
The guidance unit automatically controls the steering steering wheel so that the own vehicle reaches the predetermined position while guiding the driver as the occupant to operate the accelerator pedal, the brake pedal, and the shift lever. A driving support device characterized by. In the traveling support device according to claim 1 or 2.
The prohibition condition changing unit is characterized in that the predetermined time or the predetermined distance when the shift position is backward is made shorter than the predetermined time or the predetermined distance when the shift position is not backward. apparatus. In the traveling support device according to any one of claims 1 to 3,
The traveling support device is
A braking device as an alarm unit that generates braking force of the own vehicle, and
It is provided with a braking control device that determines the possibility of collision between the own vehicle and the peripheral object and executes automatic braking control that controls the braking device according to the collision possibility.
The braking control device includes the alarm prohibition unit and the prohibition condition changing unit.
The braking control device is
When the automatic braking is performed based on the possibility of collision, the traveling support device is characterized in that the automatic braking is prohibited until the vehicle travels the predetermined distance or the predetermined time elapses. In the traveling support device according to claim 4,
The braking control device is a traveling support device characterized in that when the collision possibility exceeds a threshold value, the automatic braking is executed to stop the own vehicle. An alarm step that gives an alarm to the occupants of the own vehicle regarding objects around the own vehicle detected by the object detection unit, and
When the alarm is issued, the alarm prohibition step for prohibiting the alarm until a predetermined time elapses or the own vehicle travels a predetermined distance, and
It is a traveling support method that executes the guidance step of guiding the own vehicle to a predetermined position by using the traveling support device.
In the alarm prohibition step, the traveling support device shall make the predetermined time or the predetermined distance when the guidance is performed shorter than the predetermined time or the predetermined distance when the guidance is not performed. A driving support method characterized by.

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