Source: https://patents.google.com/patent/WO2012137355A1/en
Timestamp: 2020-05-31 08:27:29
Document Index: 144104540

Matched Legal Cases: ['arts 12', 'art 11', 'art 13', 'art 12', 'art 12', 'arts 12', 'art 12', 'art 12', 'art 12', 'art 12', 'art 13']

WO2012137355A1 - Driving assistance system - Google Patents
Driving assistance system Download PDF
WO2012137355A1
WO2012137355A1 PCT/JP2011/058948 JP2011058948W WO2012137355A1 WO 2012137355 A1 WO2012137355 A1 WO 2012137355A1 JP 2011058948 W JP2011058948 W JP 2011058948W WO 2012137355 A1 WO2012137355 A1 WO 2012137355A1
PCT/JP2011/058948
勇樹 吉浜
2011-04-08 Application filed by トヨタ自動車株式会社 filed Critical トヨタ自動車株式会社
2011-04-08 Priority to PCT/JP2011/058948 priority Critical patent/WO2012137355A1/en
2012-10-11 Publication of WO2012137355A1 publication Critical patent/WO2012137355A1/en
Provided is a technology that can perform suitable driving assistance of the driver of a mobile body when there is a higher need in road curves and the like. The present invention is provided with: a curve information acquisition means that acquires information regarding the shape of a changing curvature section of which the radius of curvature changes in accordance with a predetermined function; a driving assistance means that performs driving assistance for the driver when the mobile body moves across the changing curvature section; and a driving assistance control means that determines the timing for the driving assistance means to perform driving assistance on the basis of the information regarding the shape of the changing curvature section acquired by a curvature fluctuation information acquisition means.
The present invention detects a danger when a moving body such as an automobile travels on a curve having a curvature changing portion whose curvature radius changes according to a predetermined function and a curvature fixing portion whose curvature radius is constant. The present invention relates to a driving support system that supports driving.
Various systems that support driving of the vehicle, such as a curve speed excess warning system (CSWS), an auto cruise control (ACC), a lane keeping assist system (LKA), and a pre-crash safety (PCS) have been proposed. In such a technique, for example, a curve or an obstacle existing in the traveling path of the automobile is detected, an optimum speed is calculated based on the obstacle information and the curve information, and the slot is set when the automobile speed is larger than the optimum speed. A system that decelerates an automobile to an optimum speed or less by controlling a mechanism and an automatic transmission is known (for example, see Patent Document 1).
In addition, it has means to calculate the curvature every moment and means to control the speed of the vehicle, and when the curvature every moment tends to increase, the speed of the vehicle decreases and the curvature every moment tends to decrease In some cases, there is also a system that controls to increase the speed (see, for example, Patent Document 2). Furthermore, the road shape is acquired by means for acquiring the road shape, and the technology for calculating the curvature radius of the road, and when the vehicle speed is excessively high based on the calculated curvature radius, the vehicle is decelerated from before the curve, or A technique for issuing an alarm is already known.
However, a real driver often drives at a relatively high vehicle speed on a straight line, decelerates before the curve, and repeatedly accelerates after the curve ends. Therefore, even if the vehicle speed before the curve is higher than the optimum speed, there is no problem in terms of safe driving as long as the vehicle can be decelerated to an appropriate vehicle speed just before the curve. Depending on the situation, it may be troublesome for the driver to limit the vehicle speed or issue a warning.
JP 2007-106170 A JP 2008-290469 A JP 2004-272426 A JP 2007-331580 A
The present invention has been made in view of the above circumstances, and an object of the present invention is to provide appropriate driving assistance to a driver of a moving object when it is more necessary in a road curve or the like. Is to provide technology.
In order to achieve the above object, the present invention obtains information on the shape of a curve whose radius of curvature changes according to a predetermined function, and provides driving assistance to the driver based on the obtained information on the shape of the curve. Determining the timing to perform is the greatest feature.
More specifically, curve information acquisition means for acquiring information about the shape of the curvature variation portion in a road having a curvature variation portion whose curvature radius changes according to a predetermined function;
Driving support means for providing driving support to the driver when the moving body moves through the curvature changing section;
Driving assistance control means for determining the timing at which the driving assistance means performs driving assistance based on the information about the shape of the curvature fluctuation portion obtained by the curvature fluctuation information obtaining means;
Here, when a driver of a moving body such as a vehicle enters a curvature fluctuation section where the radius of curvature changes according to a predetermined function, the curve of the curvature fluctuation section usually has a traveling distance or traveling time of this degree. Has a sense of ending. During actual curve driving, when the curve continues beyond the driver's sense, the driver commits an error in the steering wheel operation or acceleration / deceleration operation, resulting in danger. There are many cases.
Therefore, in the present invention, the curve information acquisition means acquires information about the shape of the curvature variation portion, and determines when to perform driving support for the driver based on the acquired information. I made it. According to this, it becomes possible to perform driving assistance to the driver when the moving body actually enters the curvature changing section and a danger occurs with a high probability. Therefore, it is possible to suppress the driver from feeling uncomfortable due to unnecessary driving assistance, and it is possible to perform the driving assistance accurately when a real danger occurs.
In the present invention, the driving support control means may determine the timing at which the driving support means performs driving support based on the length of the curvature changing unit.
Then, the length of the curvature variation part is longer than the driver's sense, and the risk that occurs when the driver determines that the curvature variation part has ended in the middle of the curvature variation part is suppressed. can do.
In the present invention, the driving support control means may determine that the driving support means performs driving support when the length of the curvature changing unit is equal to or greater than a predetermined misunderstanding threshold. Good. By doing so, it is possible to make a driving support execution determination based on a clearer determination criterion.
Further, in the present invention, the misunderstanding threshold includes the minimum relaxation length according to the structure age of the traveling route of the moving body, the distribution of the length of the actual curvature variation portion on the traveling route of the moving body, and the moving body. The driver may be determined based on at least one of the lengths of the curvature changing portions that are misunderstood as having ended the curvature changing portions in the past. According to this, it becomes possible to implement driving support at a more appropriate timing in a situation that the driver really needs.
In the present invention, the driving support control means may determine the timing at which the driving support means performs driving support based on the length of the curvature changing section and the speed of the moving body. Alternatively, the driving support control means may determine the timing at which the driving support means performs driving support based on the time during which the moving body moves through the curvature changing part according to the shape of the curvature changing part. .
That is, when driving support for the driver is performed, the timing of driving support is determined based on the information on the speed of the moving body in addition to the information on the length of the curvature variation unit. According to this, for example, even when the driving time from the moving body entering the curvature changing unit to the end of the curvature changing unit is longer than the driver's sense, driving based on the driving time. The timing for providing support can be determined, and more various judgments can be made.
In this case, the driving support control means determines that the driving support means performs driving support when the time during which the moving body moves through the curvature changing unit is equal to or greater than a predetermined misunderstanding time threshold. You may do it. In addition, the misrecognition time threshold may be determined based on a time that the driver of the moving object misunderstood that the curvature variation unit has ended in the past.
Further, in the present invention, the content of the driving assistance may be automatic deceleration control of the speed of the moving body or lane keeping control in addition to an alarm that is issued to the driver.
In addition, the means for solving the problems in the present invention can be used in combination as much as possible.
In the present invention, it becomes possible to provide appropriate driving assistance to a driver of a moving body when there is a higher necessity in a road curve or the like.
It is a block diagram which shows the driving assistance system in Example 1 of this invention. It is a figure for demonstrating the estimation process of the road shape in Example 1 of this invention. It is a flowchart which shows the road shape estimation routine in Example 1 of this invention. It is a flowchart which shows the warning execution determination routine in Example 1 of this invention. It is a flowchart which shows the error threshold value determination routine in Example 2 of this invention. It is a block diagram which shows the misunderstanding threshold determination routine 2 in Example 3 of this invention. It is a figure which shows distribution of the length of the curve relaxation part in Example 3 of this invention. It is a figure which shows the distribution of the relationship between the length Lclo of many curve relaxation parts 12 in Example 3 of this invention, and the largest horizontal G which arises in that case. In Example 4 of this invention, it is an example of the graph which showed the time change of each parameter when a real driver passes a curve. In Example 4 of this invention, it is another example of the graph which showed the time change of each parameter when a real driver passes a curve.
Hereinafter, the best mode for carrying out the present invention will be described in detail by way of example with reference to the drawings.
FIG. 1 is a block diagram illustrating a schematic configuration of a vehicle driving support system according to the present embodiment. The system includes an ECU 3 that is an electronic control computer that controls the internal combustion engine. The ECU 3 includes a ROM, a RAM, a CPU, an input port, an output port, and the like (not shown), and a yaw rate sensor 4, a wheel speed sensor 5, a white line recognition camera 6, and a sign recognition camera 7 are electrically connected.
A detection signal corresponding to the vehicle yaw rate is provided from the yaw rate sensor 4, and a wheel speed pulse synchronized with the rotation of the wheel is provided to the ECU 3 from the wheel speed sensor 12, respectively. Further, a white line that divides a traveling lane in the vicinity of the vehicle is photographed by the white line recognition camera 6, a road sign is photographed by the sign recognition camera 7, and each image information (imaging signal) is provided to the ECU 3. Various programs including a warning execution determination routine described later are stored in the ROM of the ECU 3 and are executed by the ECU 3.
FIG. 2 is a diagram for explaining a road shape estimation process when the vehicle 1 reaches the curve of the road 10 while traveling. The curve of the road 10 is connected to the straight line portion 11, the curve relaxation portion 12 as a curvature variation portion that is connected to the straight portion 11 and the curvature radius gradually decreases, and is connected to the curve relaxation portion 12 so that the curvature radius is minimum and constant. It consists of a perfect circle curve portion 13. Although the tip of the perfect circle curve portion 13 is omitted in FIG. 1, it is connected to the exit-side straight line portion via an exit-side curve relaxation portion whose radius of curvature gradually increases. The shape of the curve relaxation portion 12 is determined by a clothoid curve.
This clothoid curve is a curve in which the relationship between the distance L from the starting point of the curve and the radius of curvature R is expressed by the following equation (1).
L × R = A 2 (1)
Here, A 2 is a constant defining the shape of the clothoid curve. Hereinafter, an example of a procedure for acquiring information about the road shape will be described.
In FIG. 2, the vehicle 1 as a moving body is located in the curve relaxation portion 12. At the current position P of the vehicle 1, the front of the vehicle 1 is photographed by the white line recognition camera 6, and an image of the white line 10a is recognized from the photographed image information. Then, the distance (white line lateral position) between the white line 10a and the vehicle 1 is calculated based on the captured image information, and the attitude of the vehicle 1 with respect to the white line 10a is calculated based on the calculation result. Further, the speed Vs (t) of the vehicle 1 is acquired by detecting the yaw angle of the vehicle 1 from the detection signal from the yaw rate sensor 4 and detecting the wheel speed pulse from the wheel speed sensor 5. Then, by integrating the speed Vs (t) as shown in the equation (2), the distance Lp from the starting point of the curve relaxing unit 12 to the current position P of the vehicle 1 is acquired.
Lp = ∫Vs (t) dt (2)
Further, the shape of the white line 10a and the curvature radius Rp of the road at the current position P are calculated based on the attitude of the vehicle 1 with respect to the white line 10a and the travel locus. Since this calculation method uses a known method, the description thereof is omitted here.
Then, the resulting Rp, the value of Lp, and calculates the constants A 2 in the clothoid curve as follows.
Lp × Rp = A 2 (3)
Further, the road sign 15 is photographed by the sign recognition camera 7 in the straight line part 11 before reaching the curve, and the curvature radius Rreal of the perfect circle curve part 13 is acquired based on the photographed image information. And the length Lclo of the curve relaxation part 12 is derived | led-out from the following (4) Formula.
Lclo = A 2 / Rreal (4)
Finally, the curve shape of the road 10 is specified as follows.
R (L) = A 2 / L (0 ≦ L ≦ Lclo) (5)
R (L) = Rreal (L ≧ Lclo) (6)
FIG. 3 shows a flowchart of the road shape estimation routine. This routine is one of programs stored in the ROM of the ECU 3, and is executed by the ECU 3 at predetermined intervals while the vehicle 1 is traveling. When this routine is executed, first, in S101, the curvature radius Rp of the curve at the current position P is acquired based on the image of the white line recognition camera 6. When the processing of S101 ends, the process proceeds to S102.
In S102, it is determined whether or not the curve relaxation unit 12 has started. Specifically, determination is made based on whether or not the absolute value of Rp acquired in S101 is smaller than a predetermined threshold value Cst. Here, when the absolute value of Rp is equal to or greater than Cst, it is determined that the vehicle 1 is positioned on the straight line portion 11 and the curve relaxation portion 12 has not started, and this routine is temporarily terminated. On the other hand, when the absolute value of Rp is smaller than Cst, it is determined that the curve relaxation unit 12 has started, and thus the process proceeds to S103. Cst is a threshold value that determines that the curve relaxing unit 12 has not started when the absolute value of Rp is greater than this, and may be theoretically or experimentally determined in advance.
In S103, the vehicle speed Vs (t) obtained from the detection signal of the wheel speed sensor 5 is used to calculate the distance Lp from the start point of the curve relaxing unit 12 to the current value P. Specifically, Lp is calculated by the above equation (2). When the process of S103 ends, the process proceeds to S104.
Next, in S104, the value of A 2 is calculated. Specifically, it is calculated by the above equation (3) from Rp acquired in S101 and Lp calculated in S103. When the process of S104 ends, the process proceeds to S105.
Next, in S105, whether the value of A 2 is converged is determined. Specifically, the A 2 when the last S105 is executed, or Ca is less than or not a threshold absolute value of the difference .DELTA.A 2 of A 2 is predetermined when the S105 to the current was run Determined. If a negative determination is made here, the process returns to S101. On the other hand, if a positive determination is made, the process proceeds to S106. Here, Ca is a threshold value for determining that the value of A 2 is sufficiently stable and has no problem in accuracy when the absolute value of the difference ΔA 2 of A 2 is smaller than this, and is theoretically or experimentally determined in advance. It may be determined.
In S106, the length Lclo of the curve relaxation part 12 is calculated by the above equation (4) as the length of the clothoid curve. Finally, the shape of the curve is calculated as in the above equations (5) and (6). When the process of S106 is finished, this routine is once finished. The ECU 3 that executes the above road shape estimation routine, the yaw rate sensor 4, the wheel speed sensor 5, the white line recognition camera 6, and the sign recognition camera 7 constitute a curve information acquisition unit. Further, instead of the above, when acquiring information regarding the shape of a curve using a car navigation system, the car navigation system constitutes a curve information acquisition means.
Here, conventionally, when the vehicle speed is too fast with respect to the curvature radius of the acquired curve and the generated centrifugal force is judged to be dangerous because it is determined to be dangerous, the vehicle 1 is automatically decelerated, Driving assistance such as issuing warnings has been carried out. However, in reality, even if the vehicle speed before entering the curve was high, there was no danger when the driver appropriately reduced the speed on the curve, and the driver might feel annoying the driving assistance conversely. . Therefore, when driving assistance is performed using the curve shape obtained as described above, it is necessary that the driving assistance be implemented only when it is really necessary for the driver.
Here, when the vehicle 1 travels on a curve, the danger is particularly caused when the driver mistakes the length of the curve to be shorter than the actual length and does not properly perform the steering operation and the deceleration operation. Many. More specifically, this is a case where the length of the curve relaxation portion 12 is longer than the driver's prediction or the radius of curvature is small. Therefore, in the present embodiment, driving assistance is performed only when the length of the curve relaxing unit 12 is longer than a predetermined misunderstanding threshold. In the following, the case of issuing a warning to the driver will be described as an example of driving support. However, the content of the driving support itself is not limited to the warning, but other vehicle speed control (forced deceleration), lane keep control, etc. Of course, the content may be acceptable.
FIG. 4 is an alarm execution determination routine in this embodiment. This routine is a program stored in the ROM of the ECU 3, and is executed every predetermined time while the engine is running. When this routine is executed, first, in S201, it is determined whether or not the vehicle 1 has entered the curve. Specifically, as in the process of S102 of the road shape estimation routine shown in FIG. 3, the radius of curvature Rp at the position of the vehicle 1 in the curve relaxing unit 12 may be determined based on whether it is smaller than the threshold value Cst. Here, when a negative determination is made, it is determined that the vehicle 1 is traveling on the straight line portion 11, and this routine is temporarily ended. On the other hand, if an affirmative determination is made, it is determined that the vehicle 1 has entered the curve alleviating unit 12, and thus the process proceeds to S202.
In S202, it is determined whether or not the speed of the vehicle 1 obtained by the outputs from the yaw rate sensor 4 and the wheel speed sensor 5 satisfies the following expression (7).
(Vs (t)) 2 ≧ Rreal × αd (7)
Here, Rreal is the radius of curvature of the perfect circle curve portion 13. Further, αd is a dangerous lateral acceleration at which danger starts to occur in the driving of the vehicle 1, and is determined in advance through experiments or the like. The value of the dangerous lateral acceleration αd may be about 0.4 G, for example. If a negative determination is made in S202, it is determined that there is no need for an alarm at this point, so this routine is temporarily terminated. On the other hand, if a positive determination is made, the process proceeds to S203.
In S203, it is determined whether or not the length (clothoid length) Lclo of the curve relaxing portion 12 is equal to or greater than a predetermined misunderstanding threshold LE. Here, the misrecognition threshold LE is a curve length as a threshold at which if the length of the curve alleviating unit 12 is longer than this, the driver tends to cause a risk of erroneous steering operation or acceleration / deceleration operation from a normal sense. That's it. How to determine this misunderstanding threshold LE will be described in detail later. If a negative determination is made in S203, it is determined that there is no need for an alarm, so this routine is immediately terminated. On the other hand, if an affirmative determination is made in S203, it is determined that an alarm is necessary, and the process proceeds to S204. In S204, an alarm is issued. Specifically, means such as display on a display device in front of the driver's seat, warning lamp lighting, and voice notification are used. When the processing of S204 ends, this routine is once ended. Here, the ECU 3 that executes the processing of S204, the display device in front of the driver's seat (not shown), a warning lamp, a voice notification device, and the like constitute driving support means.
As described above, in the present embodiment, the length Lclo of the curve relaxing unit 12 is calculated, and when the calculated length Lclo of the curve relaxing unit 12 is equal to or greater than a predetermined misunderstanding threshold LE, It was decided to issue a warning to the driver. According to this, it is possible to issue an alarm only when it is necessary to alert the driver, and it is possible to realize more accurate driving support. In addition, ECU3 which performs said warning execution determination routine comprises a driving assistance control means in a present Example.
In the above alarm execution determination routine, an alarm is issued when all of the three determinations of S201 to S203 are positively determined. However, it is not always necessary that all three determinations be positively determined. Absent. For example, when information related to the shape of the curve is acquired before entering the curve, the determination in S201 is not necessary. The determination in S202 is also auxiliary.
In the present embodiment, a method for determining the misunderstanding threshold LE described in the first embodiment will be described. FIG. 5 shows a flowchart of a misrecognition threshold determination routine in the present embodiment. When this routine is executed, the design speed of the road on which the vehicle 1 is traveling is obtained in S301. This is the traveling speed assumed in the design of the road, and may be determined in consideration of the location of the road and the use situation. Further, this design speed may be considered to substantially match the speed limit on roads other than urban areas where substantial execution of this routine is expected. The design speed may be obtained by capturing the image information of the road sign with the sign recognition camera 7, or the road width is obtained from the GPS information of the car navigation system, and the design speed is calculated backward from the obtained road width. You may acquire by the method to do. When the process of S301 ends, the process proceeds to S302.
In S302, the minimum relaxation length Lmin according to the structure order is obtained. This minimum relaxation Lmin is determined as the minimum value of the relaxation length of the curve that can be taken with respect to the road design speed according to the structure decree. Accordingly, the minimum relaxation length Lmin of the road on which the vehicle 1 is traveling can be obtained from the design speed value obtained in S302. When the process of S302 ends, the process proceeds to S303. In step S303, the error threshold LE is calculated by multiplying Lmin by a coefficient Gain. Here, Gain is a constant determined by experiments or the like in consideration of the driver's feeling, and may be a value of 1.5 to 2.5, for example.
As described above, in this embodiment, the design speed of the road that is running is obtained using the sign recognition camera 7 or the car navigation system, and the minimum relaxation length Lmin of the road that is running is obtained from the obtained design speed. Further, the error threshold LE is determined by multiplying the minimum relaxation length Lmin by an appropriate gain. According to this, it is possible to immediately obtain information on the road on which the vehicle 1 is actually traveling, and to determine a high accuracy error threshold LE in real time based on this information.
Next, another method for determining the misunderstanding threshold LE will be described. This method is a method of accumulating data of the length Lclo of the curve relaxation portion 12 of the road on which the vehicle 1 actually travels, and determining the misunderstanding threshold LE from the accumulated data. FIG. 6 shows a flowchart for the misunderstanding threshold determination routine 2 used in this case. When this embodiment is executed, in S401, the values of Lp and Rp are obtained by the autonomous sensors such as the yaw rate sensor 4 and the wheel speed sensor 5 in the manner shown in the road shape estimation routine of FIG. In S402, the values of Lp and Rp are obtained from the GPS data of the car navigation system.
In this routine, either S401 or S402 may be performed. That is, the values of Lp and Rp may be obtained by either a method using an autonomous sensor or a method using a car navigation system. In S403, whether the autonomous sensor is used or the car navigation system is used, the length Lclo of the curve relaxation unit 12 is obtained by the calculation of S104 to S106 shown in FIG. 3, and this data is stored. To do. In step S404, an error threshold LE is determined using the accumulated Lclo data.
FIG. 7 shows an example of the distribution of the length Lclo of the accumulated curve relaxation portion 12. As shown in the figure, in the distribution of the length Lclo of the curve relaxation portion 12, there may be a small peak in addition to a large normal distribution peak. Basically, Lclo takes a value equal to or greater than Lmin due to the structure age, so the left end of the distribution curve is Lmin. In this embodiment, the error threshold LE is a value obtained by adding a predetermined margin to the average value of Lclo. For example, in FIG. 7, k times the standard deviation σ is added to the average value of Lclo (k = 1 to 3). In this way, it is possible to set the misunderstanding threshold LE to a value larger than the peak of a large normal distribution and to a peak that is slightly apart from the large peak in a specific point with respect to the distribution of Lclo. In this way, driving support is not provided for curves that constitute a large peak in the distribution of Lclo, and driving support is provided when passing a curve corresponding to an exceptional peak that is slightly away from the large peak. Can do.
According to the present embodiment, based on the past data detected and accumulated by the autonomous sensor while driving the curve relaxation unit 12, or based on the future data detected and accumulated by the GPS of the car navigation system. Then, the distribution of the length Lclo of the curve relaxation unit 12 is obtained, and a value larger than the average value of the distribution by a predetermined amount is set as the error threshold LE. Therefore, it is possible to obtain a misrepresentation threshold LE that is more realistic based on the road on which the vehicle 1 has actually passed or data on which the vehicle 1 will actually pass. The use of the past data detected and accumulated by the autonomous sensor while traveling in the curve relaxation unit 12 and the future data detected and accumulated by the GPS of the car navigation system can be used, for example, by changing the route type. When the detected past data is no longer valid, it may be switched to future data detected by GPS.
In addition, in FIG. 8, the distribution of the relationship between the length Lclo of the large number of curve relaxation parts 12 acquired in the present embodiment and the maximum lateral G generated at that time is shown. In FIG. 8, the horizontal axis is the length Lclo of the curve relaxation portion 12. The vertical axis represents the maximum lateral G actually measured when the vehicle passes through each curve relaxation portion 12. In this distribution, the curves belonging to the lower left curve group C1 are normal curves, and it is considered that the driver does not feel much danger when passing through these curves.
On the other hand, for the curve C3 existing in a singular point on the upper right, although the curvature radius Rreal of the perfect circle curve portion 13 is equal to the curve group C2 distributed in the center, the curve relaxation The length Lclo of the part 12 is longer. And the maximum lateral G which arises is also large. When passing through a curve such as the curve C2, the driver often feels dangerous. In this embodiment, by setting the error threshold LE in the region shown in FIG. 7, as a result, in FIG. 8, the error threshold LE can be set as shown in FIG. A warning can be issued only when the vehicle 1 passes through a typical curve, and driving assistance can be implemented only when passing through a really dangerous curve.
Next, still another example of the method for obtaining the misunderstanding threshold LE will be described. The method in the present embodiment is a method in which an actual driver obtains a misunderstanding threshold LE using data of each parameter at a site where the driver feels danger in the curve. FIG. 9 is a graph showing temporal changes in vehicle speed Vs (t), lateral acceleration G, curvature radius R, curvature (1 / R), and steering angle when an actual driver passes a curve. From the change in the radius of curvature R and the curvature (1 / R) of this graph, it can be seen that the time required for the vehicle 1 to pass through the curve relaxation portion 12 is 4.8 sec. Moreover, it turns out that the length Lclo of the curve relaxation part 12 is 61 m from the vehicle speed in that case being 46 km / h.
At the same time, it can be seen from FIG. 9 that the driver keeps the steering angle constant by stopping the turning of the steering wheel when traveling the curve relaxation section 12 for 3.1 sec (40 m). Then, it can be seen that the driver feels danger and then turns the steering wheel again to increase the steering angle. That is, in the case of this driver, it is assumed that the distance at which the curve relaxing unit 12 ends is about 40 m and the time until the curve relaxing unit 12 ends is 3.1 sec. However, since the curve alleviating portion 12 does not end, the handle is turned again later. Therefore, in the present embodiment, a result obtained by multiplying the value based on the driver's assumption of 40 m by an appropriate gain is set as the misunderstanding threshold LE. For example, when Gain is set to 1.5, the error threshold LE is 60 m. According to the method of the present embodiment, it is possible to determine the misunderstanding threshold LE in consideration of the individual characteristics of the driver, and it is possible to more reliably suppress the occurrence of danger during curve driving.
In this embodiment, the driver finally determines the distance that the curve relaxation unit 12 expects to end, but in this embodiment, the collected data is a temporal change of each parameter. Therefore, in such a case, the misrecognition time threshold value TE may be obtained from the time that the driver assumes that the curve relaxation unit 12 is finished. Specifically, since the time that the driver thinks that the curve relaxation unit 12 is finished was 3.1 sec, for example, 4.65 sec obtained by multiplying this by 1.5 is set as the erroneous time threshold TE. An alarm may be issued when the passing time of the curve relieving unit 12 becomes equal to or greater than the erroneous time threshold TE. Of course, other values may be adopted as Gain.
Next, another example of a method for obtaining the misidentification threshold LE or the misidentification time threshold TE using each data when the actual driver feels danger in the curve will be described. In the example of FIG. 9, focusing on the change in the driver's steering operation (steering angle), the distance (time) that the driver expects to finish the curve is estimated, but in the next example, the acceleration / deceleration of the driver Focused on timing. FIG. 10 is a graph showing temporal changes in the vehicle speed Vs (t), lateral acceleration G, curvature radius R, and curvature (1 / R) when an actual driver passes the curve. Actually, this curve is data when the vehicle 1 passes through a curve corresponding to the curve C3 in FIG.
In the case of this driver, it is assumed that the curve has been completed at the time of 5.7 sec (72 m) after entering the curve relaxation section 12, and acceleration is started. Then, since the steering wheel is suddenly operated after detecting the danger before entering the perfect circle curve portion 13, the lateral acceleration G forms a steep peak at that timing. From such information, for this driver, the distance obtained by multiplying Gain by 72 m is regarded as the error threshold LE, or the time obtained by multiplying Gain by 5.7 sec is regarded as the error time threshold TE.
As described above, according to the present embodiment, it is possible to set the misunderstanding threshold LE or the misunderstanding time threshold TE optimum for the driver in consideration of the habit and characteristics of each driver. , More detailed driving assistance can be realized.
In the above-described embodiment, the white line recognition camera 6, the yaw rate sensor 4, and the wheel speed sensor 5 are used as the autonomous sensors. However, as long as the sensor can detect the shape information of the curve relaxation unit 12, other sensors are used. May be used. In the above embodiment, it is assumed that the curve relaxation unit 12 is defined by a function of a clothoid curve, but the present invention is also applicable to roads where the curve relaxation unit is defined by another function. Is possible. As another function, for example, a quadratic curve can be cited.
Further, in the above embodiment, the acquisition and calculation of the data related to the shape of the curve relaxing unit 12, the determination of the error threshold LE, the error threshold TE, and the driving support execution determination are performed by the ECU 3 mounted on the vehicle 1. Explained. However, the present invention is not limited to such a configuration. For example, a configuration may be adopted in which each vehicle 1 and the information center can be wirelessly communicated, the above processing is performed in the information center, and a driving support command is transmitted from the information center to each vehicle 1. Moreover, you may make it acquire the information regarding the shape of the curve relaxation part 12 from an external server.
1 ... Vehicle 3 ... ECU
DESCRIPTION OF SYMBOLS 4 ... Yaw rate sensor 5 ... Wheel speed sensor 6 ... White line recognition camera 7 ... Mark recognition camera 10 ... Curve 10a ... White line 11 ... Straight line part 12 ... Curve relaxation part 13 ... perfect circle curve 15 ... road sign
A curve information acquisition means for acquiring information about the shape of the curvature variation portion in a road having a curvature variation portion whose curvature radius varies according to a predetermined function;
Driving assistance control means for determining the timing at which the driving assistance means performs driving assistance based on the information about the shape of the curvature variation portion obtained by the curve information obtaining means;
A driving support system comprising:
The driving support system according to claim 1, wherein the driving support control means determines a timing at which the driving support means performs driving support based on a length of the curvature changing unit.
The said driving assistance control means determines that the said driving assistance means performs driving assistance, when the length of the said curvature fluctuation | variation part is more than a predetermined misapprehension threshold value. Driving support system.
The misunderstanding threshold includes the minimum relaxation length according to the structure ordinance of the traveling route of the moving body, the distribution of the length of the actual curvature variation portion on the traveling route of the moving body, and the curvature of the driver of the moving body in the past. The driving support system according to claim 3, wherein the driving support system is determined based on at least one of the lengths of the curvature changing portions that are mistakenly regarded as having ended the changing portion.
The driving support control means determines the timing at which the driving support means performs driving support based on the length of the curvature changing section and the speed of the moving body. The driving support system according to one item.
The driving support system according to any one of claims 1 to 5, wherein the driving support is an alarm that is issued to a driver.
The driving support system according to any one of claims 1 to 5, wherein the driving support is either automatic deceleration control of the speed of the moving body or lane keeping control.
The driving support control means determines a timing at which the driving support means performs driving support based on a time during which the moving body moves the curvature changing section according to a shape of the curvature changing section. Item 2. The driving support system according to Item 1.
The driving support control means determines that the driving support means performs driving support when a time during which the moving body moves through the curvature variation unit is equal to or greater than a predetermined misunderstanding time threshold value. The driving support system according to claim 8.
10. The driving assistance system according to claim 9, wherein the mis-viewing time threshold value is determined based on a time when the driver of the moving body misunderstood that the curvature changing unit has ended in the past.
PCT/JP2011/058948 2011-04-08 2011-04-08 Driving assistance system WO2012137355A1 (en)
PCT/JP2011/058948 WO2012137355A1 (en) 2011-04-08 2011-04-08 Driving assistance system
JP2013508715A JP5794298B2 (en) 2011-04-08 2011-04-08 driving support system
BR112013025832A BR112013025832A2 (en) 2011-04-08 2011-04-08 driving support system
CN201180069751.3A CN103459225B (en) 2011-04-08 2011-04-08 Driving assist system
EP11863219.9A EP2695786A4 (en) 2011-04-08 2011-04-08 Driving assistance system
US14/009,884 US8762021B2 (en) 2011-04-08 2011-04-08 Driving support system
WO2012137355A1 true WO2012137355A1 (en) 2012-10-11
ID=46968788
US (1) US8762021B2 (en)
EP (1) EP2695786A4 (en)
JP (1) JP5794298B2 (en)
CN (1) CN103459225B (en)
BR (1) BR112013025832A2 (en)
WO (1) WO2012137355A1 (en)
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2011-04-08 CN CN201180069751.3A patent/CN103459225B/en active IP Right Grant
2011-04-08 BR BR112013025832A patent/BR112013025832A2/en not_active IP Right Cessation
2011-04-08 WO PCT/JP2011/058948 patent/WO2012137355A1/en active Application Filing
2011-04-08 EP EP11863219.9A patent/EP2695786A4/en not_active Withdrawn
2011-04-08 US US14/009,884 patent/US8762021B2/en active Active
2011-04-08 JP JP2013508715A patent/JP5794298B2/en active Active
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