Source: https://patents.google.com/patent/JP5543501B2/en
Timestamp: 2020-07-09 08:32:25
Document Index: 651318356

Matched Legal Cases: ['art 20', 'art 11', 'art 30', 'art 40', 'art 50', 'art 50', 'art 60', 'art 70', 'art 80']

JP5543501B2 - Vehicle control device - Google Patents
JP5543501B2
JP5543501B2 JP2012015698A JP2012015698A JP5543501B2 JP 5543501 B2 JP5543501 B2 JP 5543501B2 JP 2012015698 A JP2012015698 A JP 2012015698A JP 2012015698 A JP2012015698 A JP 2012015698A JP 5543501 B2 JP5543501 B2 JP 5543501B2
JP2012015698A
JP2013154710A (en
祐輔 上田
元規 富永
知彦 鶴田
2012-01-27 Application filed by 株式会社日本自動車部品総合研究所, 株式会社デンソー filed Critical 株式会社日本自動車部品総合研究所
2012-01-27 Priority to JP2012015698A priority Critical patent/JP5543501B2/en
2013-08-15 Publication of JP2013154710A publication Critical patent/JP2013154710A/en
2014-07-09 Publication of JP5543501B2 publication Critical patent/JP5543501B2/en
The present invention relates to a vehicle control apparatus that performs automatic steering control.
2. Description of the Related Art Conventionally, in a vehicle control apparatus that recognizes a white line from captured images of the front or rear of a vehicle and automatically performs steering control so that the vehicle travels in the vicinity of the center of the lane with the recognized white line as a boundary, a protrusion (lane separation) When a white line with a band is detected, it is known that steering control is performed with a position offset to the side away from the white line as a target position compared to a white line without a protrusion (see, for example, Patent Document 1). .)
Japanese Patent Laid-Open No. 2007-22134
However, in the apparatus described in Patent Document 1, since the target position is changed only with respect to the protrusion, when there is a vehicle traveling in the adjacent lane, the vehicle approaches the adjacent vehicle. There has been a problem that the vehicle occupant may feel uncomfortable or stressed.
In order to solve the above-described problems, an object of the present invention is to provide a vehicle control device that realizes automatic steering control with less discomfort and stress given to a passenger.
In the vehicle control device according to claim 1, which is an invention made to achieve the above object, the lane detecting means detects a traveling lane in which the host vehicle is traveling, and the obstacle detecting means is located outside the traveling lane. An out-of-lane obstacle that is an obstacle is detected. Then, the relative position calculating means obtains a relative position representing the relative positional relationship of the obstacle outside the lane with respect to the host vehicle, and the road surface ratio calculating means is represented by a ratio of distances from both ends in the width direction of the traveling lane. A road surface ratio indicating a lateral position in a travel lane suitable for suppressing stress exerted on the vehicle occupant by an external obstacle is calculated according to the relative position.
Further, the travel locus calculation means calculates the planned travel locus in the travel lane according to the road surface ratio, and the automatic steering means steers the host vehicle to travel according to the planned travel locus obtained by the travel locus calculation means. Take control.
Further, the instruction input means accepts an instruction input as to whether or not to adopt the road surface ratio calculated by the road surface ratio calculation means, and the travel locus calculation means is used to calculate the planned travel route according to the instruction of the instruction input means. Change the road surface ratio.
Therefore, according to the vehicle control device of the present invention, the road surface ratio is not limited to the protrusions that separate the lanes, but corresponds to various out-of-lane situations that indicate the presence of other obstacles and the state of each obstacle. Since it sets and eventually sets a planned travel locus used for steering control, it is possible to reduce discomfort and stress on the occupant.
Further, according to the vehicle control device of the present invention, it is possible to suppress unnecessary steering control from being performed by causing the occupant to determine whether or not the lateral position of the vehicle needs to be changed.
In the vehicle control device according to the present invention, the parameter generation means includes a degree parameter indicating the magnitude of stress applied to the occupant and a sensitivity parameter indicating ease of occupant stress. , Generating at least one of the arousing parameters representing the high possibility of arousing stress to the occupant, and the road surface ratio calculating means is more separated from the obstacles outside the lane as the parameter generated by the parameter generating means increases. It may be configured to calculate a road surface ratio that prevents an approach to an external obstacle.
In this case, the larger the parameter generated by the parameter generating means, the more the vehicle moves away from the obstacle outside the lane that causes discomfort and stress, or at least the vehicle's movement to the obstacle outside the lane. Since the approach is blocked, it is possible to further reduce discomfort and stress given to the occupant.
In addition, as described in claim 3, the vehicle control device of the present invention includes parameter generation means similar to that described in claim 2, and the road surface ratio calculation means has parameters generated by the parameter generation means. , It may be configured to operate when it is greater than or equal to a preset threshold value.
In this case, the road surface ratio, and thus the lateral position of the vehicle in the travel lane, can be prevented from frequently changing, and stable travel can be realized.
By the way, when the vehicle control apparatus of the present invention includes the biological signal detection means for detecting the occupant's biological signal as described in claim 4, the parameter generation means is detected by the biological signal detection means. The degree parameter may be generated from the biological signal.
By using such a degree parameter, it can be determined whether or not the occupant actually feels stress with respect to the detected obstacle outside the lane. As a result, it is possible to prevent unnecessary road control from being executed due to a change in the road surface ratio even though no stress is felt.
Note that typical examples of biological signals include pulse waves, heartbeats, brain waves, blinks, sweating, and the like. Particularly, pulse waves are characterized in that the period (RRI) suddenly increases when nervous. Therefore, by observing this RRI, it is possible to detect the degree of stress received by the occupant.
In addition, as described in claim 5, the vehicle control device according to the present invention includes a parameter height generation unit that includes a line-of-sight height estimation unit that estimates the height of a passenger's line of sight from vehicle information related to the vehicle height of the host vehicle. May be configured to use the height of the line of sight detected by the line of sight height estimation means as the sensitivity parameter.
In other words, even for obstacles of the same size, the lower the occupant's line of sight, the greater the feeling of pressure received from the obstacles, which in turn makes the occupants more susceptible to stress. Can be determined accurately.
Further, as described in claim 6, when the vehicle control device of the present invention includes vehicle state detection means for detecting at least the vehicle speed or acceleration of the host vehicle, the parameter generation means is the vehicle state detection means. The sensitivity parameter may be generated from the detection result.
In other words, even if the relative positional relationship with the obstacles outside the lane is the same, the passenger is more likely to feel stress as the speed of the vehicle is higher and the acceleration is higher. By considering it, the road surface ratio can be obtained accurately.
In the vehicle control device of the present invention, the parameter generation means generates an awakening parameter for each of the obstacles outside the lane detected by the obstacle detection means. The road surface ratio may be calculated so as to move away from an obstacle outside the lane having a larger awakening parameter or prevent access to the obstacle outside the lane.
In other words, there are various obstacles outside the lane, and the influence of the obstacles outside the lane on the passengers is not uniform. For example, when considering a vehicle running side by side in the adjacent lane, the magnitude of the stress that the parallel running vehicle gives to the occupant is not determined only by the relative positional relationship with the own vehicle, but the relative speed with the own vehicle, It varies depending on the size and type of the parallel vehicle (large vehicle, ordinary vehicle, two-wheeled vehicle), the behavior of the parallel vehicle (flicker), and the like. For this reason, a road surface ratio can be calculated | required exactly by considering such an arousal parameter.
By the way, as described in claim 8, the vehicle control device of the present invention stores history information in which the road surface ratio calculated by the road surface ratio calculating means is associated with the relative position used for calculating the road surface ratio. History information storage means that performs the above operation, and a history reading means that reads the road surface ratio associated with the relative position from the history information storage means according to the relative position calculated by the relative position calculation means.
In this case, when the road surface ratio corresponding to the relative position calculated by the relative position calculation means is stored in the history information storage means, the travel locus calculation means uses the road surface ratio read by the history reading means. What is necessary is just to perform a calculation.
According to the vehicle control device of the present invention configured as described above, the processing load required for calculating the road surface ratio can be reduced by using the history information.
Moreover, the vehicle control apparatus of this invention may be provided with the condition presentation means to show a passenger | crew the calculation result in a road surface ratio calculation means, as described in Claim 9 .
In this case, it is possible to notify the occupant that the lateral position of the vehicle has changed or has changed due to the change in the road surface ratio .
It is a block diagram which shows the structure of the vehicle control apparatus of 1st Embodiment. It is explanatory drawing which shows arrangement | positioning and a detection range of a periphery condition detection part. It is a flowchart which shows the content of the lane maintenance control in 1st Embodiment. It is a flowchart which shows the content of the road surface ratio calculation process in 1st Embodiment. It is explanatory drawing which illustrates the relationship between the condition outside a lane, and the setting condition of a road surface ratio. It is a block diagram which shows the structure of the vehicle control apparatus of 2nd Embodiment. It is a flowchart which shows the content of the road surface ratio calculation process in 2nd Embodiment. It is explanatory drawing which illustrates the relationship between the condition outside a lane, and the setting condition of a road surface ratio. It is a block diagram which shows the structure of the vehicle control apparatus of 3rd Embodiment. It is a flowchart which shows the content of the lane maintenance control in 3rd Embodiment. It is explanatory drawing which illustrates the relationship between the condition outside a lane, and the setting condition of a road surface ratio. It is a flowchart which shows the content of the road surface ratio calculation process in 4th Embodiment. It is a flowchart which shows the content of the road surface ratio calculation process in 5th Embodiment. It is a block diagram which shows the structure of the vehicle control apparatus in 6th Embodiment. It is a flowchart which shows the content of the road surface ratio calculation process in 6th Embodiment. It is a flowchart which shows the content of the road surface ratio calculation process in 7th Embodiment. It is explanatory drawing which illustrates the relationship between the condition outside a lane, and the setting condition of a road surface ratio. It is explanatory drawing which illustrates the relationship between the condition outside a lane, and the setting condition of a road surface ratio. It is a block diagram which shows the structure of the vehicle control apparatus in 8th Embodiment. It is a flowchart which shows the content of the lane maintenance control in 8th Embodiment.
As shown in FIG. 1, the vehicle control device 1 to which the present invention is applied includes a surrounding situation detection unit 10 that detects a situation around the vehicle, and a planned traveling locus of the host vehicle according to a detection result of the surrounding situation detection unit 10. A control unit 20 that sets and generates a steering command for causing the host vehicle to travel according to the planned traveling locus, and an automatic steering control unit 30 that automatically steers the steering according to the steering command from the control unit 20 are provided.
As shown in FIG. 2, the surrounding state detection unit 10 includes a front sensor 11 whose detection area is a predetermined angle range centered on the straight traveling direction ahead of the vehicle, and a predetermined angle range centered on the vehicle width direction on the left side of the vehicle. And a right side sensor 13 having a detection area as a predetermined angle range (similar to the left side sensor 12) on the right side of the vehicle. The front sensor 11 is an image sensor (camera) or a laser radar, and the left and right side sensors 12 and 13 are all image sensors, radar sensors, millimeter wave sensors, or sonar.
The automatic steering control unit 30 is a well-known unit that controls the steering force of the steering in accordance with a steering command, and a detailed description thereof is omitted here.
The control unit 20 includes a well-known microcomputer mainly composed of a CPU, a ROM, and a RAM, and performs a steering control so as to maintain the lane in which the host vehicle is traveling, thereby reducing the driving load on the driver. At least the maintenance control is executed.
<Lane maintenance control>
When a start switch (not shown) is operated, this process is repeatedly started at predetermined intervals until a predetermined release condition (for example, engine stop, release switch operation, etc.) is satisfied.
When this process is started, first, in step (hereinafter simply referred to as “S”) 110, the target lane is detected according to the detection result of the front sensor 11.
Specifically, white lines and yellow lines which are lane boundary lines (roadway center line, roadway outer line, lane boundary line, etc.) drawn on the road surface according to the detection result of the front sensor 11 are detected, and according to these lane boundary lines The lane in which the host vehicle is traveling is identified, and the identified lane is directly used as the target lane. However, when an obstacle (for example, a parked vehicle or the like) protrudes from the running lane, the boundary between the protruding obstacle and the protruding obstacle is the boundary of the target lane. In addition, when a lane boundary line is not drawn on the road surface, the target lane is defined as a range that can be traveled depending on the position of a structure such as a guardrail, a gutter, and a fence, or a cliff position on a mountain road.
In S120, the situation outside the target lane (the situation outside the lane) is detected according to the detection results of the left and right side sensors 12, 13.
Specifically, obstacles outside the lane that are outside the target lane (including lane division protrusions, side-by-side vehicles, parked vehicles, etc., including terrain and buildings that limit the scope of the target lane) The target information including the position and size (height, length along the traveling lane), etc. of each obstacle outside the lane is obtained. However, the obstacle that protrudes into the traveling lane described above is one of the obstacles outside the lane.
In S130, the current lateral position of the host vehicle is obtained by setting the position of the host vehicle in the width direction of the target lane as a horizontal position and the road position as a ratio of the distance from the both ends of the target lane in the width direction. The road surface ratio indicating the current lateral position (current road surface ratio) and the road surface ratio indicating the target lateral position that is a lateral position suitable for suppressing the stress received by the vehicle occupant from the out-of-lane situation detected in S120 (target road surface) The road surface ratio calculation process for obtaining the ratio is executed.
However, the road surface ratio is represented by [Left distance]: [Right distance], where 1 is the distance from the center of the target lane to both ends in the width direction (that is, ½ of the lane width of the target lane). That is, if the road surface ratio is 1: 1, the horizontal position is the center in the width direction of the target lane, and the horizontal position represented by the road surface ratio 0.9: 1.1 is to the left of the center in the width direction of the target lane. It will be a position close to.
In S140, based on the current road surface ratio and the target road surface ratio, which are the calculation results in S130, the lateral position of the host vehicle cannot be changed from the current horizontal position specified by the current road surface ratio to the target lateral position specified by the target road surface ratio. Find the planned trajectory necessary to change without change.
Finally, in S150, a steering control amount necessary to drive the host vehicle according to the planned traveling locus obtained in S140 is obtained, and the steering control amount is output as a steering command to the automatic steering control unit 30 to perform this processing. Exit.
<Road surface ratio calculation processing>
Here, the details of the road surface ratio calculation process executed in S130 will be described with reference to the flowchart shown in FIG.
When this process is started, first, in S210, the lane width of the target lane and the current road surface ratio are detected from the detection result in S110. In subsequent S220, the process is set in advance from the result of the process in S120. If there is an obstacle outside the lane (a situation that may cause stress on the occupant) within the specified range (for example, a range of several tens of meters before and after), if this does not exist, the process is continued. finish. On the other hand, when there are obstacles outside the lane, the process proceeds to S230, and the relative positions of the obstacles outside the lane and the host vehicle existing within the specified range are obtained. The relative position passes from the imaginary line along the vehicle width direction passing through the center of the host vehicle in the vehicle width direction and the distance from the imaginary line along the target lane and the attachment position of the front sensor 11. It is expressed by the vertical distance that is the distance.
In subsequent S240, a target road surface ratio is obtained based on the calculation result in S230. Specifically, when there are obstacles outside the lane on both the left and right sides of the target lane, the target road surface ratio is set so that the lateral position where the lateral distance between them is equal is the target lateral position. In addition, when there are obstacles outside the lane only on either the left side or the right side of the target lane, the lateral position away from the obstacle outside the lane by a preset lateral distance (hereinafter referred to as “stress buffer distance”) The target road surface ratio is set so as to be the target lateral position.
In S250, it is determined whether or not the vehicle width end (a point separated from the target lateral position in the width direction by 1/2 of the vehicle width of the vehicle) deviates from the target lane. If not, the process ends.
On the other hand, if the vehicle width end has deviated from the target lane, in S260, the target road surface ratio is adjusted so that the vehicle width end is within the target lane, and this process is terminated.
If the target road surface ratio is not calculated due to a negative determination in S220, the travel locus calculation process of S140 performs processing using the target road surface ratio obtained when the road surface ratio calculation process was last activated. Run.
In the vehicle control device 1 configured in this way, as shown in FIG. 5A, when a lane separation band (projection) is present on the right side of the target lane and a vehicle to be overtaken is present in the left adjacent lane, lane separation is performed. Since the belt is closer to the target lane than the overtaken vehicle, the target road surface ratio is calculated so that the target lateral position of the host vehicle is to the left of the center of the target lane.
In addition, as shown in FIG. 5 (b), when an overtaking vehicle exists in the right adjacent lane of the target lane and an overtaken vehicle exists in the left adjacent lane, both of which are traveling near the center of their own lanes. Since the positional relationship between the two vehicles and the target lane is substantially the same, the target road surface ratio is calculated so that the target lateral position of the host vehicle is substantially at the center of the target lane.
As described above, in the vehicle control device 1, not only the protrusions constituting the lane separation zone, but also all the off-lane obstacles within the specified range (the situation outside the lane that may cause the occupant to be stressed) Since the target road surface ratio is obtained based on the relative position of the vehicle, steering control can be executed accurately so that the vehicle is positioned in a lateral position suitable for reducing the stress applied to the occupant. The stress which the situation gives to the vehicle occupant can be reduced.
In this embodiment, the control unit 20 that executes the peripheral information detection unit 10 (particularly the front sensor 11) and S110 executes the lane detection unit, the peripheral information detection unit 10 (particularly the left sensor 12 and the right sensor 13), and S120. The control unit 20 that performs the obstacle detection unit, the control unit 20 that executes S230 the relative position calculation unit, the control unit 20 that executes S240 the road surface ratio calculation unit, the control unit 20 that executes S140 the travel locus calculation unit, and the automatic The steering control unit 30 and the control unit 20 that executes S150 correspond to automatic steering means.
As shown in FIG. 6, the vehicle control device 2 of the present embodiment captures the vicinity of the occupant's face in addition to the surrounding state detection unit 10, the control unit 20, and the automatic steering control unit 30 similar to the vehicle control device 1. An occupant feature detection unit 40 that is an image sensor is provided.
Moreover, since a part of road surface ratio calculation process performed by the control part 20 differs in part from the thing of 1st Embodiment, it demonstrates centering on the different part.
As shown in FIG. 7, in the road surface ratio calculation process in the present embodiment, S232 is added and S240 is replaced with S242 as compared to the process shown in FIG. 4.
That is, after executing the processing of S210 to S230, in S231, the occupant eye height is estimated from the vehicle information (specifications) regarding the vehicle height of the host vehicle, and in the subsequent S232, the image acquired by the occupant feature detection unit 40 The position (height) of the occupant's eyes is detected as a characteristic of the occupant, the amount of deviation from the standard eye position of the detected result is obtained, and the eye height estimated in S231 is corrected according to the amount of deviation. To do. In the present embodiment, this eye height corresponds to a sensitivity parameter.
Subsequently, in S242, the target road surface ratio is obtained based on the calculation results in S230 and S232, and thereafter, the processing of S250 to S260 is executed, and this processing is terminated.
Note that the processing in S242 is basically the same as the processing in S240, but when there are obstacles outside the lane only on either the left side or the right side of the target lane, the lower the eye height, The stress buffer distance is set to be large.
That is, even if the situation outside the lane is the same, the degree of sensitivity (sensitivity parameter) that the occupant feels depends on the height of the occupant's eye position. Since the stress is low, as shown in FIG. 8 (a), the stress buffer distance is small, and conversely, if the position of the occupant's eyes is low, the degree to which the occupant feels stress generally increases. As shown in FIG. 8B, the road surface ratio is set so that the stress buffering distance is increased.
According to the vehicle control device 2 configured as described above, an accurate target road surface ratio can be set in accordance with the characteristics of the occupant that affects the feeling of stress.
In the present embodiment, the occupant feature detection unit 40 and the control unit 20 that executes S231 and S232 correspond to eye height estimation means and parameter generation means.
Further, in this embodiment, the sensitivity parameter is obtained by correcting the eye height estimated from the vehicle information according to the characteristics of the occupant, but S232 is omitted and the eye height estimated from the vehicle information is used as it is as the sensitivity parameter. May be.
As shown in FIG. 9, the vehicle control device 3 according to the present embodiment detects an occupant's biological signal in addition to the surrounding state detection unit 10, the control unit 20, and the automatic steering control unit 30 similar to the vehicle control device 1. A biological signal detection unit 50 is provided.
The biological signal detection unit 50 includes a pulse wave sensor that detects a pulse wave as a biological signal.
As shown in FIG. 10, in the road surface ratio calculation process in the present embodiment, S212, S214, and S216 are added as compared with the process shown in FIG.
That is, after calculating the current road surface ratio in S210, in S212, a biological signal is detected via the biological signal detection unit 50, and in subsequent S214, the magnitude of the stress received by the occupant based on the detected biological signal. A degree parameter representing is calculated. This degree parameter is set so that the shorter the RRI is, the larger the value is based on the shorter period (RRI) of the pulse wave (R wave) during tension.
In S216, it is determined whether or not the degree parameter is equal to or greater than a preset threshold value. If the degree parameter is equal to or greater than the threshold value, the process is terminated. If the degree parameter is less than the threshold value, S220 to S260 are performed. This process is terminated.
In the vehicle control device 3 configured as described above, even if a lane separation band (projection) exists on the right side of the target lane, as long as the degree parameter is less than the threshold value, as illustrated in FIG. In addition, if the road surface ratio up to that point is maintained and the degree parameter is equal to or greater than the threshold value, a road surface ratio that is away from the lane separation zone is set as shown in FIG.
As described above, according to the vehicle control device 3, only when the degree parameter is equal to or greater than the threshold value, the road surface ratio is changed according to the situation outside the lane. Regardless, it is possible to prevent the steering control from being performed in vain.
In the present embodiment, the control unit 20 that executes the biological signal detection units 50 and S212 corresponds to the biological signal detection unit, and the control unit 20 that executes S214 corresponds to the parameter generation unit.
The device configuration is the same as that of the vehicle control device 3, and a part of the road surface ratio calculation process executed by the control unit 20 is partly different from that of the first embodiment. explain.
As shown in FIG. 12, in the road surface ratio calculation process in the present embodiment, S234 and S235 are added and S240 is replaced with S244 as compared with the process shown in FIG.
That is, after executing the processing of S210 to S230, a biological signal is detected via the biological signal detection unit 50 in S234, and in subsequent S235, the magnitude of stress received by the occupant is represented based on the detected biological signal. The degree parameter is calculated. Note that the processing in S234 and S235 is the same as the processing in S212 and S214 shown in FIG.
Subsequently, in S244, the target road surface ratio is obtained based on the calculation results in S230 and S235, and thereafter, the processing of S250 to S260 is executed, and this processing is terminated.
Note that the processing in S244 is basically the same as the processing in S240. However, when an out-of-lane obstacle exists only on either the left side or the right side of the target lane, the greater the degree parameter, the more stress The buffer distance is set to be large.
In this embodiment configured as described above, even if the situation outside the lane is the same, if the degree of stress that the occupant actually feels is small, as shown in FIG. On the contrary, if the passenger's eye position is low, the degree of stress that the passenger feels is generally high. Therefore, as shown in FIG. 8B, the road surface ratio is set so as to increase the stress buffer distance. Is done.
As described above, according to the present embodiment, an appropriate target road surface ratio can be set according to the degree of stress that the occupant actually feels.
In the present embodiment, the biological signal detector 50 and the controller 20 that executes S234 correspond to the biological signal detector, and the controller 20 that executes S235 corresponds to the parameter generator.
The device configuration is the same as that of the vehicle control device 3, and a part of the road surface ratio calculation process executed by the control unit 20 is partially different from that of the fourth embodiment. explain.
However, the control unit 20 (microcomputer) includes a nonvolatile memory, and the nonvolatile memory associates the relative position of the obstacle outside the lane with the degree parameter calculated based on the relative position. A history storage area for storing history information is secured.
As shown in FIG. 13, in the road surface ratio calculation process in this embodiment, S233, S245, and S270 are added as compared with the process shown in FIG.
In other words, after executing the processing of S210 to S230, in S233, it is determined whether or not history information that matches the relative position calculated in S230 is stored in the history storage area.
If the matching history information is stored, the process proceeds to S270, the road surface ratio indicated in the history information is read from the history storage area, and the read value is set as the target road surface ratio.
On the other hand, if the matching history information is not stored, S234 to S244 are executed to calculate the target road surface ratio based on the relative position and the degree parameter, and in S245, the calculated target ratio is used for the calculation. It is stored in the history storage area as history information together with the used relative position.
When the target road surface ratio is obtained by the processing of S234 to S245 or the processing of S270, the processing of S250 and S260 is executed and this processing is terminated.
As described above, in this embodiment, if the surrounding situation (the relative position between the obstacle outside the lane and the host vehicle) is the same, the stress received by the occupant is considered to be the same, so the same situation exists in the history information. In the case where the road surface ratio obtained in the above is stored, the value stored in the history storage area is used without calculating the degree parameter again.
Therefore, according to the present embodiment, the processing load required for calculating the target road surface ratio can be reduced.
In this embodiment, the history storage area and the control unit 20 that executes S245 correspond to the history information storage unit, and the control unit 20 that executes S270 corresponds to the history reading unit.
In the present embodiment, the road surface ratio calculated in S244 is stored as history information. However, the road surface ratio after adjustment (after the processing of S250 and S260) may be stored. In this case, after the road surface ratio of the history information is read in S270, the road surface ratio calculation process may be terminated as it is.
As shown in FIG. 14, the vehicle control device 4 of the present embodiment is a vehicle that detects the state of the vehicle in addition to the surrounding state detection unit 10, the control unit 20, and the automatic steering control unit 30 similar to the vehicle control device 1. A state detection unit 60 is provided.
The vehicle state detection unit 50 includes at least a vehicle speed sensor, an acceleration sensor, and a yaw rate sensor.
As shown in FIG. 15, in the road surface ratio calculation process according to the present embodiment, S236 and S237 are added and S240 is replaced with S246 as compared with the process shown in FIG.
That is, after executing the processing of S210 to S230, in S236, a vehicle state quantity (vehicle speed, acceleration, yaw rate, etc.) representing the vehicle state is detected via the vehicle state detection unit 60, and in the subsequent S237, the detected vehicle state quantity is detected. Based on the above, a sensitivity parameter representing the ease of occupant stress is calculated. The sensitivity parameter is set so as to increase as the vehicle speed, acceleration, and yaw rate increase.
Subsequently, in S246, the target road surface ratio is obtained based on the calculation results in S230 and S237, and thereafter, the processing of S250 to S260 is executed, and this processing is terminated.
Note that the processing in S246 is basically the same as the processing in S240, but when there is an out-of-lane obstacle only on either the left side or the right side of the target lane, the stress buffer distance is the sensitivity parameter. It is set so that the larger is, the larger.
In the vehicle control device 4 configured as described above, even when the out-of-lane situation is the same, when the vehicle is in a vehicle state in which the sensitivity parameter of the occupant is small, as shown in FIG. On the contrary, when the vehicle is in a vehicle state in which the sensitivity parameter of the occupant increases, the road surface ratio is set so that the stress buffering distance increases as shown in FIG.
According to the vehicle control device 4 configured as described above, an accurate target road surface ratio according to the state of the host vehicle can be set.
In the present embodiment, the controller 20 that executes the vehicle state detector 60 and S236 corresponds to the vehicle state detector, and S237 corresponds to the parameter generator.
The device configuration is the same as that of the vehicle control device 1, and a part of the road surface ratio calculation process executed by the control unit 20 is partly different from that of the first embodiment, and therefore the different parts are mainly centered. explain.
As shown in FIG. 16, in the road surface ratio calculation process in the present embodiment, S238 and S389 are added and S240 is replaced with S248 as compared with the process shown in FIG.
That is, after executing the processing of S210 to S230, in S238, the state of the obstacle outside the lane (size, behavior, relative speed with respect to the vehicle, etc.) is detected based on the detection result in the surrounding state detection unit 10, and S239 Then, an arousal parameter representing a predicted value of the magnitude of stress aroused by the occupant based on the detected state of the obstacle outside the lane is calculated for each obstacle outside the lane. The arousal parameter increases as the size of the obstacle outside the lane increases. In particular, when the obstacle outside the lane is a vehicle, the greater the degree of wobbling (higher abnormal behavior), the more It is set so as to increase as the relative speed with respect to the vehicle (however, the approaching direction) increases.
In the processing in S244, when there are obstacles outside the lane on both the left and right sides of the target lane, the arousal parameters obtained for each are compared, and a position further away from the larger arousal parameter becomes the target lateral position. Is set to
In addition, when an out-of-lane obstacle exists only on either the left side or the right side of the target lane, the stress buffering distance is set to be larger as the awakening parameter is larger. Alternatively, when the road surface ratio is calculated so as to approach an obstacle outside the lane having a large awakening parameter, the current road surface ratio is maintained by ignoring the calculation result.
In the present embodiment configured as described above, in a situation where a vehicle to be overtaken is in the left lane of the target lane and a lane separation band (projection) is present on the right side of the target lane, the vehicle to be overtaken is a small vehicle (the awakening parameter is 17), the normal target lateral position (target road surface ratio) corresponding to the relative position of the obstacle outside the lane is set. On the other hand, when the overtaken vehicle is a large vehicle (the awakening parameter is large), as shown in FIG. 17 (b), the target lateral position (not shown) approaches the overtaken vehicle (the obstacle outside the lane with a large awakening parameter). Target road surface ratio) is set.
Similarly, when the overtaken vehicle is traveling without wobbling (the arousing parameter is small), as shown in FIG. 18A, the normal target lateral position according to the relative position of the obstacle outside the lane (Target road surface ratio) is set. On the other hand, when the degree of wobbling of the overtaken vehicle is large (the awakening parameter is large), as shown in FIG. 18B, the target side is set so as not to approach the overtaken vehicle (an obstacle outside the lane with a large awakening parameter). A position (target road surface ratio) is set.
As described above, according to the present embodiment, an accurate target road surface ratio can be set according to the high possibility that the state of the obstacle outside the lane will cause the occupant to stress.
In the present embodiment, the control unit 20 that executes S238 and S239 corresponds to a parameter generation unit.
As shown in FIG. 19, the vehicle control device 5 according to the present embodiment includes calculations in the road surface ratio calculation process in addition to the surrounding situation detection unit 10, the control unit 20, and the automatic steering control unit 30 similar to those in the vehicle control device 1. When there is a change in the road surface ratio as a result, a situation presenting unit 70 for notifying the occupant to that effect and an instruction input unit 80 for inputting an instruction from the occupant are provided.
The situation presentation unit 70 includes a speaker, a display, a light emitter such as a light emitting diode (LED), a motor, and the like, and presents the situation by sound, light (image), and vibration. In addition, the instruction input unit 80 is configured by a switch disposed at a position where an occupant can operate.
In addition, since a part of the lane keeping control executed by the control unit 20 is partially different from that of the first embodiment, the description will focus on the different parts.
As shown in FIG. 20, in the lane keeping control in the present embodiment, S142 and S144 are added as compared with the processing shown in FIG.
That is, after the road surface is executed by the processing of S110 to S140, in S142, when the road surface ratio is changed in the previous S130, the fact is notified. At this time, the changed travel locus calculated in S140 may be displayed.
In continuing S144, the process which confirms a passenger | crew's intent whether the change of a road surface ratio is permitted is performed. Specifically, a notification is made to prompt an instruction input regarding whether or not the road surface ratio needs to be changed, and the instruction input unit 80 waits for an instruction input or until a predetermined time elapses, and permits the road surface ratio change. If there is an instruction input to the effect, or if a predetermined time has elapsed, the travel locus calculated based on the changed road surface ratio is adopted, and an instruction input that the road surface ratio change is not permitted before the predetermined time elapses If there is, the travel locus calculated based on the road surface ratio before the change is adopted.
In S150, the steering control is performed according to the travel locus adopted in S144, and this process is terminated.
As described above, according to the vehicle control device 5, since the change in the road surface ratio is performed only when the occupant indicates the intention to permit the change in the road surface ratio, the steering control unintended by the occupant (causes stress). It is possible to prevent the control from leaving the obstacle outside the lane).
In the present embodiment, the control unit 20 that executes the situation presentation unit 70 and S142 corresponds to the situation presentation unit, and the control unit 20 that executes the instruction input unit 80 and S144 corresponds to the instruction input unit.
As mentioned above, although several embodiment of this invention was described, this invention is not limited to the said embodiment, It is possible to implement in various aspects.
For example, in the third embodiment, the degree parameter is used as a condition for calculating the target road surface ratio. However, a sensitivity parameter or an arousal parameter may be used instead of the degree parameter.
In the second, fourth, sixth, and seventh embodiments, when calculating the target road surface ratio, any one of the degree parameter, the sensitivity parameter, and the awakening parameter is used in addition to the relative position. Any two or three may be used.
In the said 8th Embodiment, although situation presentation (S142) and intention confirmation (S144) were demonstrated as what is added to the apparatus of 1st Embodiment, these processes (S142, S144) are 2nd-7th. You may make it add to the apparatus of embodiment. Furthermore, it is not always necessary to perform both processes as a set, and the intention confirmation (S144) may be omitted and only the situation presentation (S142) may be performed.
DESCRIPTION OF SYMBOLS 1-5 ... Vehicle control apparatus 10 ... Peripheral condition detection part 11 ... Front sensor 12 ... Left side sensor 13 ... Right side sensor 20 ... Control part 30 ... Automatic steering control part 40 ... Passenger characteristic detection part 50 ... Vehicle state detection part 50 ... Biosignal detection part 60 ... Vehicle state detection part 70 ... Situation presentation part 80 ... Instruction input part
Lane detection means for detecting a traveling lane in which the host vehicle is traveling;
Obstacle detection means for detecting an obstacle outside the lane that is an obstacle located outside the traveling lane;
A relative position calculating means for determining a relative position of the obstacle outside the lane with respect to the own vehicle;
Expressed by the ratio of the distance from both ends in the width direction of the travel lane, the road surface ratio indicating the lateral position in the travel lane suitable for suppressing the stress that the obstacle outside the lane gives to the occupant of the host vehicle, Road surface ratio calculating means for calculating according to the relative position;
A traveling locus calculating means for calculating a planned traveling locus in the traveling lane according to the road surface ratio;
Automatic steering means for performing steering control so that the host vehicle travels in accordance with the planned traveling locus obtained by the traveling locus calculating means;
An instruction input means for receiving an instruction input as to whether or not to adopt the road surface ratio calculated by the road surface ratio calculation means;
The vehicle trajectory calculating means changes a road surface ratio used for calculating the planned travel trajectory in accordance with an instruction from the instruction input means .
At least one of a degree parameter that represents the magnitude of stress that the occupant is receiving, a sensitivity parameter that represents ease of feeling of the occupant's stress, and an arousal parameter that represents a high possibility of causing the occupant to stress. Parameter generating means for generating,
The road surface ratio calculating means calculates a road surface ratio such that the larger the parameter generated by the parameter generating means, the farther away from the lane obstacle or the closer to the obstacle outside the lane is. The vehicle control device according to claim 1.
The vehicle control apparatus according to claim 1, wherein the road surface ratio calculation unit operates when a parameter generated by the parameter generation unit is equal to or greater than a preset threshold value.
Comprising biological signal detection means for detecting the biological signal of the occupant,
The vehicle control device according to claim 2 or 3, wherein the parameter generation unit generates the degree parameter from the biological signal detected by the biological signal detection unit.
Eye level estimation means for estimating the height of the eye line of the occupant from vehicle information related to the vehicle height of the host vehicle,
The vehicle control device according to any one of claims 2 to 4, wherein the parameter generation unit uses the height of the eye line estimated by the eye line height estimation unit as the sensitivity parameter.
Vehicle state detection means for detecting at least the vehicle speed or acceleration of the host vehicle,
The vehicle control device according to claim 2, wherein the parameter generation unit generates the sensitivity parameter from a detection result of the vehicle state detection unit.
The parameter generation means generates the awakening parameter for each of the lane obstacles detected by the obstacle detection means,
7. The road surface ratio calculating means calculates a road surface ratio so as to move away from an obstacle outside the lane having a larger arousing parameter or prevent access to the obstacle outside the lane. The vehicle control device according to any one of the above.
History information storage means for storing history information in which the road surface ratio calculated by the road surface ratio calculation means and the relative position used for calculating the road surface ratio are associated with each other;
According to the relative position calculated by the relative position calculation means, a history reading means for reading a road surface ratio associated with the relative position from the history information storage means,
When the road surface ratio corresponding to the relative position calculated by the relative position calculation means is stored in the history information storage means, the travel locus calculation means uses the road surface ratio read by the history reading means. The vehicle control device according to any one of claims 1 to 7, characterized in that the calculation is executed.
The vehicle control device according to any one of claims 1 to 8, further comprising a situation presentation unit that presents a result of calculation by the road surface ratio calculation unit to the occupant.
JP2012015698A 2012-01-27 2012-01-27 Vehicle control device Active JP5543501B2 (en)
JP2012015698A JP5543501B2 (en) 2012-01-27 2012-01-27 Vehicle control device
DE201310100371 DE102013100371A1 (en) 2012-01-27 2013-01-15 Automatic vehicle steering control device
US13/747,911 US8838337B2 (en) 2012-01-27 2013-01-23 Vehicle automatic steering control apparatus
JP2013154710A JP2013154710A (en) 2013-08-15
JP5543501B2 true JP5543501B2 (en) 2014-07-09
ID=48783844
JP2012015698A Active JP5543501B2 (en) 2012-01-27 2012-01-27 Vehicle control device
US (1) US8838337B2 (en)
JP (1) JP5543501B2 (en)
DE (1) DE102013100371A1 (en)
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