Source: https://patents.google.com/patent/JP5760835B2/en
Timestamp: 2019-12-16 08:04:11
Document Index: 1453723

Matched Legal Cases: ['art 12', 'art 12', 'art 11', 'art 12', 'art 12', 'art 12', 'art 12', 'art 12', 'art 12', 'art 12']

JP5760835B2 - Driving support device and driving support system - Google Patents
Driving support device and driving support system Download PDF
JP5760835B2
JP5760835B2 JP2011175092A JP2011175092A JP5760835B2 JP 5760835 B2 JP5760835 B2 JP 5760835B2 JP 2011175092 A JP2011175092 A JP 2011175092A JP 2011175092 A JP2011175092 A JP 2011175092A JP 5760835 B2 JP5760835 B2 JP 5760835B2
JP2011175092A
JP2013037621A (en
2011-08-10 Application filed by 株式会社デンソー filed Critical 株式会社デンソー
2011-08-10 Priority to JP2011175092A priority Critical patent/JP5760835B2/en
2013-02-21 Publication of JP2013037621A publication Critical patent/JP2013037621A/en
2015-08-12 Publication of JP5760835B2 publication Critical patent/JP5760835B2/en
The present invention relates to a driving support device and a driving support system including the driving support device.
By using information transmitted from the preceding vehicle by wireless communication (hereinafter referred to as inter-vehicle communication) performed between terminals of each vehicle, the succeeding vehicle positioned behind the preceding vehicle maintains a predetermined inter-vehicle distance from the preceding vehicle. A technique for performing a platooning by performing a follow-up traveling is known. For example, in Patent Document 1, each vehicle periodically transmits information related to its own vehicle position, operation amount (handle, accelerator, brake), and amount of exercise (speed, acceleration, yaw rate) to the following vehicle. In addition, a technique for performing platooning by performing follow-up traveling based on received information is disclosed.
In the platooning as described above, for example, by increasing the inter-vehicle distance of each vehicle and increasing the number of accommodated highways, increasing the running resistance reduction effect, etc. The effect is expected.
JP 2000-348300 A
However, in the conventional technology, it is difficult to sufficiently shorten the inter-vehicle distance of each vehicle in a system in which the following vehicle performs a cruising run by performing the follow-up running, and the effect of the system cannot be sufficiently exhibited. was there. Details are as follows.
Since the vehicle has different vehicle weight and braking performance depending on the vehicle type, the response time from the start of braking to the start of deceleration and the ability to adjust the speed such as the deceleration strength such as the maximum deceleration also differ depending on the vehicle type. In addition, the vehicle detects when the distance between the preceding vehicle and the preceding vehicle is too close depending on whether or not a distance measuring sensor (hereinafter referred to as an “independent sensor”) that detects the distance from the preceding vehicle is installed. The ability to adjust the speed, such as the response time until deceleration starts, is different.
A vehicle having a low speed adjustment capability (hereinafter referred to as a speed adjustment capability) as described above takes longer to decelerate to a target speed than a vehicle having a high speed adjustment capability. It needs to be large. In the prior art, in order to enable safe driving even when there is a difference in speed adjustment capability, a target inter-vehicle distance for a vehicle with the lowest speed adjustment capability is set for each vehicle. Therefore, depending on the vehicle, the target inter-vehicle distance from the preceding vehicle becomes unnecessarily large, and the effect of the platooning cannot be sufficiently exhibited.
The present invention has been made in view of the above-described conventional problems, and an object of the present invention is to provide a travel support device and a travel support system that can reduce the inter-vehicle distance from the nearest preceding vehicle for each vehicle. Is to provide.
The driving support device according to claim 1 is mounted on a vehicle and detects a distance between the communication means for transmitting / receiving information including at least information for follow-up traveling by inter-vehicle communication and an inter-vehicle distance between the host vehicle and the nearest preceding vehicle. Travel provided with inter-vehicle distance detection means and travel control means for controlling the inter-vehicle distance between the host vehicle and the nearest preceding vehicle based on the follow-up travel information received by the communication means and performing follow-up travel a support apparatus, the communication unit is transmitted from the driving support apparatus mounted on the other vehicle, which receives the speed adjustment capability of the other vehicle, the self derives the speed control capacity of the own vehicle When the vehicle speed adjustment capability deriving means and the communication means receive the speed adjustment capability of the latest succeeding vehicle, the speed adjustment capability of the latest succeeding vehicle received and the own vehicle speed adjustment capability deriving means With speed adjustment capability If the speed adjustment capability of the next vehicle immediately below is lower than the speed adjustment capability of the host vehicle as a result of comparison between the first comparison unit and the first comparison unit, the maximum reduction that limits the maximum deceleration of the host vehicle Speed adjustment means, and the speed adjustment capability is information that directly indicates whether or not a distance measuring sensor that is an independent sensor that autonomously detects the presence of a front obstacle and the distance to the obstacle is installed. It is required to use.
Since the latest following vehicle, which has a lower speed adjustment capability than the host vehicle, takes longer to decelerate to the target speed than the host vehicle that is the nearest preceding vehicle, it is determined that the vehicle is approaching too much at the same time. Even if the vehicle decelerates at the maximum deceleration, the subsequent vehicle will gradually approach the host vehicle. Therefore, in the subsequent vehicle, it is necessary to increase the inter-vehicle distance from the preceding vehicle. On the other hand, according to the configuration of claim 1, the maximum deceleration of the own vehicle is limited when the speed adjustment capability of the immediately following vehicle is lower than the speed adjustment capability of the own vehicle. It is possible to reduce the time required for deceleration to the target speed with the immediately following vehicle having a speed adjustment capability lower than that of the host vehicle. Therefore, even when braking is started at the same timing, it is possible to reduce the degree of the subsequent vehicle approaching the host vehicle sequentially or to prevent the vehicle from approaching. Therefore, in the subsequent vehicle, it is possible to make the inter-vehicle distance from the preceding vehicle smaller. As a result, it is possible to further reduce the inter-vehicle distance from the nearest preceding vehicle for each vehicle. Note that the maximum deceleration limit does not mean limiting only the deceleration value during full braking, but rather lowering the upper limit of deceleration that the vehicle can generate. Yes.
In the configuration of claim 2, the maximum deceleration of the host vehicle limited by the maximum deceleration limiting unit, the speed adjustment capability of the host vehicle derived by the host vehicle speed adjustment capability deriving unit, and the latest preceding received by the communication unit Based on the vehicle speed adjustment capability, the inter-vehicle distance during deceleration due to the difference between the speed adjustment capability of the host vehicle taking into account the maximum deceleration limited by the maximum deceleration limiting means and the speed adjustment capability of the nearest preceding vehicle And a first target inter-vehicle distance determining means for determining a target inter-vehicle distance with the nearest preceding vehicle that has secured a margin for the change of the vehicle, and the traveling control means has a first inter-vehicle distance between the host vehicle and the nearest preceding vehicle. Control is performed so that the target inter-vehicle distance determined by the target inter-vehicle distance determining means is performed, and the following traveling is performed.
When the maximum deceleration of the host vehicle is limited, the time required to decelerate to the target speed increases, so the speed adjustment capability of the host vehicle is lower than the speed adjustment capability of the nearest preceding vehicle, and the latest preceding Although a situation may occur in which the distance between the vehicle and the vehicle is successively reduced, in such a case, it is necessary to increase the distance between the vehicle and the nearest preceding vehicle. On the other hand, according to the configuration of claim 2, when the vehicle is decelerated due to the difference between the speed adjustment capability of the host vehicle considering the maximum deceleration limited by the maximum deceleration limiting means and the speed adjustment capability of the nearest preceding vehicle. Because the target inter-vehicle distance with the nearest preceding vehicle that has secured a margin for the change in the inter-vehicle distance is determined, the speed adjustment capability of the host vehicle is less than the speed adjustment capability of the nearest preceding vehicle, and Even when a situation occurs in which the inter-vehicle distance gradually decreases, the target inter-vehicle distance with the nearest preceding vehicle can be determined to be larger accordingly.
In this way, it becomes possible to control the inter-vehicle distance with the nearest preceding vehicle to a more appropriate distance according to the maximum deceleration of the restricted own vehicle, so the target inter-vehicle distance of each vehicle It is not necessary to match the target inter-vehicle distance of the vehicle having the lowest adjustment capability. Therefore, it is not necessary to uniformly set the target inter-vehicle distance of each vehicle. From this point, it is possible for each vehicle to control the inter-vehicle distance more appropriately with the nearest preceding vehicle. It becomes possible to further reduce the inter-vehicle distance from the nearest preceding vehicle.
A second inter-vehicle distance detecting means for detecting an inter-vehicle distance between the host vehicle and the nearest succeeding vehicle as claimed in claim 3, wherein the maximum deceleration limiting means adjusts the speed of the nearest succeeding vehicle received by the communication means. The maximum limit based on the ability, the speed adjustment ability of the own vehicle derived by the own vehicle speed adjustment ability deriving means, and the inter-vehicle distance between the own vehicle detected by the second inter-vehicle distance detection means and the immediately following vehicle It is preferable that the deceleration value is obtained. In this way, the maximum deceleration of the host vehicle is limited to a size according to the speed adjustment capability of the latest succeeding vehicle, the speed adjustment capability of the host vehicle, and the distance between the host vehicle and the nearest succeeding vehicle. It becomes possible.
According to a fourth aspect of the present invention, there is provided a travel support device according to a first aspect of the present invention, which is mounted on a vehicle and detects the inter-vehicle distance between the communication means for transmitting / receiving information including at least information for follow-up travel by inter-vehicle communication, Travel provided with inter-vehicle distance detection means and travel control means for controlling the inter-vehicle distance between the host vehicle and the nearest preceding vehicle based on the follow-up travel information received by the communication means and performing follow-up travel a support apparatus, the communication unit is transmitted from driving support device mounted on the other vehicle, which receives the speed adjustment capability of the other vehicle, the vehicle to derive the speed control capacity of the own vehicle When the speed adjustment capability deriving unit and the communication unit receive information on the speed adjustment capability of the latest preceding vehicle, the speed adjustment capability of the latest preceding vehicle received and the own vehicle speed adjustment capability deriving unit With speed adjustment capability When the speed adjustment capability of the latest preceding vehicle is higher than the speed adjustment capability of the own vehicle as a result of comparison between the second comparison means and the second comparison means, the speed adjustment capability of the own vehicle and the latest preceding vehicle And a second target inter-vehicle distance determining means for determining a target inter-vehicle distance with the nearest preceding vehicle as the difference from the speed adjusting capability increases. And information directly indicating whether or not a distance measuring sensor, which is a self-supporting sensor that autonomously detects the distance between the obstacle and the obstacle, is obtained.
According to this, since the own vehicle having a lower speed adjustment capability than the latest preceding vehicle takes longer to decelerate to the target speed than the latest preceding vehicle, when the brake is started at the same timing, The greater the difference between the speed adjustment capability of the host vehicle and the speed adjustment capability of the nearest preceding vehicle, the closer the host vehicle approaches the nearest preceding vehicle. Therefore, it is necessary for the host vehicle to take a larger inter-vehicle distance from the nearest preceding vehicle. On the other hand, according to the configuration of claim 4, when the speed adjustment capability of the latest preceding vehicle is higher than the speed adjustment capability of the own vehicle, the speed adjustment capability of the own vehicle and the speed adjustment of the latest preceding vehicle are increased. The target inter-vehicle distance with the preceding vehicle is determined to be large according to the difference with the ability. Therefore, as the speed adjustment capability of the host vehicle is lower than the speed adjustment capability of the nearest preceding vehicle, the target inter-vehicle distance between the host vehicle and the nearest preceding vehicle can be determined larger. As described above, according to the difference between the speed adjustment capability of the own vehicle and the speed adjustment capability of the latest preceding vehicle, it is possible to perform control so that the inter-vehicle distance with the latest preceding vehicle is adjusted to a more appropriate distance. Therefore, it is not necessary to match the target inter-vehicle distance of each vehicle with the target inter-vehicle distance of the vehicle having the lowest speed adjustment capability. Therefore, it is not necessary to uniformly set the target inter-vehicle distance of each vehicle. As a result, it is possible to more appropriately control the inter-vehicle distance from the nearest preceding vehicle for each vehicle, while reducing the inter-vehicle distance from the nearest preceding vehicle for each vehicle.
According to a fifth aspect of the present invention, there is provided a travel support device that is mounted on a vehicle and that detects a distance between the vehicle and a vehicle preceding the nearest preceding vehicle, and a communication means that transmits and receives information including at least information for following travel by inter-vehicle communication. Travel provided with inter-vehicle distance detection means and travel control means for controlling the inter-vehicle distance between the host vehicle and the nearest preceding vehicle based on the follow-up travel information received by the communication means and performing follow-up travel The support device is a communication device that receives speed adjustment capability calculation information that can be obtained from the travel support device mounted on another vehicle and that can determine the speed adjustment capability of the other vehicle. When the vehicle speed adjustment capability deriving means for deriving the speed adjustment capability of the vehicle and the speed adjustment capability calculation information of the latest succeeding vehicle are received by the communication means, the latest speed adjustment capability calculation information is received based on the speed adjustment capability calculation information. Speed of following vehicle Subsequent vehicle speed adjustment capability calculating means for obtaining the adjustment capability, the speed adjustment capability of the latest succeeding vehicle obtained by the subsequent vehicle speed adjustment capability calculation means, and the speed adjustment capability of the own vehicle derived by the own vehicle speed adjustment capability deriving means. As a result of comparison between the first comparison means to be compared with the first comparison means, when the speed adjustment capability of the immediately following vehicle is lower than the speed adjustment capability of the own vehicle, the maximum reduction that limits the maximum deceleration of the own vehicle Speed adjustment means, and the speed adjustment capability is information that directly indicates whether or not a distance measuring sensor that is an independent sensor that autonomously detects the presence of a front obstacle and the distance to the obstacle is installed. The speed adjustment capability calculation information includes information that directly indicates whether or not the distance measuring sensor is mounted.
Note that the speed adjustment capability calculation information includes, for example, vehicle weight, maximum vehicle deceleration, information that can determine the maximum vehicle deceleration, and a distance sensor that autonomously detects the distance from the preceding vehicle. The presence / absence of information and the success / failure of detection by the distance measuring sensor.
As described above, it is necessary to increase the inter-vehicle distance from the preceding vehicle in the latest succeeding vehicle having a speed adjustment capability lower than that of the own vehicle. On the other hand, according to the configuration of claim 5, when the speed adjustment capability of the own vehicle is higher than the speed adjustment capability of the next succeeding vehicle, the maximum deceleration of the own vehicle is limited. It is possible to reduce the time required for deceleration to the target speed with the immediately following vehicle having a speed adjustment capability lower than that of the host vehicle. Therefore, even when braking is started at the same timing, it is possible to reduce the degree of the subsequent vehicle approaching the host vehicle sequentially or to prevent the vehicle from approaching. Therefore, in the subsequent vehicle, it is possible to make the inter-vehicle distance from the preceding vehicle smaller. As a result, it is possible to more appropriately control the inter-vehicle distance from the nearest preceding vehicle for each vehicle, while reducing the inter-vehicle distance from the nearest preceding vehicle for each vehicle.
In the configuration of claim 6, when the speed adjustment capability calculation information of the latest preceding vehicle is received by the communication means, the speed adjustment capability of the latest preceding vehicle is obtained based on the speed adjustment capability calculation information. Obtained by the vehicle speed adjustment capability calculating means, the maximum deceleration of the host vehicle restricted by the maximum deceleration limiting means, the speed adjustment capability of the own vehicle derived by the own vehicle speed adjustment capability deriving means, and the preceding vehicle speed adjustment ability calculating means. Based on the speed adjustment capability of the latest preceding vehicle, deceleration due to the difference between the speed adjustment capability of the host vehicle taking into account the maximum deceleration limited by the maximum deceleration limiting means and the speed adjustment capability of the latest preceding vehicle And a first target inter-vehicle distance determining means for determining a target inter-vehicle distance with the nearest preceding vehicle that secures a margin for a change in the inter-vehicle distance at the time, and the travel control means The inter-vehicle distance is the first Control to cause the follow-up run so that the target following distance determined by standard inter-vehicle distance determining means.
According to this, since it becomes possible to control the inter-vehicle distance with the nearest preceding vehicle to a more appropriate distance according to the maximum deceleration of the restricted own vehicle, the target inter-vehicle distance of each vehicle can be set. It is not necessary to match the target inter-vehicle distance of the vehicle having the lowest speed adjustment capability. Therefore, it is not necessary to uniformly set the target inter-vehicle distance of each vehicle. From this point as well, it is possible to control the inter-vehicle distance more appropriately with the nearest preceding vehicle for each vehicle, and for the closest distance for each vehicle. It is possible to further reduce the inter-vehicle distance from the preceding vehicle.
According to a seventh aspect of the present invention, the vehicle further includes a second inter-vehicle distance detecting means for detecting an inter-vehicle distance between the host vehicle and the nearest succeeding vehicle, and the maximum deceleration limiting means is the latest vehicle speed adjusting capability calculating means. Based on the speed adjustment capability of the following vehicle, the speed adjustment capability of the own vehicle derived by the own vehicle speed adjustment capability deriving means, and the inter-vehicle distance between the own vehicle detected by the second inter-vehicle distance detection means and the nearest succeeding vehicle Further, it is preferable that the maximum deceleration value to be limited is obtained. In this way, the maximum deceleration of the host vehicle is limited to a size according to the speed adjustment capability of the latest succeeding vehicle, the speed adjustment capability of the host vehicle, and the distance between the host vehicle and the nearest succeeding vehicle. It becomes possible.
The travel support apparatus according to claim 8 is mounted on a vehicle, and detects a distance between the communication means for transmitting and receiving information including at least information for following travel by inter-vehicle communication and an inter-vehicle distance between the host vehicle and the nearest preceding vehicle. Travel provided with inter-vehicle distance detection means and travel control means for controlling the inter-vehicle distance between the host vehicle and the nearest preceding vehicle based on the follow-up travel information received by the communication means and performing follow-up travel The support device is a communication device that receives speed adjustment capability calculation information that can be obtained from the travel support device mounted on another vehicle and that can determine the speed adjustment capability of the other vehicle. When the own vehicle speed adjustment capability deriving means for deriving the speed adjustment capability of the vehicle and the speed adjustment capability calculation information of the latest preceding vehicle are received by the communication means, the latest information on the speed adjustment capability calculation information is received. Speed of preceding vehicle The preceding vehicle speed adjustment capability calculating means for obtaining the adjustment capability, the speed adjustment capability of the latest preceding vehicle obtained by the preceding vehicle speed adjustment capability calculating means, and the speed adjustment capability of the own vehicle derived by the own vehicle speed adjustment capability deriving means. As a result of comparison between the second comparing means to be compared with the second comparing means, when the speed adjusting ability of the immediately preceding vehicle is higher than the speed adjusting ability of the own vehicle, the speed adjusting ability of the own vehicle and the immediately preceding preceding vehicle are And a second target inter-vehicle distance determining means for largely determining the target inter-vehicle distance with the preceding vehicle in accordance with an increase in the difference between the speed adjustment capability and the speed adjustment capability. It is obtained by using information directly indicating whether or not a distance measuring sensor which is a self-supporting sensor for independently detecting the distance to an obstacle is provided. mounted presence or absence of Including the indirectly indicating information.
As described above, the self-vehicle having a lower speed adjustment capability than the latest preceding vehicle has a greater inter-vehicle distance from the nearest preceding vehicle as the difference between the speed adjustment capability of the own vehicle and the speed adjustment capability of the latest preceding vehicle increases. Need to be larger. On the other hand, according to the configuration of claim 8, when the speed adjustment capability of the latest preceding vehicle is higher than the speed adjustment capability of the own vehicle, the speed adjustment capability of the own vehicle and the speed adjustment of the latest preceding vehicle are increased. The target inter-vehicle distance from the preceding vehicle is largely determined according to the difference with the ability. Therefore, it becomes possible to control the inter-vehicle distance with the nearest preceding vehicle so as to match the more appropriate distance without having to match the target inter-vehicle distance of each vehicle with the target inter-vehicle distance of the vehicle having the lowest speed adjustment capability. Get better. Therefore, it is not necessary to uniformly set the target inter-vehicle distance of each vehicle. As a result, it is possible to more appropriately control the inter-vehicle distance from the nearest preceding vehicle for each vehicle, while reducing the inter-vehicle distance from the nearest preceding vehicle for each vehicle.
Here, as a mode of deriving the speed adjustment capability of the host vehicle by the host vehicle speed adjustment capability deriving means, for example, there are modes of claims 9 and 10.
According to a ninth aspect of the present invention, the information processing device further comprises calculation information acquisition means for acquiring speed adjustment capability calculation information capable of obtaining the speed adjustment capability of the host vehicle from a device mounted on the host vehicle, and the host vehicle speed adjustment capability is derived. The means may derive the speed adjustment capability of the host vehicle by obtaining the speed adjustment capability of the host vehicle based on the speed adjustment capability calculation information acquired by the calculation information acquisition unit.
Further, as in claim 10, the vehicle further includes a storage unit that stores in advance the speed adjustment capability of the host vehicle, and the host vehicle speed adjustment capability deriving unit stores the speed adjustment capability of the host vehicle stored in the storage unit in advance. It is good also as a mode which derives | leads-out the speed adjustment capability of the own vehicle by reading.
As in claim 11, the communication means may transmit the speed adjustment capability of the host vehicle derived by the host vehicle speed adjustment capability deriving means through inter-vehicle communication. According to this, since the speed adjustment capability of the own vehicle is transmitted by inter-vehicle communication, it is not necessary to obtain the speed adjustment capability of the own vehicle in the driving support device of another vehicle.
According to another aspect of the present invention, the communication unit may transmit the speed adjustment capability calculation information obtained by the calculation information acquisition unit and capable of obtaining the speed adjustment capability of the host vehicle through inter-vehicle communication. .
The travel support system according to claim 13 includes a plurality of any of the travel support devices mounted on different vehicles. According to this, when a plurality of vehicles equipped with the above-described travel support device perform platooning, it is possible to more appropriately control the inter-vehicle distance from the nearest preceding vehicle for each vehicle, while each nearest vehicle It is possible to further reduce the distance between the vehicle and the preceding vehicle.
1 is a block diagram showing a schematic configuration of a driving support system 100. FIG. It is a block diagram which shows the schematic structure of a radio | wireless communication apparatus. 4 is a flowchart showing a flow of a target inter-vehicle distance setting related process in the control unit 12 of the driving support device 1.
Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing a schematic configuration of a driving support system 100 to which the present invention is applied. A travel support system 100 shown in FIG. 1 includes three travel support devices 1 mounted on each of a plurality of vehicles (vehicles A to C).
In addition, in FIG. 1, although the structure which contains the three driving assistance apparatuses 1 in the driving assistance system 100 was shown, it does not necessarily restrict to this. The driving support system 100 may include a number of driving support devices 1 other than three mounted on each vehicle. However, hereinafter, for the sake of convenience, the description will be continued assuming that the driving support system 100 includes three driving support devices 1 mounted on each of the vehicles A to C.
Here, a schematic configuration of the driving support device 1 will be described with reference to FIG. FIG. 2 is a block diagram illustrating a schematic configuration of the driving support device 1. As illustrated in FIG. 2, the driving support device 1 includes a wireless communication unit 11 and a control unit 12. The driving support device 1 is connected to the position / direction detector 2, the map data input device 3, the distance measuring sensor 4, and the brake ECU 5 so that electronic information can be exchanged. For example, in the present embodiment, the driving support device 1, the position / direction detector 2, the map data input device 3, the distance measuring sensor 4, and the brake ECU 5 are connected by an in-vehicle LAN 6 that complies with a communication protocol such as CAN (controller area network). It shall be.
The position / direction detector 2 is based on a geomagnetic sensor 21 that detects geomagnetism, a gyroscope 22 that detects an angular velocity around the vertical direction of the host vehicle, a distance sensor 23 that detects a moving distance of the host vehicle, and a radio wave from a satellite. Based on information obtained from each sensor such as a GPS receiver 24 for GPS (global positioning system) that detects the current position of the vehicle, the current position and the traveling direction of the vehicle are sequentially detected. Since these sensors have errors of different properties, they are configured to be used while being complemented by a plurality of sensors.
Each of the above-described sensors may be configured by a part of the above-described sensors depending on the accuracy of each sensor, or may be configured using a sensor other than those described above. Also, the current position is represented by, for example, latitude and longitude, and the traveling direction is, for example, an azimuth angle with reference to the north. The azimuth angle may be detected by the geomagnetic sensor 21, may be detected by the gyroscope 22, or may be detected by using both.
In the present embodiment, the configuration in which the GPS receiver 24 for GPS is used as the receiver of the satellite positioning system is shown, but the present invention is not limited to this. For example, it is good also as a structure which uses the receiver of satellite positioning systems other than GPS.
The map data input device 3 is a device that is equipped with a storage medium (not shown) and inputs map data stored in the storage medium. The map data includes link data indicating roads and node data. The link data includes a unique number (link ID) that identifies the link, a link length that indicates the length of the link, a link direction, a link orientation, link start and end node coordinates (latitude / longitude), road name, road type, It consists of data such as traffic attributes, road width, number of lanes, presence / absence of right / left turn lanes, the number of lanes, and speed regulation values. On the other hand, the node data includes a node ID, a node coordinate, a node name, and a link ID of a link connected to the node, each node having a unique number for each node where roads on the map intersect, merge and branch. It consists of each data such as ID and intersection type.
Note that the map data is not limited to the configuration using the storage medium stored in the map data input device 3, but the map data stored in the server device is used via a server communication unit (not shown). It is good also as composition to do.
The distance measuring sensor 4 is an independent sensor that autonomously detects the presence of an obstacle ahead of the host vehicle and the distance to the obstacle, and is used in a known pre-crash safety system or the like. The term “self-supporting” as used herein indicates that the detection is performed without using information other than the device mounted on the host vehicle. In the present embodiment, the distance measuring sensor 4 detects the presence of the nearest preceding vehicle and the distance to the preceding vehicle.
As the distance measuring sensor 4, a well-known laser radar, millimeter wave radar, or the like that detects a distance to a reflection object by transmitting a search wave and receiving a reflection wave of the search wave reflected by a surrounding object is used. Can be used. In addition, a camera or the like can be used. For example, when using cameras, a configuration in which the presence of an obstacle ahead of the vehicle and the distance between the obstacles is detected using stereo images of two cameras. In this embodiment, as an example, the description will be continued on the assumption that a known laser radar mounted on the front portion of the vehicle is used.
The brake ECU 5 is mainly composed of a microcomputer composed of a CPU, ROM, RAM, backup RAM, and the like. For example, the vehicle speed detected from the signal of the vehicle speed sensor, the longitudinal acceleration and lateral acceleration detected from the signal of the acceleration sensor, and the brake switch Based on vehicle information such as brake fluid pressure detected from the on-state signal and brake pressure sensor signal, various control programs stored in the ROM are executed to perform various processes related to braking of the host vehicle. Run.
The wireless communication unit 11 of the driving support apparatus 1 includes a transmission / reception antenna, and communicates with the other vehicle (hereinafter referred to as a partner vehicle) around the position of the own vehicle by wireless communication without using a telephone network. Information distribution and reception of the other vehicle information (that is, inter-vehicle communication). For example, in the case of wireless communication using a 700 MHz band radio wave, vehicle-to-vehicle communication is performed with a partner vehicle existing in a radius range of about 1 km around the position of the host vehicle, for example, and a 5.9 GHz band radio wave. In the case of wireless communication using the vehicle, vehicle-to-vehicle communication is performed with a partner vehicle existing in a range of a radius of about 500 m, for example, centered on the own vehicle position. The wireless communication unit 11 corresponds to communication means in claims. In addition, the wireless communication unit 11 transmits information according to an instruction from the control unit 12, for example, at a constant transmission cycle.
The control unit 12 of the driving support device 1 is configured as a normal computer, and includes a well-known CPU, a memory such as a ROM, a RAM, and an EEPROM, an I / O, and a bus line that connects these configurations (whichever (Not shown). The control unit 12 executes various processes based on various information input from the wireless communication unit 11, the position / direction detector 2, the map data input unit 3, the distance measuring sensor 4, and the brake ECU 5.
The control unit 12 derives an ability to adjust the speed of the host vehicle (hereinafter, speed adjustment ability). Therefore, the control unit 12 corresponds to the own vehicle speed adjustment capability deriving unit. The speed adjustment ability includes, for example, a response delay from the start of braking to a start of deceleration, or a response delay from when the distance between the preceding vehicle and the preceding vehicle is too close to the vehicle by detecting it with the distance measuring sensor 4 There are deceleration strengths such as time and maximum deceleration. In the present embodiment, the following description is continued on the assumption that the value of the maximum deceleration is used as the deceleration strength.
In order to derive the speed adjustment capability, when the deceleration delay time and the deceleration intensity for the host vehicle are stored in advance in a nonvolatile memory such as an EEPROM of the control unit 12, the deceleration delay stored in the nonvolatile memory is stored. What is necessary is just to make it the structure derived | led-out by reading the information of speed adjustment capability, such as time and deceleration strength. As the deceleration delay time and deceleration intensity stored in advance in the non-volatile memory, for example, a so-called catalog value obtained experimentally or estimated may be used. Therefore, the control unit 12 (specifically, the nonvolatile memory of the control unit 12) corresponds to the storage unit in the claims.
In order to derive the speed adjustment capability, the speed adjustment capability calculation information that can determine the speed adjustment capability of the host vehicle is acquired, and the speed adjustment capability of the host vehicle is determined based on the speed adjustment capability calculation information. It is good also as a structure derived | led-out by this. Therefore, the control unit 12 corresponds to the information acquisition means for calculating the own vehicle speed adjustment capability. Information for calculating the vehicle speed, such as vehicle weight, so-called catalog value, maximum vehicle deceleration (hereinafter referred to as standard maximum deceleration), maximum brake strength, etc. Information such as whether or not the distance measuring sensor 4 is mounted and whether or not the detection by the distance measuring sensor 4 is successful can be used.
The standard maximum deceleration referred to here is not a variable value like a limited maximum deceleration to be described later, but a fixed value obtained experimentally or estimated in advance. Further, the maximum brake strength is a maximum brake fluid pressure that can be applied in the host vehicle, and may be a so-called catalog value that is experimentally obtained or estimated in advance, or a limited brake described later. Fluid pressure may be used.
The vehicle weight is closely related to the ability to adjust the speed such as the response time from the start of braking to the start of deceleration, and the maximum deceleration is closely related to the ability to adjust the speed such as the deceleration intensity. In addition, whether or not the distance sensor is installed and whether or not the distance sensor is detected adjusts the speed such as the response time until the vehicle starts to decelerate when the distance between the preceding vehicle and the preceding vehicle is too close. It is closely related to ability. Therefore, the weight of the vehicle, the maximum deceleration of the vehicle, the information that can determine the maximum deceleration of the vehicle, the presence or absence of a range sensor that autonomously detects the distance from the preceding vehicle, By using detection success / failure information as speed adjustment capability calculation information, the speed adjustment capability can be obtained more accurately.
Information that can determine the maximum vehicle deceleration such as vehicle weight, standard maximum deceleration of the vehicle, maximum brake strength, and information on whether or not the distance measuring sensor 4 is mounted is a nonvolatile memory such as an EEPROM of the control unit 12. The information may be obtained by reading information stored in advance in the memory. Moreover, what is necessary is just to set it as the structure acquired based on the sensor signal input from the ranging sensor 4 about the information on the success or failure of the detection by the ranging sensor 4.
For example, when an obstacle is detected by the distance measuring sensor 4, the success or failure of detection by the distance measuring sensor 4 is set to “successful detection”, and when no obstacle is detected by the distance measuring sensor 4, “detection failure”. The configuration may be as follows. Further, when there is an obstacle at a distance that can be detected by the distance measuring sensor 4, but it is determined that the obstacle has not been detected (that is, the sensor has been lost), it may be configured as “detection failure”. .
The determination as to whether or not the sensor is lost may be performed as follows, for example. First, by obtaining the distance between the host vehicle and the preceding vehicle from the current position of the preceding vehicle and the current position of the host vehicle received from the driving support device 1 of the latest preceding vehicle, Detect the distance between cars. When the distance between the detected vehicles is not more than the distance at which the distance sensor 4 can detect the obstacle, but the obstacle is not detected by the distance sensor 4, it may be determined that the sensor has been lost. A method for specifying the nearest preceding vehicle will be described later.
In addition, the distance measurement sensor 4 switches from a state in which an obstacle has been detected for a predetermined time (for example, several tens of seconds) or more to a state in which the distance measurement sensor 4 has not detected an obstacle for a predetermined time (for example, several seconds). In the meantime, it may be determined that the sensor has been lost, and after the predetermined time has elapsed, it is determined that the sensor has not been lost. In addition, a configuration may be adopted in which it is determined that the sensor is lost when the state in which the obstacle is detected by the distance measuring sensor 4 and the state in which the obstacle is not detected are repeated a plurality of times in a short time such as every few seconds.
Subsequently, the speed adjustment capability of the host vehicle may be determined as follows based on the speed adjustment capability calculation information. For example, a fixed deceleration delay time may be determined according to whether or not the distance measuring sensor 4 is mounted and whether or not the distance measuring sensor 4 is detected. As an example, if the information on whether or not the distance measuring sensor 4 is mounted is “installed” and the information on the success or failure of detection by the distance measuring sensor 4 is “successful detection”, a deceleration delay time is set. It may be 0.4 seconds. On the other hand, when the information on whether or not the distance measuring sensor 4 is mounted is “installed” and the information on the success or failure of detection by the distance measuring sensor 4 is “detection failure”, the deceleration delay time is set to 1 second. And it is sufficient. Further, the value of the deceleration delay time obtained in this way may be increased as the vehicle weight increases.
In addition, the maximum deceleration of the host vehicle read from the nonvolatile memory may be set as the deceleration strength, or the maximum deceleration obtained from the maximum brake strength read from the nonvolatile memory is set as the deceleration strength. Also good.
In addition, the control unit 12 causes the wireless communication unit 11 to transmit information at a constant transmission cycle, for example. The information transmitted from the wireless communication unit 11 includes, for example, information on the current position and traveling direction of the host vehicle, information on changes in the behavior of the host vehicle such as braking (hereinafter, vehicle state information), and information on the speed adjustment capability of the host vehicle. Etc. shall be included. Further, when transmitting the current position and traveling direction of the host vehicle, the GPS time at which the current position and traveling direction are detected may be added and transmitted. In this embodiment, when transmitting the present position and advancing direction of the own vehicle, description is continued on the assumption that the GPS time at which the present position and advancing direction are detected is added and transmitted.
The control part 12 shall obtain from the position direction detector 2 about the present position and the advancing direction of the own vehicle. The vehicle state information of the host vehicle may be configured to obtain the vehicle speed, longitudinal acceleration and lateral acceleration, a brake switch ON signal, brake fluid pressure, and the like from the brake ECU 5. The vehicle state information may be configured to obtain the steering torque, the steering angle of the steering, and the like from an ECU such as an EPS_ECU. Furthermore, as the information on the speed adjustment capability of the host vehicle, the speed adjustment capability of the host vehicle obtained by deriving the speed adjustment capability described above is used.
In addition, the control unit 12 receives information on the current position and traveling direction, vehicle state information, and speed adjustment capability that are sequentially transmitted from the driving support device 1 mounted on another vehicle. Then, it is possible to distinguish each other vehicle by obtaining the traveling locus between the own vehicle and the other vehicle based on the received satellite positioning position and the traveling direction of the other vehicle and the satellite positioning position and the traveling direction of the own vehicle. In addition, the relative position of each other vehicle to the host vehicle is obtained. Further, the control unit 12, for example, based on the relative position and the map data, the preceding vehicle nearest to the own vehicle (that is, the other vehicle in front of one vehicle traveling in the same lane as the own vehicle) or the own vehicle. The most recent succeeding vehicle (that is, another vehicle behind one vehicle traveling in the same lane as the host vehicle) is identified. Here, the satellite positioning position and the traveling direction of the own vehicle and the other vehicle at the same point are associated with each other using the GPS time at the time when the satellite positioning position and the traveling direction are detected.
In addition, the control unit 12 detects the distance from the nearest preceding vehicle (that is, the inter-vehicle distance from the nearest preceding vehicle) by the distance measuring sensor 4. Then, the host vehicle is caused to follow the vehicle so as to keep the detected inter-vehicle distance at the set target inter-vehicle distance. The setting of the target inter-vehicle distance will be described in detail later. The following traveling may be performed in the same manner as a known method. For example, by instructing the brake ECU 5 or an engine ECU (not shown) to accelerate or decelerate the own vehicle, or by instructing an ECU (not shown) that drives and controls an actuator that steers the steering wheel, What is necessary is just to set it as the structure which performs a steering | running | working and a follow-up run. Moreover, the control part 12 performs a follow-up driving | running | working similarly to a well-known method also using the above-mentioned vehicle state information received from the driving assistance apparatus 1 of the latest preceding vehicle. Therefore, the control unit 12 corresponds to the traveling control means in the claims.
In the present embodiment, the configuration in which the distance sensor 4 detects the inter-vehicle distance from the nearest preceding vehicle is shown, but the present invention is not necessarily limited thereto. For example, the control unit 12 determines whether the preceding vehicle at the same point based on the current position of the preceding vehicle received from the nearest preceding vehicle and the current position of the own vehicle detected by the position / direction detector 2 of the own vehicle. It is good also as a structure which detects the distance between the said preceding vehicles by calculating the distance with the own vehicle. Note that the association of the current position between the host vehicle and the nearest preceding vehicle at the same point is performed using the GPS time at the time when the current position is detected. Therefore, the vehicle state information and the information on the current position of the latest preceding vehicle correspond to the follow-up information in the claims, and the control unit 12 corresponds to the first inter-vehicle distance detection means in the claims.
Further, the control unit 12 limits the maximum deceleration of the host vehicle or sets a target inter-vehicle distance from the nearest preceding vehicle according to information received from the nearest preceding vehicle or the nearest succeeding vehicle. Processing (hereinafter referred to as target inter-vehicle distance setting related processing) is performed.
Here, with reference to FIG. 3, the target inter-vehicle distance setting related process in the control unit 12 of the driving support device 1 will be described in detail. FIG. 3 is a flowchart showing a flow of target inter-vehicle distance setting related processing in the control unit 12 of the driving support device 1. This flow is started when, for example, the ignition power source of the host vehicle is turned on and the power source of the driving support device 1 is turned on. Moreover, this flow is complete | finished, for example when the ignition power supply of the own vehicle is turned off and the driving assistance apparatus 1 is turned off.
First, in step S1, it is determined whether information transmitted from the driving support device 1 of another vehicle has been received. For example, what is necessary is just to set it as the structure determined to be received based on the information received by the wireless communication part 11 being input into the control part 12. FIG. And when it determines with having received information (it is YES at step S1), it moves to step S2. If it is not determined that information has been received (NO in step S1), the process returns to step S1 and the flow is repeated.
In step S2, it is determined whether or not information has been received from the nearest succeeding vehicle. Whether or not the information is received from the nearest succeeding vehicle may be determined as follows, for example. Specifically, when the current position and the traveling direction of the other vehicle included in the transmitted information are in a relationship that is continuous with the travel locus of the nearest succeeding vehicle specified by the above-described method, the information is sent to the nearest succeeding vehicle. The configuration may be such that it is determined that it has been received from. And when it determines with having received from the next succeeding vehicle (it is YES at step S2), it moves to step S3. Further, when it is not determined that the signal has been received from the latest succeeding vehicle (NO in step S2), the process proceeds to step S9.
In the example of this embodiment, in the case of the driving support device 1 of the vehicle A, when the information is received from the driving support device 1 of the vehicle B, it is determined that the information is received from the latest succeeding vehicle. In the case of the driving support device 1 of the vehicle B, when the information is received from the driving support device 1 of the vehicle C, it is determined that the information is received from the latest succeeding vehicle.
In step S3, a first speed adjustment capability comparison process is performed, and the process proceeds to step S4. In the first speed adjustment capability comparison process, the speed adjustment capability of the subsequent vehicle received from the latest subsequent vehicle is compared with the speed adjustment capability of the own vehicle derived by the control unit 12 of the own vehicle. Therefore, the control part 12 is equivalent to the 1st comparison means of a claim.
In step S4, when the speed adjustment capability of the immediately following vehicle is lower than the speed adjustment capability of the own vehicle (YES in step S4), the process proceeds to step S5. If the speed adjustment capability of the immediately following vehicle is not lower than the speed adjustment capability of the host vehicle (NO in step S4), the flow returns to step S1 and the flow is repeated.
Specifically, when the deceleration delay time of the immediately following vehicle is larger than that of the own vehicle and the deceleration strength is smaller than that of the own vehicle, the speed adjusting capability of the immediately following vehicle is lower than the speed adjusting capability of the own vehicle. judge. In addition, what is necessary is just to do as follows, when only one is inferior to the own vehicle among the deceleration delay time and deceleration intensity | strength of the latest succeeding vehicle. For example, based on the deceleration delay time and the deceleration strength between the nearest succeeding vehicle and the host vehicle, the time required for deceleration to a predetermined speed (which can be set arbitrarily) (hereinafter referred to as the target speed arrival time) Calculate for each vehicle. Then, when the target speed arrival time of the latest vehicle following the target speed arrival time of the own vehicle is greater than the target speed arrival time of the host vehicle, it is determined that the speed adjustment capability of the latest subsequent vehicle is lower than the speed adjustment capability of the host vehicle, What is necessary is just to set it as the structure determined not to be low when it is not large.
In step S5, a maximum deceleration limit value calculation process is performed, and the process proceeds to step S6. In the maximum deceleration limit value calculation process, the speed adjustment capability of the own vehicle derived by the control unit 12 of the own vehicle, the speed adjustment capability of the subsequent vehicle received from the nearest succeeding vehicle, the own vehicle and the nearest succeeding vehicle, Based on the inter-vehicle distance, a maximum deceleration value to be limited in the host vehicle (hereinafter, maximum deceleration limit value) is obtained.
Here, the inter-vehicle distance between the own vehicle and the nearest succeeding vehicle is based on the current position of the succeeding vehicle received from the nearest succeeding vehicle and the current position of the own vehicle detected by the position / direction detector 2 of the own vehicle. In addition, the control unit 12 may detect the distance by calculating the distance between the following vehicle and the host vehicle at the same point. Therefore, the control unit 12 corresponds to the second inter-vehicle distance detecting means. Assume that the current position of the host vehicle and the nearest succeeding vehicle at the same time is associated using the GPS time at the time when the current position is detected.
Specifically, the maximum deceleration limit value may be obtained as follows. Here, the maximum deceleration (that is, the deceleration strength) of the immediately following vehicle is α [m / S 2 ], the deceleration delay time with respect to the host vehicle is tr [s], and the maximum deceleration of the host vehicle is β [m / S 2 ]. The deceleration delay time tr [s] for the host vehicle can be obtained by taking the difference between the deceleration delay time of the host vehicle and the deceleration delay time of the most recent succeeding vehicle. Further, it is assumed that the distance between the host vehicle before the start of deceleration of the host vehicle and the nearest succeeding vehicle is L [m], and the time from the start of deceleration of the host vehicle is t [s]. Further, L min is a minimum value that can be accepted as the inter-vehicle distance between the host vehicle and the nearest succeeding vehicle, and is a value that can be arbitrarily set. In the present embodiment, for example, L min is 5 [m].
When t [s] is larger than tr [s] (that is, t> tr ), it is necessary to limit the maximum deceleration limit value so that the following Expression 1 is always satisfied. In Formula 1, 1/2 · α · t 2 represents the value of the inter-vehicle distance that is reduced by the deceleration of the host vehicle, and 1/2 · β · (t−t r ) 2 is the latest deceleration of the subsequent vehicle. Represents increasing distance between vehicles.
(Expression 1) L- [1/2 · α · t 2 −1 / 2 · β · (t−t r ) 2 ]> L min
When t [s] is equal to or less than tr [s] (that is, t≤tr ), it is necessary to limit the maximum deceleration limit value so that the following Expression 2 is always satisfied. 1/2 · α · tr 2 in Equation 1 represents the value of the inter-vehicle distance that is reduced by the deceleration of the host vehicle.
(Expression 2) L−1 / 2 · α · tr 2 > L min
Therefore, a maximum deceleration limit value that always satisfies both Expression 1 and Expression 2 is calculated. The maximum deceleration limit value may be calculated differently when t [s] is larger than tr [s] and when t [s] is less than tr [s], or in both cases. The maximum deceleration limit value common to the two may be calculated.
As described above, the value of the inter-vehicle distance that is reduced by the deceleration of the host vehicle and the value of the inter-vehicle distance that is increased by the deceleration of the latest succeeding vehicle are calculated from the speed adjustment capability of the immediately following vehicle and the speed adjustment capability of the host vehicle. Then, the deceleration α of the host vehicle is such that the distance obtained by subtracting these calculated values from the inter-vehicle distance between the host vehicle before starting deceleration and the nearest succeeding vehicle does not fall below a predetermined distance (L min in this example). And the calculated value is set as the maximum deceleration limit value.
The above-described method of obtaining the maximum deceleration limit value is merely an example, and the maximum deceleration can be calculated so that the distance between the host vehicle and the nearest succeeding vehicle does not become L min or less during deceleration. As long as it is sufficient, other parameters may be used, or other calculation formulas may be used.
In step S6, the maximum deceleration of the host vehicle is set to be limited so as not to exceed the maximum deceleration calculated in the maximum deceleration limit value calculation process, and the process proceeds to step S7. Therefore, the control unit 12 corresponds to the maximum deceleration limiting means in the claims. For example, the maximum deceleration may be limited by instructing the brake ECU 5 to set the upper limit of the brake fluid pressure to be lower.
In step S7, a target inter-vehicle distance calculation process is performed, and the process proceeds to step S8. In the target inter-vehicle distance calculation process, the maximum deceleration limit value of the host vehicle calculated in the maximum deceleration limit value calculation process of step S5, the speed adjustment capability of the host vehicle derived by the control unit 12 of the host vehicle, and the latest preceding Based on the speed adjustment capability of the preceding vehicle received from the vehicle, a target inter-vehicle distance from the nearest preceding vehicle is calculated. Here, it is assumed that the speed adjustment capability of the latest preceding vehicle is already completed. If it has not been received, the processing in step S7 may be waited until reception.
Specifically, the target inter-vehicle distance with the nearest preceding vehicle may be obtained as follows. Here, the maximum deceleration (that is, deceleration strength) of the host vehicle is β [m / S 2 ], the deceleration delay time for the latest preceding vehicle is t h [s], and the maximum deceleration of the latest preceding vehicle is γ. [M / S 2 ]. The deceleration delay time t h [s] with respect to the latest preceding vehicle is obtained by taking the difference between the deceleration delay time of the own vehicle and the deceleration delay time of the latest preceding vehicle. Also, let t [s] be the time since the most recent preceding vehicle started to decelerate. Further, L min is a minimum value that can be accepted as the inter-vehicle distance between the host vehicle and the nearest preceding vehicle, and is a value that can be arbitrarily set. In the present embodiment, for example, L min is 5 [m].
When t [s] is equal to or less than t h [s] (that is, t ≦ t h ), the target inter-vehicle distance L 0 [m] is preferably set to the value of L1 in the following Expression 3. 1/2 · γ · t h 2 of equation 3 represents the value of inter-vehicle distance decreases by the reduction of the most recent preceding vehicle.
(Equation 3) L1 = L min +1/2 · γ · t h 2
When t [s] is larger than t h [s] (that is, t> t h ), the target inter-vehicle distance L 0 [m] is preferably set to the value of L2 in Expression 4 below. In Formula 4, 1/2 · γ · t 2 represents the value of the inter-vehicle distance that is reduced by the deceleration of the preceding preceding vehicle, and 1/2 · β · (t−t h ) 2 is increased by the deceleration of the host vehicle. It represents the value of the inter-vehicle distance. Further, the max in Expression 4 indicates that the maximum value among the values satisfying [1/2 · γ · t 2 −1 / 2 · β · (t−t h ) 2 ] is used.
(Equation 4) L2 = L min + max [1/2 · γ · t 2 -1/2 · β · (t-t h) 2]
The target inter-vehicle distance calculation process of the L1 and L2, calculating the person more value is less as a target inter-vehicle distance L 0. Of the L1 and L2, it may be calculated more larger values as the vehicle distance L 0. Incidentally, L1, and L2 is because the larger the increasing t h, so that the speed control capacity of the vehicle as lower than speed control capacity of the most recent preceding vehicle, largely determines the target inter-vehicle distance L 0.
Thus, the maximum deceleration of the host vehicle (here, the maximum deceleration limit value) β, the speed adjustment capability of the host vehicle (specifically, the deceleration delay time), and the speed adjustment capability of the preceding preceding vehicle (specifically, the deceleration delay) From the time and the maximum deceleration γ), the value of the inter-vehicle distance that decreases due to the latest deceleration of the preceding vehicle and the value of the inter-vehicle distance that increases due to the deceleration of the host vehicle are calculated. Then, a distance obtained by adding these calculated values to a minimum value (L min in this example) that is allowable as an inter-vehicle distance between the host vehicle and the nearest preceding vehicle is set as a target inter-vehicle distance L 0 . In other words, the target inter-vehicle distance L 0 that secures a margin for the change in the inter-vehicle distance during deceleration due to the difference between the speed adjustment capability of the host vehicle considering the maximum deceleration limit value and the speed adjustment capability of the nearest preceding vehicle is calculated. To do.
The above-described method for obtaining the target inter-vehicle distance is merely an example, and the target inter-vehicle distance L 0 can be calculated such that the inter-vehicle distance between the host vehicle and the nearest preceding vehicle does not become L min or less during deceleration. As long as it is sufficient, other parameters may be used, or other calculation formulas may be used.
In step S8, a target inter-vehicle distance setting process is performed, and the flow returns to step S1 to repeat the flow. In the target inter-vehicle distance setting process in step S8, the target inter-vehicle distance calculated in the target inter-vehicle distance calculation process in step S7 is determined and set as the target inter-vehicle distance with the nearest preceding vehicle. Therefore, the control part 12 is equivalent to the 1st target inter-vehicle distance determination means of a claim.
In step S9, which is performed when it is not determined in step S2 that the information has been received from the latest preceding vehicle, it is determined whether information has been received from the latest preceding vehicle. Whether or not the information is received from the latest preceding vehicle may be determined in the same manner as whether or not the information is received from the latest preceding vehicle. And when it determines with having received from the latest preceding vehicle (it is YES at step S9), it moves to step S10. If it is not determined that the signal has been received from the latest succeeding vehicle (NO in step S9), the flow returns to step S1 and the flow is repeated.
In the example of this embodiment, in the case of the driving support device 1 of the vehicle B, when information is received from the driving support device 1 of the vehicle A, it is determined that the information is received from the latest preceding vehicle. In the case of the driving support device 1 of the vehicle C, when information is received from the driving support device 1 of the vehicle B, it is determined that the information is received from the latest preceding vehicle.
In step S10, the second speed adjustment capability comparison process is performed, and the process proceeds to step S11. In the second speed adjustment capability comparison process, the speed adjustment capability of the preceding vehicle received from the latest preceding vehicle is compared with the speed adjustment capability of the own vehicle derived by the control unit 12 of the own vehicle. Therefore, the control part 12 is equivalent to the 2nd comparison means of a claim.
In step S11, when the speed adjustment capability of the latest preceding vehicle is higher than the speed adjustment capability of the host vehicle (YES in step S11), the process proceeds to step S12. If the speed adjustment capability of the latest preceding vehicle is not higher than the speed adjustment capability of the host vehicle (NO in step S11), the flow returns to step S1 and the flow is repeated.
Specifically, when the deceleration delay time of the latest preceding vehicle is smaller than that of the own vehicle and the deceleration strength is larger than that of the own vehicle, the speed adjustment capability of the latest preceding vehicle is higher than the speed adjustment capability of the own vehicle. judge. In addition, what is necessary is just to do as follows when only one of the deceleration delay time and deceleration intensity | strength of the latest preceding vehicle is ahead of the own vehicle. For example, based on the deceleration delay time and deceleration strength between the latest preceding vehicle and the host vehicle, the time required for deceleration to a predetermined speed (which can be set arbitrarily) (hereinafter, target speed arrival time) Calculate for each vehicle. Then, when the target speed arrival time of the latest vehicle following is shorter than the target speed arrival time of the host vehicle, it is determined that the speed adjustment capability of the latest succeeding vehicle is higher than the speed adjustment capability of the host vehicle, What is necessary is just to set it as the structure determined not to be high when it is not small.
In step S12, a target inter-vehicle distance calculation process is performed, and the process proceeds to step S13. In the target inter-vehicle distance calculation process here, the speed adjustment capability of the host vehicle derived by the control unit 12 of the host vehicle, instead of the maximum deceleration limit value of the host vehicle calculated by the maximum deceleration limit value calculation process of step S5. Is used to calculate the target inter-vehicle distance from the nearest preceding vehicle in the same manner as in step S7. That is, in the target inter-vehicle distance calculation processing here, the latest vehicle speed adjustment capability derived from the control unit 12 of the own vehicle and the speed adjustment capability of the preceding vehicle received from the latest preceding vehicle are used. The target inter-vehicle distance from the preceding vehicle is calculated.
In step S13, a target inter-vehicle distance setting process is performed, and the flow returns to step S1 to repeat the flow. In the target inter-vehicle distance setting process in step S13, the target inter-vehicle distance calculated in the target inter-vehicle distance calculation process in step S12 is determined and set as the target inter-vehicle distance with the nearest preceding vehicle. Therefore, the control part 12 is equivalent to the 2nd target inter-vehicle distance determination means of a claim.
As an example, when the host vehicle is B and the latest succeeding vehicle C has a speed adjustment capability lower than that of the host vehicle, the maximum deceleration of the host vehicle B is limited and the target with the latest preceding vehicle A is set. To set a large inter-vehicle distance (based on a reference value to be described later, the target inter-vehicle distance is increased in accordance with the difference between the speed adjustment capability of the own vehicle and the speed adjustment capability of the nearest preceding vehicle). Become. Also, when the host vehicle is B and the latest preceding vehicle A has a higher speed adjustment capability than the host vehicle, the target inter-vehicle distance with the latest preceding vehicle A is increased (based on a reference value to be described later) As the difference between the speed adjustment capability of the own vehicle and the speed adjustment capability of the latest preceding vehicle increases, the target inter-vehicle distance is increased).
In addition, what is necessary is just to set it as the structure which sets a default reference value as a target inter-vehicle distance, for example except setting the target inter-vehicle distance by a target inter-vehicle distance setting process. The reference value is a value that can be arbitrarily set, and may be set according to the vehicle speed, for example, or may be set to a constant value.
Then, the effect in this invention is demonstrated below. The next vehicle, which has a lower speed adjustment capability than the host vehicle, takes longer to decelerate to the target speed than the host vehicle that is the nearest preceding vehicle. Will gradually approach the vehicle. Therefore, in the subsequent vehicle, it is necessary to increase the inter-vehicle distance from the preceding vehicle. On the other hand, according to the above configuration, when the speed adjustment capability of the immediately following vehicle is lower than the speed adjustment capability of the own vehicle, the maximum deceleration of the own vehicle is set to the speed adjustment capability of the immediately following vehicle. Depending on the speed adjustment capability of the host vehicle and the inter-vehicle distance between the host vehicle and the nearest succeeding vehicle, the inter-vehicle distance is always limited to a size that does not become less than the above-described L min .
Therefore, even when braking is started at the same timing by bringing the time required for deceleration to the target speed between the own vehicle and the nearest subsequent vehicle having a speed adjustment capability lower than that of the own vehicle, It is possible to prevent the vehicle from approaching until the distance between the host vehicle and the host vehicle becomes L min or less. Accordingly, in the succeeding vehicle, the inter-vehicle distance from the preceding vehicle (that is, the actual inter-vehicle distance or the target inter-vehicle distance) can be further reduced. As a result, it is possible to more appropriately control the inter-vehicle distance from the nearest preceding vehicle for each vehicle, while reducing the inter-vehicle distance from the nearest preceding vehicle for each vehicle.
In addition, the host vehicle, which has a lower speed adjustment capability than the most recent preceding vehicle, takes longer to decelerate to the target speed than the most recent preceding vehicle, so when braking is started at the same timing, The greater the difference between the speed adjustment capability and the speed adjustment capability of the nearest preceding vehicle, the closer the host vehicle will approach the nearest preceding vehicle. Therefore, it is necessary for the host vehicle to take a larger inter-vehicle distance from the nearest preceding vehicle. On the other hand, according to the above configuration, when the speed adjustment capability of the latest preceding vehicle is higher than the speed adjustment capability of the own vehicle, the speed adjustment capability of the own vehicle and the speed adjustment capability of the latest preceding vehicle are The target inter-vehicle distance with the preceding vehicle is determined to be large according to the difference. Therefore, as the speed adjustment capability of the host vehicle is lower than the speed adjustment capability of the nearest preceding vehicle, the target inter-vehicle distance between the host vehicle and the nearest preceding vehicle can be determined larger.
Here, the effects of the present invention will be described with specific examples. For example, when the vehicles A and C are ordinary passenger cars and the vehicle B is a dump truck having a vehicle weight larger than that of the ordinary passenger car, the deceleration delay time (specifically, when decelerating at the same timing during follow-up traveling) The vehicle A can limit the maximum deceleration in order to avoid the proximity of a dump truck (vehicle B) whose response time from the start of braking to the start of deceleration is greater than that of the host vehicle. In addition, the vehicle C having a smaller deceleration delay time than the dump truck (vehicle B) does not approach the dump truck (vehicle B) at the time of deceleration at the same timing during follow-up traveling, so the maximum deceleration Neither the restriction nor the change of the setting of the target inter-vehicle distance (that is, the change from the reference value) is performed.
As another example, when the vehicles A and C are ordinary passenger cars other than sports cars and the vehicle B is a sports car having a greater deceleration strength than the vehicles A and C, deceleration at the same timing during follow-up traveling is performed. At this time, in order to avoid the proximity of a sports car (vehicle B) whose deceleration intensity is larger than that of the host vehicle, the target distance between vehicles can be increased in vehicle C (that is, wider than the reference value). Further, the vehicle A having a lower deceleration strength than the sports car (vehicle B) does not approach the sports car (vehicle B) at the time of deceleration at the same timing during follow-up traveling, so the maximum reduction Neither the speed limit nor the target inter-vehicle distance setting change (that is, the change from the reference value) is performed.
As another example, when the vehicles A to C are ordinary passenger cars and only the distance measurement sensor 4 of the vehicle B is sensor-lost, the vehicle A is decelerated at the same timing during follow-up traveling. In order to avoid the proximity of the vehicle B whose delay time (specifically, the response time until the vehicle starts deceleration after being detected by the distance measuring sensor 4), the maximum deceleration can be limited in the vehicle A. become. In addition, since the vehicle C whose deceleration delay time is smaller than the vehicle B is not close to the vehicle B when decelerating at the same timing during follow-up traveling, the maximum deceleration is also limited by the target inter-vehicle distance. Also, the setting is not changed (that is, changed from the reference value).
In the above-described embodiment, when the maximum deceleration is limited, the control unit 12 recalculates the speed adjustment capability based on the value of the limited maximum deceleration, or the recalculated speed. It is good also as a structure which transmits adjustment capability to the driving assistance apparatus 1 of another vehicle. According to this, processing corresponding to the maximum deceleration after the restriction is applied (first speed adjustment capability comparison processing, second speed adjustment capability comparison processing, maximum deceleration limit value calculation processing, target inter-vehicle distance calculation processing, etc.) Can be performed by the driving support device 1 of the own vehicle or the driving support device 1 of another vehicle.
In the above-described embodiment, the configuration in which the distance measuring sensor 4 is also mounted on the vehicle on which the driving support device 1 is mounted is shown, but the present invention is not necessarily limited thereto. For example, it is good also as a structure which does not mount the ranging sensor 4 in the vehicle which mounts the driving assistance device 1. In this case, in the same manner as described above, based on the current position of the preceding vehicle received from the latest preceding vehicle and the current position of the own vehicle detected by the position / direction detector 2 of the own vehicle, What is necessary is just to set it as the structure which detects the distance between the said preceding vehicles by the control part 12 by calculating the distance of the said preceding vehicle and the own vehicle in a point.
Further, when the vehicle equipped with the driving support device 1 is not equipped with the distance measuring sensor 4, the deceleration delay time in the speed adjustment capability may be obtained as follows, for example. . For example, a fixed deceleration delay time may be determined according to whether or not the distance measuring sensor 4 is mounted.
As an example, when the information on whether or not the distance measuring sensor 4 is mounted is “installed”, the deceleration delay time may be set to 0.4 seconds. On the other hand, the information on whether or not the ranging sensor 4 is mounted is “not mounted”, or the information on whether or not the ranging sensor 4 is mounted is “mounted” and the detection by the ranging sensor 4 is successful or not. When the information is “detection failure”, the deceleration delay time may be 1 second. Further, the value of the deceleration delay time obtained in this way may be increased as the vehicle weight increases. It should be noted that a vehicle in which the information on whether or not the distance measuring sensor 4 is mounted is “unmounted” may be handled in the same manner as a vehicle in which the information on the success or failure of detection by the distance measuring sensor 4 is “detection failure”.
In the above-described embodiment, the configuration in which the information on the speed adjustment capability is transmitted and received between the driving support devices 1 is shown, but the configuration is not necessarily limited thereto. For example, it is good also as a structure which transmits / receives the information for speed adjustment capability calculation instead of the structure which transmits / receives speed adjustment capability. In this case, what is necessary is just to set it as the structure which calculates | requires the speed adjustment capability of an other vehicle in the control part 12 based on the information for speed adjustment capability calculation of the other vehicle received from the driving assistance apparatus 1 of the other vehicle. Therefore, the control unit 12 corresponds to the subsequent vehicle speed adjustment capability calculation means and the preceding vehicle speed adjustment capability calculation means. The method for obtaining the speed adjustment capability of the other vehicle based on the information for calculating the speed adjustment capability of the other vehicle is the same as the method for obtaining the speed adjustment capability of the own vehicle based on the information for calculating the speed adjustment capability of the own vehicle. Suppose that
DESCRIPTION OF SYMBOLS 1 Driving assistance device, 2 Position direction detector, 3 Map data input device, 4 Distance measuring sensor, 5 Brake ECU, 6 Car-mounted LAN, 11 Wireless communication part (communication means), 12 Control part (Vehicle speed adjustment capability deriving means , Storage means, own vehicle speed adjustment capability calculation information acquisition means, travel control means, first inter-vehicle distance detection means, maximum deceleration limiting means, first comparison means, second inter-vehicle distance detection means, first target inter-vehicle distance determination Means, second comparison means, second target inter-vehicle distance determination means, subsequent vehicle speed adjustment capability calculation means, preceding vehicle speed adjustment capability calculation means), 21 geomagnetic sensor, 22 gyroscope, 23 distance sensor, 24 GPS receiver, travel Support system 100
Communication means for transmitting and receiving information including at least information for following traveling by inter-vehicle communication;
First inter-vehicle distance detection means for detecting the inter-vehicle distance between the host vehicle and the nearest preceding vehicle;
A travel support device comprising travel control means for controlling the inter-vehicle distance between the host vehicle and the nearest preceding vehicle based on the information for follow-up travel received by the communication means and performing follow-up travel. ,
The communication unit is transmitted from the driving support apparatus mounted on the other vehicle, which receives the speed adjustment capability of the other vehicle,
Own vehicle speed adjustment capability deriving means for deriving the speed adjustment capability of the own vehicle;
When the speed adjustment capability of the latest succeeding vehicle is received by the communication means, the received speed adjustment capability of the latest succeeding vehicle is compared with the speed adjustment capability of the own vehicle derived by the own vehicle speed adjustment capability deriving means. First comparing means;
A maximum deceleration limiting means for limiting the maximum deceleration of the host vehicle when the speed adjustment capability of the immediately following vehicle is lower than the speed adjustment capability of the host vehicle as a result of the comparison by the first comparison unit;
The speed adjustment capability is obtained by using information directly indicating whether or not a distance measuring sensor that is a self-supporting sensor that autonomously detects the presence of a front obstacle and the distance to the obstacle is installed. A driving support device characterized by being.
The maximum deceleration of the own vehicle restricted by the maximum deceleration restriction means, the speed adjustment ability of the own vehicle derived by the own vehicle speed adjustment ability deriving means, and the speed adjustment ability of the latest preceding vehicle received by the communication means Based on the above, the margin for the change in the inter-vehicle distance during deceleration due to the difference between the speed adjustment capability of the host vehicle taking into account the maximum deceleration limited by the maximum deceleration limiting means and the speed adjustment capability of the nearest preceding vehicle A first target inter-vehicle distance determining means for determining a target inter-vehicle distance with the latest preceding vehicle that secures
The travel control means performs follow-up travel by controlling the inter-vehicle distance between the host vehicle and the nearest preceding vehicle to be the target inter-vehicle distance determined by the first target inter-vehicle distance determination means. Support device.
A second inter-vehicle distance detecting means for detecting an inter-vehicle distance between the host vehicle and the nearest succeeding vehicle;
The maximum deceleration limiting means is:
The speed adjustment capability of the latest vehicle received by the communication unit, the speed adjustment capability of the host vehicle derived by the host vehicle speed adjustment capability deriving unit, and the host vehicle detected by the second inter-vehicle distance detection unit A driving support device characterized in that a maximum deceleration value to be limited is obtained based on an inter-vehicle distance from a succeeding vehicle.
When receiving the speed adjustment capability of the nearest preceding vehicle by the communication means, for comparing the speed control capacity of the own vehicle derived in speed control capacity and the vehicle speed control capacity deriving means of the nearest preceding vehicle received A second comparison means;
As a result of the comparison by the second comparison means, when the speed adjustment capability of the latest preceding vehicle is higher than the speed adjustment capability of the own vehicle, the difference between the speed adjustment capability of the own vehicle and the speed adjustment capability of the latest preceding vehicle And a second target inter-vehicle distance determining means for largely determining the target inter-vehicle distance with the nearest preceding vehicle according to
The communication means receives speed adjustment capability calculation information that can be obtained from the travel support device mounted on another vehicle and that can determine the speed adjustment capability of the other vehicle.
Subsequent vehicle speed adjustment capability calculating means for obtaining the speed adjustment capability of the latest succeeding vehicle based on the speed adjustment capability calculation information when the communication means receives the information for calculating the speed adjustment capability of the latest succeeding vehicle. When,
First comparison means for comparing the speed adjustment capability of the latest vehicle obtained immediately by the subsequent vehicle speed adjustment capability calculation means and the speed adjustment capability of the own vehicle derived by the own vehicle speed adjustment capability deriving means;
A maximum deceleration limiting means for limiting the maximum deceleration of the host vehicle when the speed adjustment capability of the host vehicle is higher than the speed adjustment capability of the immediately following vehicle as a result of the comparison by the first comparison unit;
The speed adjustment capability is obtained by using information directly indicating whether or not a distance measuring sensor that is a self-supporting sensor that autonomously detects the presence of a front obstacle and the distance to the obstacle is installed. There,
The speed adjustment capability calculation information includes information directly indicating whether or not the distance measuring sensor is mounted.
When the communication means receives the speed adjustment capability calculation information of the latest preceding vehicle, the preceding vehicle speed adjustment capability calculation means for obtaining the speed adjustment capability of the latest preceding vehicle based on the speed adjustment capability calculation information. When,
The maximum deceleration of the host vehicle restricted by the maximum deceleration limiting unit, the speed adjustment capability of the host vehicle derived by the host vehicle speed adjustment capability deriving unit, and the latest preceding vehicle obtained by the preceding vehicle speed adjustment capability calculating unit. Based on the vehicle speed adjustment capability, the inter-vehicle distance during deceleration due to the difference between the speed adjustment capability of the host vehicle taking into account the maximum deceleration limited by the maximum deceleration limiting means and the speed adjustment capability of the nearest preceding vehicle And a first target inter-vehicle distance determining means for determining a target inter-vehicle distance with the nearest preceding vehicle that has secured a margin for the change of
Detected by the second vehicle distance detecting unit, the speed adjusting capability of the latest vehicle obtained by the following vehicle speed adjusting capability calculating unit, the speed adjusting capability of the own vehicle derived by the own vehicle speed adjusting capability deriving unit, and the second inter-vehicle distance detecting unit. A travel support device characterized in that a maximum deceleration value to be limited is obtained based on an inter-vehicle distance between the host vehicle and a nearest succeeding vehicle.
Second comparing means for comparing the speed adjusting ability of the preceding vehicle immediately preceding obtained by the preceding vehicle speed adjusting ability calculating means with the speed adjusting ability of the own vehicle derived by the own vehicle speed adjusting ability deriving means;
As a result of the comparison by the second comparison means, when the speed adjustment capability of the own vehicle is lower than the speed adjustment capability of the latest preceding vehicle, the difference between the speed adjustment capability of the own vehicle and the speed adjustment capability of the latest preceding vehicle And a second target inter-vehicle distance determining means for largely determining the target inter-vehicle distance with the nearest preceding vehicle according to
It further comprises calculation information acquisition means for acquiring speed adjustment capability calculation information capable of obtaining the speed adjustment capability of the host vehicle from a device mounted on the host vehicle,
The own vehicle speed adjustment capability deriving means derives the speed adjustment capability of the own vehicle by obtaining the speed adjustment capability of the own vehicle based on the speed adjustment capability calculation information acquired by the calculation information acquisition means. A driving support device characterized by the above.
It further comprises storage means for storing in advance the speed adjustment capability of the host vehicle,
The host vehicle speed adjustment capability deriving means derives the speed adjustment capability of the host vehicle by reading out the speed adjustment capability of the host vehicle stored in the storage unit in advance.
The said communication means transmits the speed adjustment capability of the own vehicle derived | led-out by the said own vehicle speed adjustment capability deriving means by inter-vehicle communication, The travel assistance apparatus characterized by the above-mentioned.
The said communication means transmits the speed adjustment capability calculation information which can obtain | require the speed adjustment capability of the own vehicle acquired by the said calculation information acquisition means by vehicle-to-vehicle communication, The travel assistance apparatus characterized by the above-mentioned.
A driving support system comprising a plurality of driving support devices according to any one of claims 1 to 12, each mounted on a separate vehicle.
JP2011175092A 2011-08-10 2011-08-10 Driving support device and driving support system Active JP5760835B2 (en)
JP2011175092A JP5760835B2 (en) 2011-08-10 2011-08-10 Driving support device and driving support system
US13/569,457 US9539989B2 (en) 2011-08-10 2012-08-08 Travel support apparatus and travel support system
JP2013037621A JP2013037621A (en) 2013-02-21
JP5760835B2 true JP5760835B2 (en) 2015-08-12
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JP2011175092A Active JP5760835B2 (en) 2011-08-10 2011-08-10 Driving support device and driving support system
US (1) US9539989B2 (en)
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2012-08-08 US US13/569,457 patent/US9539989B2/en active Active
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