Travel support apparatus

The present invention relates to a travel support device, and more particularly to a travel support device that controls the travel of the vehicle so as to prevent contact between an obstacle and the vehicle when the vehicle is retracting.

A device for controlling the running of a vehicle has been proposed so as to prevent contact between an obstacle and the vehicle. For example, Patent Document 1 proposes a device capable of ensuring safety even when a driver mistakenly performs an acceleration operation with the intention of performing a braking operation. In this device, the front ultrasonic sensor and the rear ultrasonic sensor that detect the distance and the relative speed between the obstacle existing in the traveling direction and the vehicle when the vehicle is moving forward or backward, and the acceleration request amount by the driver of the vehicle are detected. The means, a collision possibility determination unit that determines the presence or absence of a collision possibility between the vehicle and the obstacle based on the distance and the relative velocity between the vehicle and the obstacle detected by the front ultrasonic sensor and the rear ultrasonic sensor. When the collision possibility determination unit determines that there is a collision possibility, the vehicle is provided with a means for braking the vehicle by regarding the detected acceleration request as a braking request by the driver.

<p><patcit num="1"><text>Japanese Unexamined Patent Publication No. 2006-123711</text></patcit></p>

<p> However, when the vehicle is moving backward when the vehicle speed is relatively low, the distance between the obstacle to be detected and the vehicle may be a close distance, and it is required to control the running of the vehicle more precisely. There is.</p><p> The present invention has been made in consideration of such a situation, and an object of the present invention is to drive the vehicle more precisely even when the distance between the obstacle and the vehicle becomes a close distance when the vehicle is retracted. The purpose is to provide a traveling support device capable of controlling the vehicle.</p>

<p> The present invention has a rear sensor that detects an obstacle behind the vehicle, and controls the traveling of the vehicle so as to prevent contact between the obstacle detected by the rear sensor and the vehicle when the vehicle is reversing. The reverse contact prevention means is provided with means, and when the obstacle approaches a range that cannot be detected by the rear sensor when the vehicle is reversing, the mileage of the vehicle from the position where the obstacle can be detected by the rear sensor is set. It is a travel support device that controls the travel of the vehicle based on the distance between the obstacle and the vehicle estimated based on the vehicle.</p><p> According to this configuration, it has a rear sensor that detects an obstacle behind the vehicle, and controls the traveling of the vehicle so as to prevent contact between the obstacle detected by the rear sensor and the vehicle when the vehicle is reversing. Since the contact preventing means is provided, it is possible to prevent the obstacle from coming into contact with the vehicle when reversing. Further, when the obstacle approaches a range that cannot be detected by the rear sensor when the vehicle is reversing, the reverse contact prevention means is based on the mileage of the vehicle from the position where the obstacle could be detected by the rear sensor. Control the running of the vehicle based on the estimated distance between the obstacle and the vehicle. For this reason, even in a situation where the obstacle is too close to be detected by the rear sensor and the obstacle is lost, the distance between the obstacle and the vehicle is estimated and the estimated distance is obtained. Based on this, control can be performed to prevent contact between the obstacle and the vehicle.</p><p> In this case, the rear sensor is preferably sonar.</p><p> According to this configuration, since the backward contact prevention means has a sonar as a rear sensor, it is possible to reliably detect obstacles such as human beings existing in a wide range of a short distance when traveling backward at a relatively low speed. , Appropriate detection is possible according to the positional relationship between the obstacle to be detected and the vehicle.</p><p> Further, when the obstacle approaches a distance that cannot be detected by the rear sensor when the vehicle is reversing, the reverse contact prevention means is based on the mileage of the vehicle from the position where the obstacle could be detected by the rear sensor. It is preferable to control the traveling of the vehicle based on the estimated distance between the obstacle and the vehicle.</p><p> According to this configuration, the reverse contact prevention means allows the vehicle to travel from a position where the rear sensor can detect the obstacle when the obstacle approaches a distance that cannot be detected by the rear sensor when the vehicle is reversing. It controls the running of the vehicle based on the distance between the vehicle and the obstacle estimated based on the distance. If the distance is too close, sensors such as sonar installed in the vehicle will not be able to detect obstacles, and obstacles may be lost. Therefore, according to this configuration, the distance between the obstacle and the vehicle is estimated even in a situation where the obstacle is too close to be detected by the rear sensor and the obstacle is lost. , Control to prevent contact between the obstacle and the vehicle can be performed based on the estimated distance.</p><p> Further, the reverse contact prevention means is at least one of the speed limit and deceleration of the vehicle without the operation of the driver of the vehicle so as to prevent the contact between the obstacle and the vehicle detected by the rear sensor when the vehicle is backward. It is preferable to perform the traveling control and then reduce the operating amount of the traveling control.</p><p> According to this configuration, at least one of speed limiting and deceleration of the vehicle is performed without the operation of the driver of the vehicle so as to prevent contact between the vehicle and the obstacle detected by the rear sensor when the vehicle is reversing. The driving control is performed, and then the operation amount of the driving control is reduced. Therefore, it is possible to cope with a situation in which the driver of the vehicle wants to accelerate the vehicle because he / she wants to approach the obstacle further after the vehicle is decelerated with respect to the obstacle by the reverse contact prevention means. In addition, it is possible to prevent the driver of the vehicle from overconfidence in the system of the traveling support device by decelerating the vehicle with respect to the obstacle by the reverse contact preventing means forever.</p><p> In addition, the reverse contact prevention means does not require the driver of the vehicle to prevent the obstacle from coming into contact with the vehicle when the obstacle detected by the rear sensor approaches the vehicle when the vehicle is moving backward. It is preferable to control the traveling of at least one of the speed limitation and the deceleration of the vehicle, and then reduce the operation amount of the traveling control.</p><p> According to this configuration, the reverse contact prevention means operates the driver of the vehicle so as to prevent the obstacle from contacting the vehicle when the obstacle detected by the rear sensor approaches the vehicle when the vehicle is backward. The driving control of at least one of the speed limitation and the deceleration of the vehicle is performed regardless of the above, and then the operation amount of the driving control is reduced. Therefore, it is possible to control the traveling of an obstacle that is close to the vehicle and has a high possibility of contact with the vehicle to prevent the contact. Further, it is possible to cope with a situation in which the driver of the vehicle wants to accelerate the vehicle because he / she wants to approach the obstacle further after the vehicle is decelerated with respect to the obstacle by the reverse contact prevention means. In addition, it is possible to prevent the driver of the vehicle from overconfidence in the system of the traveling support device by decelerating the vehicle with respect to the obstacle by the reverse contact preventing means forever.</p><p> Further, it is preferable that the reverse contact preventing means stops the traveling control when a predetermined condition is satisfied after the traveling control is performed.</p><p> According to this configuration, the backward contact preventing means stops the traveling control when a predetermined condition is satisfied after performing the traveling control. Therefore, by appropriately setting the conditions, it is possible to respond to a situation in which the driver wants to accelerate the vehicle, and it is possible to prevent overconfidence in the driver's system.</p><p> Further, as the backward contact preventing means, it is preferable to stop the traveling control while gradually reducing the operation amount of the traveling control after performing the traveling control.</p><p> According to this configuration, the backward contact preventing means stops the traveling control while gradually reducing the operation amount of the traveling control after performing the traveling control. Therefore, it is possible to prevent the vehicle from suddenly starting and accelerating when the driver depresses the accelerator pedal when the traveling control is stopped.</p><p> Further, as the reverse contact preventing means, it is preferable to reduce the operation amount of the travel control in response to the accelerator pedal operation by the driver of the vehicle during the travel control.</p><p> According to this configuration, the reverse contact preventing means reduces the operation amount of the travel control in response to the accelerator pedal operation by the driver of the vehicle during the travel control. For this reason, the situation where the driver wants to accelerate the vehicle after understanding the situation where there is an obstacle behind, or the situation where the vehicle is likely to stop due to running control such as when reversing an uphill or when the steering angle is extremely large. Can be handled by operating the accelerator pedal of the driver.</p><p> In addition, the reverse contact prevention means detects a second obstacle by the rear sensor after performing running control so as to prevent contact between the vehicle and the first obstacle detected by the rear sensor when the vehicle is reversing. When this happens, it is preferable to control the traveling so as to prevent the second obstacle from coming into contact with the vehicle.</p><p> According to this configuration, the reverse contact prevention means performs traveling control so as to prevent contact between the vehicle and the first obstacle detected by the rear sensor when the vehicle is reversing, and then the rear sensor performs a second operation. When an obstacle is detected, travel control is performed so as to prevent contact between the second obstacle and the vehicle. Therefore, even when the operation amount of the driving control for the first obstacle is reduced, the driving control for the newly detected second obstacle is performed, and the driver of the vehicle is not aware of its existence. It is possible to prevent contact between the second obstacle and the vehicle when the system of the driving support device wants to control the driving.</p><p> Further, it is preferable that the reverse contact prevention means does not perform the running control on the obstacle after the running control is performed so as to prevent the contact between the obstacle detected by the rear sensor and the vehicle when the vehicle is backward. Is.</p><p> According to this configuration, the reverse contact preventing means performs traveling control for preventing contact between the vehicle and an obstacle detected by the rear sensor when the vehicle is retracting, and then performs traveling control for the obstacle. Absent. Therefore, it is possible to cope with a situation in which the driver of the vehicle wants to move backward further with respect to an obstacle whose running control has been performed once.</p><p> In addition, a forward contact prevention means that has a front sensor that detects an obstacle in front of the vehicle and controls the running of the vehicle so as to prevent contact between the obstacle detected by the front sensor and the vehicle when the vehicle is moving forward. Further, the front sensor of the forward contact prevention means is a different type of sensor from the rear sensor of the backward contact prevention means, and can detect an obstacle located at a longer distance from the vehicle than the rear sensor. Is preferable.</p><p> According to this configuration, it has a front sensor that detects an obstacle in front of the vehicle, and controls the traveling of the vehicle so as to prevent contact between the obstacle detected by the front sensor and the vehicle when the vehicle is moving forward. Since the contact prevention means is further provided, it is possible to prevent the contact between the obstacle and the vehicle both when moving forward and when moving backward. Further, the front sensor of the forward contact prevention means is a different type of sensor from the rear sensor of the backward contact prevention means, and can detect an obstacle located at a longer distance from the vehicle than the rear sensor. Appropriate detection is possible according to the positional relationship between the obstacle to be detected and the vehicle according to the relatively low speed range when moving backward and the relatively high speed range when moving forward. ..</p><p> In this case, it is preferable that the detectable range of the rear sensor is equal to or greater than the detectable range of the front sensor at an equidistant distance from the vehicle.</p><p> According to this configuration, the detectable range of the rear sensor is equal to or greater than the detectable range of the front sensor at an equidistant distance from the vehicle. For this reason, when moving forward at a relatively high speed, the directivity is increased to detect an obstacle existing in a narrow range over a long distance, thereby detecting the position of the obstacle such as another vehicle to be detected and the vehicle. Appropriate detection according to the relationship becomes possible. In addition, when traveling backward at a relatively low speed, the directivity is lowered to detect obstacles existing in a wide range at a short distance, so that the positional relationship between the vehicle and obstacles such as humans to be detected can be determined. Appropriate detection is possible.</p><p> Further, it is preferable to have any of a radar, a camera and a laser radar as a front sensor for detecting an obstacle in front of the vehicle.</p><p> According to this configuration, since the forward contact prevention means has either a radar, a camera, or a laser radar as a forward sensor, obstacles such as other vehicles existing in a narrow range over a long distance when moving forward at a relatively high speed Objects can be reliably detected, and appropriate detection can be performed according to the positional relationship between the obstacle to be detected and the vehicle.</p>

<p> According to the traveling support device of the present invention, the distance between the obstacle and the vehicle is estimated even in a situation where the obstacle is too close to be detected by the rear sensor and the obstacle is lost. However, it is possible to control the prevention of contact between the obstacle and the vehicle based on the estimated distance.</p>

<figref num="1">It is a block diagram which shows the structure of the traveling support device which concerns on embodiment.</figref><figref num="2">It is a flowchart which shows the outline of the operation of the traveling support device which concerns on embodiment.</figref><figref num="3">It is a figure which shows the relationship between the speed of a vehicle, and the target deceleration with respect to the distance between a vehicle and an obstacle.</figref><figref num="4">It is a flowchart which shows the detail of the operation at the time of detecting an obstacle of FIG.</figref><figref num="5">(a) is a side view showing a state in which an obstacle can be detected by sonar, and (b) is a side view showing a state in which an obstacle cannot be detected by sonar because it is too close to the obstacle.</figref><figref num="6">It is a flowchart which shows the detail of the operation after the vehicle of FIG. 2 has stopped.</figref><figref num="7">It is a graph which shows the vehicle speed and the brake pedal operation when the brake pedal is not depressed when the vehicle resumes retreating after the vehicle is stopped.</figref><figref num="8">It is a graph which shows the vehicle speed and the brake pedal operation when the brake pedal is depressed when the vehicle resumes retreating after the vehicle is stopped.</figref><figref num="9">The vehicle speed and brake pedal operation when the brake pedal is not depressed when the vehicle resumes retreating after the vehicle is stopped and an obstacle is lost or a new obstacle is detected during time T. It is a graph which shows.</figref><figref num="10">The brake pedal is depressed when the vehicle resumes retreating after the vehicle is stopped, and the vehicle speed and brake pedal operation when an obstacle is lost or a new obstacle is detected during time T. It is a graph which shows.</figref><figref num="11">It is a graph which shows the vehicle speed, the target G, and the system state when the vehicle resumes retreating after the vehicle is stopped.</figref><figref num="12">It is a graph which shows the target G with respect to the vehicle speed when the vehicle resumes retreating after the vehicle is stopped.</figref><figref num="13">It is a flowchart which shows the detail of the operation after detecting the obstacle of FIG.</figref><figref num="14">It is a top view which shows the situation which detected a plurality of obstacles at the time of retreat.</figref><figref num="15">It is a flowchart which shows the detail of the operation after the deceleration control of FIG. 2 and after restarting the retreat of FIG.</figref><figref num="16">It is a graph which shows the accelerator pedal operation of a driver and the speed of a vehicle when reversing an uphill road or a road having a large road surface resistance.</figref><figref num="17">It is a side view which shows the situation of retreating the downhill slope.</figref><figref num="18">It is a graph which shows the vehicle speed, the accelerator pedal depression amount and acceleration when there is a wheel chock and a road object to be overcome in front of it as an obstacle.</figref>

Hereinafter, the traveling support device according to the embodiment of the present invention will be described with reference to the drawings. As shown in FIG. 1, the traveling support device 10 of the present embodiment includes a sonar 12, a radar 14, a wheel speed sensor 15, a shift sensor 16, a brake pedal sensor 17, an accelerator pedal sensor 18, an inclination sensor 19, a PCS ECU 20, and a memory. The vehicle 11 is equipped with 22, an engine ECU 24, a brake ECU 26, and a display device 28. The traveling support device 10 of the present embodiment controls the traveling of the vehicle 11 so as to avoid contact with an obstacle when the vehicle 11 is moving forward or when the vehicle 11 is moving backward, not only when the vehicle is parked. That is, the traveling support device 10 of the present embodiment avoids contact with an obstacle on the way when the driver wants to move to a desired place on the vehicle 11 while reversing the vehicle 11, for example, not only when parking. Used to do. In the vehicle 11 of the present embodiment, the gear ratio of the transmission is lower when moving forward than when moving backward, as in the case of a general automobile. That is, the vehicle 11 travels at a higher speed when moving forward than when moving backward.

The sonar 12 detects an obstacle existing on the traveling locus of the vehicle when the vehicle is reversing by ultrasonic waves, and detects the distance between the obstacle and the vehicle. Radars, monocular cameras, stereo cameras, and laser radars (riders) that can auxiliary detect obstacles located far away from the vehicle as devices that detect obstacles that exist on the vehicle's traveling trajectory when the vehicle is moving backward. But it's okay.

The radar 14 detects an obstacle existing on the traveling locus of the vehicle when the vehicle is moving forward by radio waves, and detects the distance between the obstacle and the vehicle. As a device for detecting an obstacle existing on the traveling locus of the vehicle when the vehicle is moving forward, a monocular camera, a stereo camera, or a laser radar may be used. The radar 14 that detects an obstacle in front of the vehicle 11 can detect an obstacle located farther from the vehicle 11 than the sonar 12 that detects an obstacle behind the vehicle 11. Further, at an equidistant distance from the vehicle 11, the detection range of the radar 14 that detects an obstacle in front of the vehicle 11 is narrower than the detection range of the sonar 12 that detects an obstacle behind the vehicle 11, and has higher directivity. Have. As a device for detecting an obstacle existing on the traveling locus of the vehicle when the vehicle is moving forward, a sonar capable of detecting an obstacle such as a human being located at a short distance from the vehicle may be provided as an auxiliary device.

The wheel speed sensor 15 detects the rotation angle of the wheels of the vehicle 11 and calculates the moving distance of the vehicle 11 from the rotation angle and the diameter of the wheels. Further, the wheel speed sensor 15 is for detecting the vehicle speed of the vehicle 11 from the moving distance of the vehicle 11 per unit time. The wheel speed sensor 15 generates a change in the magnetic field when the magnetic rotor, which is attached to the hub bearing of the wheel and has S poles and N poles alternately arranged, rotates, and detects this with a sensor attached to the steering knuckle or the like. It is output as a vehicle speed pulse. For example, the total number of poles of the magnetic rotor is N, the wheel diameter is R, and the number of pulses detected within a unit time is P._nThen, the vehicle movement distance D per unit time_{pulse pulse}Is D_{pulse pulse}= P_n It is represented by πR / N.

The shift sensor 16 detects whether the shift of the transmission of the vehicle 11 is in the reverse R position or the forward D position. The brake pedal sensor 17 detects whether or not the brake pedal of the vehicle 11 is depressed by the driver's operation and the amount of depression of the brake pedal. The accelerator pedal sensor 18 detects whether or not the accelerator pedal of the vehicle 11 is depressed by the driver's operation and the amount of depression of the accelerator pedal. The tilt sensor 19 detects whether the vehicle 11 is moving forward or backward on an uphill road, or moving forward or backward on a downhill slope.

The PCS ECU (Pre-Crash Safety Electronic Control Unit) 20 is based on the information detected by the wheel speed sensor 15, the shift sensor 16, the brake pedal sensor 17, the accelerator pedal sensor 18, and the tilt sensor 19, when the vehicle 11 is moving forward. The engine ECU 24 and the brake ECU 26 are operated to control the running of the vehicle 11 so as to prevent the obstacle detected by the radar 14 and the sonar 12 from coming into contact with the vehicle 11 when reversing, and various information is displayed on the display device 28. Display it.

The memory 22 stores information on the distance to the vehicle 11 and whether or not deceleration control and braking control, which will be described later, have already been performed for each of the obstacles detected by the radar 14 and the sonar 12.

The engine ECU 24 controls the accelerator opening of the vehicle 11 by a command signal from the PCS ECU 20, and limits the output of the engine of the vehicle 11, so that the radar 14 does not depend on the driver's operation when the vehicle 11 moves forward and backward. And the contact between the obstacle detected by the sonar 12 and the vehicle 11 is prevented. When the vehicle 11 is an electric vehicle that travels by the output of the electric motor, the engine ECU 24 limits the output of the electric motor. Alternatively, the engine ECU 24 prevents the vehicle 11 from coming into contact with an obstacle detected by the radar 14 and the sonar 12 when the vehicle 11 moves forward and backward by changing the reduction ratio of the transmission.

The brake ECU 26 controls the deceleration of the vehicle 11 by the command signal from the PCS ECU 20, and the obstacles and the vehicle detected by the radar 14 and the sonar 12 when the vehicle 11 moves forward and backward without the driver's operation. Prevent contact with 11. When the vehicle 11 is an electric vehicle that travels by the output of the electric motor, the brake ECU 26 uses the braking by the regenerative braking to detect obstacles and the vehicle 11 by the radar 14 and the sonar 12 when the vehicle 11 moves forward and backward. Prevent contact.

The display device 28 includes a display, a warning light, a speaker, a buzzer, and the like. The display device 28 displays various information to the driver by a command signal from the PCS ECU 20, so that the contact between the obstacles detected by the radar 14 and the sonar 12 and the vehicle 11 when the vehicle 11 moves forward and backward is detected. To prevent. Alternatively, the display device 28 increases the tension of the seat belt of the vehicle 11 to warn the driver of the vehicle 11 against the obstacle detected by the radar 14 and the sonar 12, and the obstacle and the vehicle 11 Reduce the impact of contact. In this embodiment, the PCS ECU 20 does not control the acceleration or deceleration of the vehicle 11 by the engine ECU 24 and the brake ECU 26, and the display device 28 responds to the obstacle detected by the radar 14 and the sonar 12 to the driver. It may give only a warning.

Hereinafter, the operation of the traveling support device 10 of the present embodiment will be described. First, the outline of the operation of the traveling support device 10 of the present embodiment when the vehicle 11 is retracted will be described. As shown in FIG. 2, the PCS ECU 20 of the traveling support device 10 detects that the shift position of the transmission of the vehicle 11 is in the reverse R position by the shift sensor 16 (S11). As shown in FIGS. 2 and 3, whether or not the sonar 12 has detected an obstacle Oa or an obstacle (chock) Ob that may come into contact with the vehicle 11 located behind the vehicle 11. Is determined (S12).

When an obstacle Oa or the like is detected (S12), the PCS ECU 20 determines the distance L between the obstacle Oa or the like obtained by the sonar 12 and the vehicle 11._XHowever, the predetermined stop target distance L_DJudge whether or not it is as follows (S13). Stop target distance L_DIs set as a distance that can be safely approached without contact between the obstacle Oa and the like and the vehicle 11. Distance L_XHowever, the predetermined stop target distance L_DWhen the following (S14), the PCS ECU 20 operates the brake ECU 26 to give the vehicle 11 a large deceleration and stop the vehicle 11 (S14). Hereinafter, this operation is referred to as braking control or stop control.

Distance L_XIs the predetermined stop target distance L_DAlthough it is not as follows (S14), the distance L_XIs the stop target distance L_DLonger braking target distance L_TWhen it is less than (S15), the PCS ECU 20 operates the brake ECU 26 to give the vehicle 11 a smaller deceleration than the stop control, and the vehicle 11 is stopped at the target distance L from the obstacle Oa._DStop at the position of (S16). Braking target distance L_TStops vehicle 11 from obstacle Oa Target distance L_DIt is set as a distance that can be stopped by a relatively small deceleration at the position of. Hereinafter, this operation is referred to as deceleration control.

The details of the operation of detecting an obstacle will be described below. In S12 of FIG. 2, as shown in FIG. 4, when the sonar 12 continues to detect obstacles Oa and the like (S121), the PCS ECU 20 sets the distance detected by the sonar 12 as the distance L._XAs (S122), the above-mentioned processing is continued. For obstacles with a low height from the ground, such as obstacle Ob, the detection range A of the sonar 12 mounted on the vehicle 11 as shown in Fig. 5 (a)._DIt is possible to detect when there is an obstacle Ob inside. However, as shown in FIG. 5 (b), when the retreating vehicle 11 approaches the obstacle Ob too close, the detection range A of the sonar 12_DObstacle Ob may come off from and the obstacle Ob may be lost.

Therefore, in the present embodiment, when the obstacle Ob and the like detected by the sonar 12 are not detected (S121), and when the obstacle Ob and the like have been detected by the sonar 12 until then, that is, the obstacle Ob at a short distance. Etc. (S123), the PCS ECU 20 updates the distance Lx between the obstacle Ob and the vehicle 11 estimated from the moving distance of the vehicle 11 detected by the wheel speed sensor 15 as the true value (S124). ), Continue the above process.

That is, the sonar 12 is the extrapolation permission distance L._P(L_D&lt;L_P&lt;L_T) When the obstacle Ob etc. is lost (the detected one is no longer detected), the PCS ECU 20 rotates the wheel per unit time detected by the wheel diameter of the vehicle 11 and the wheel speed sensor 15. Calculate the moving distance of the vehicle 11 from the angle, and the distance L to the obstacle Ob etc. just before the loss_XBy subtracting the moving distance from, the distance L to the obstacle Ob, etc._XCalculate the true value of. Extrapolation permission distance L_PThe value of is the minimum detection distance D of sonar 12._minIt is set according to. For example, LP = D_minLet + ΔD (ΔD&gt; 0).

In general, sensors such as sonar 12, image cameras, radars, and riders cannot detect obstacles Ob and the like at extremely short distances as described above, and may be lost. In this embodiment, the sonar 12 has the minimum detection distance D._minEven if the obstacle Ob etc. is lost in, the distance to the obstacle Ob is L based on the moving distance of the vehicle 11._XIs estimated and the distance L_XSince the control is continued based on the above, the sonar 12 can be controlled at a distance or less where the obstacle Ob cannot be detected.

Hereinafter, the processing after the stop control (S14) and the deceleration control (S16) in FIG. 2 will be described. As shown in FIG. 6, when the vehicle 11 stops after the stop control (S14) and the deceleration control (S16) (S201), the PCS ECU 20 drives the brake ECU 26 to maintain the stopped state (S202). The stopped state is held for T seconds (S203).

When the obstacle Oa or the like detected by the sonar 12 is lost in T seconds, or when a new obstacle is found by the sonar 12 (S204), the PCS ECU 20 is stopped in order to further improve safety. Further T_ADDContinue for seconds (S205). That is, the distance L while the vehicle 11 is stopped._X&lt;Brake target distance L_TIf a new obstacle is detected within the time, if the driver suddenly accelerates, there is no margin in the distance, so it may not be possible to sufficiently decelerate against the new obstacle. Therefore, while the vehicle 11 is stopped, the distance L_X&lt;Brake target distance L_TIf a new obstacle is detected within, the stopped state is further T._ADDIncrease safety by continuing for only a second.

However, the forced continuation of the stopped state in this case will be described later in T._BExcept for seconds, T seconds plus the specified T_ADDEven if the sonar 12 continues to detect new obstacles with the maximum number of seconds, the stopped state is released. However, the stopped state is maintained while the brake pedal is depressed by the driver's operation. As a result, the driver intentionally stops at the target distance L because the parking space is small, for example._DIt is possible to deal with cases where you want to get closer to obstacles such as Oa. Further, by not keeping the stopped state, it is possible to prevent the driver from overconfidence in the system of the traveling support device 10.

Based on the detected values of the shift sensor 16 and the brake pedal sensor 17, the PCS ECU 20 determines whether or not the driver has not stepped on the brake pedal after the shift position of the transmission has not been put in the parking "P" (. S206). If the driver is not stepping on the brake pedal after the transmission shift position has not been set to parking "P", it is expected that the driver is not paying sufficient attention to obstacles such as Oa.

Therefore, when the driver has not stepped on the brake pedal after the shift position of the transmission has not been put in the parking "P" (S206), the PCS ECU 20 presses the brake pedal on the driver by the display device 28 and surrounds the driver. Call attention to confirm the safety of the vehicle (S207). In addition, the PCS ECU 20 is the time to alert the driver to the stopped state._BContinues for more seconds (S208). T_BAfter a second (S208), the PCS ECU 20 drives the engine ECU 24 and the brake ECU 26 to control the speed of the vehicle 11 while controlling the vehicle 11 regardless of whether or not an obstacle is detected by the sonar 12. Gradually retreat (S209).

That is, if the stop control is terminated immediately after the lapse of time T, the driver may suddenly start when the accelerator pedal is depressed, which may impair safety. Therefore, if the driver does not step on the brake pedal after the end of the stop control, the PCS ECU 20 will take an additional time T._BThe driver is alerted while continuing the stop control. Time T_BIf the brake pedal is not depressed even after the lapse of time, the target deceleration is gradually reduced to suppress the speed while retreating the vehicle 11. The control for suppressing the speed is continued until the vehicle 11 moves the distance to the farthest obstacle among the obstacles detected when the stop control is finished.

Summarizing the above operations, if the shift position of the transmission is not set to "P" and the brake pedal is not depressed when the vehicle 11 resumes retreating after the vehicle 11 is stopped, Fig. 7 shows. As shown, T + T after stop control_BThe stopped state is held for only a second, and T + T_BThe retreat resumes after a second.

If the brake pedal is depressed after the shift position of the transmission has not been set to "P" when the vehicle 11 resumes retreating after the vehicle 11 has been stopped, stop control is performed as shown in FIG. Even after T seconds have passed, the stopped state is maintained as long as the brake pedal is depressed. T after the brake pedal is turned off_BThe retreat is resumed after the stopped state is held for a second.

When the vehicle 11 resumes retreating after the vehicle 11 is stopped, the brake pedal is not depressed after the shift position of the transmission is not set to "P", and obstacles Oa etc. are hit during the time T. If a lost or new obstacle is detected, T + T after stop control, as shown in Fig. 9._ADD+ T_BThe stopped state is held for only a second, and T + T_ADD+ T_BThe retreat resumes after a second.

When the vehicle 11 resumed retreating after the vehicle 11 was stopped, the brake pedal was depressed after the shift position of the transmission could not be put in "P", and the obstacle Oa was lost during time T. If a new obstacle is detected, T after the brake pedal is turned off._BThe retreat is resumed after the stopped state is held for a second.

When resuming the retreat, for example, T + T, as shown in FIG._BAfter the stop is held for a stop time of 1 second, the PCS ECU 20 reduces the brake strength so that the brake ECU 26 has a predetermined target G inclination α in preparation for retreat. When the target G (braking force) reaches a certain value, the vehicle 11 starts to move and the retreat is restarted. At this time, the PCS ECU 20 applies a constant braking force to the brake ECU 26 to suppress the vehicle speed of the vehicle 11.

After the vehicle starts to move, for example, as shown in FIG. 12, the PCS ECU 20 sets a target G on the engine ECU 24 and the brake ECU 26 to accelerate the vehicle 11 and controls the engine ECU 24 and the brake ECU 26 until the target vehicle speed is reached. After the target vehicle speed is reached, the PCS ECU 20 sets a target G and controls the engine ECU 24 and the brake ECU 26 so that a constant braking force is applied to the vehicle 11.

Hereinafter, the operation when a plurality of obstacles are detected by the sonar 12 will be described in detail. As shown in FIG. 13, after detecting an obstacle in S12 of FIG. 2, the PCS ECU 20 refers to the memory 22 (S301). When the vehicle 11 is stopped after the stop control in S14 of FIG. 2 or the deceleration control of S16 with respect to the obstacle Oa or the like detected by the sonar 12, the PCS ECU 20 has already stopped and controlled the obstacle Oa or the like. It is registered in the memory 22 as a target. When the vehicle 11 has not yet been stopped against the obstacle detected by the sonar 12 (S302), the PCS ECU 20 continues the processing of S13 and the following in FIG. On the other hand, when the vehicle 11 has already stopped the obstacle detected by the sonar 12 (S302), the PCS ECU 20 does not perform stop control or deceleration control on the obstacle.

For the above control, multiple obstacles O as shown in FIG.₁, O₂If is detected by sonar 12, the PCS ECU20 is L₁When &lt;X, obstacle O₁Deceleration control is performed for. PCS ECU20 is X &lt;L₁At the time of obstacle O₁Stop control control is performed for. PCS ECU20 is L₃When &lt;X, obstacle O₂Deceleration control is performed for. PCS ECU20 is X &lt;L₃At the time of obstacle O₂Stop control control is performed for. PCS ECU20 is X &lt;L₄At the time of, the control is terminated.

In FIG. 14, the obstacle O₁Obstacle O when starting to retreat again after performing stop control for₁Distance between vehicle 11 and vehicle L_XIs the stop target distance L_DSince it is smaller than the above, if the process of FIG. 2 is performed as it is, the system of the traveling support device 10 will perform stop control again, and there is a possibility that the vehicle cannot move backward. Therefore, in the present embodiment, for each obstacle detected by the sonar 12, whether or not the vehicle 11 has been stopped after the stop control or the deceleration control in the past is stored, and the vehicle 11 is stopped for the object. Therefore, by not performing the stop control again, further retreat is possible. On the other hand, when an obstacle in which the vehicle 11 has not been stopped in the past enters within the distance to be stopped, the PCS ECU 20 performs the stop control.

That is, once the vehicle 11 is stopped, it is determined that the driver wants to retreat further, and the driver can retreat again. On the other hand, for an obstacle in which the vehicle 11 has not been stopped, it is determined that the driver is unaware of its existence or expects the system of the traveling support device 10 to perform stop control, and the vehicle is stopped. Control is performed.

Hereinafter, the operation after the deceleration control of S16 in FIG. 2 and after the retreat of S209 in FIG. As shown in FIG. 15, after the deceleration control of S16 in FIG. 2 and the resumption of backward movement of S209 in FIG. 6, the PCS ECU 20 has an upper limit vehicle speed VT according to the inclination angle of the gradient detected by the inclination sensor 19._max(S401). For example, in the case of an uphill slope, the upper limit vehicle speed VT_maxIs increased. When the accelerator pedal sensor 18 detects that the accelerator pedal is being depressed (S402), the PCS ECU 20 drives the engine ECU 24 and the brake ECU 26 to drive the upper limit vehicle speed VT._maxAccelerate vehicle 11 to a speed not exceeding (S404). In this case, the PCS ECU20 has an upper limit vehicle speed VT._maxInstead of, the lower limit deceleration AT, which is the lower limit of the target deceleration_minIs set, and the deceleration is the lower limit deceleration AT_minIt may be controlled so as not to fall below. Alternatively, the PCS ECU20 has an upper limit vehicle speed VT._maxAnd lower limit deceleration AT_minMay be used together.

After the deceleration control of S16 in FIG. 2 and the resumption of retreat of S209 in FIG. 6, the vehicle 11 decelerates or runs at an extremely low speed regardless of the driver's intention. In this case, depending on the driver, it is possible to feel that the vehicle has accelerated a little more after understanding the situation that there is an obstacle Oa or the like behind. Further, in the case of an uphill slope or in a fully locked state in which the steering angle is increased to the left and right to the limit, the resistance applied to the vehicle 11 is larger than in the case of a flat road or a small steering angle, so deceleration control and reverse resumption are performed. The vehicle 11 may stop depending on the control that suppresses the subsequent speed. Therefore, in the present embodiment, when the driver depresses the accelerator pedal, it is determined that the driver wants to accelerate, and the accelerator opening is non-linear and the target deceleration is slowly and gradually reduced. As a result, the vehicle 11 can be accelerated even in the case of an uphill slope or in a fully locked state in which the steering angle is increased to the left and right to the limit.

As shown in FIG. 16, when the vehicle 11 is approaching an uphill road or a place where the road surface resistance is large and the driver turns on the accelerator pedal, the PCS ECU 20 gradually reduces the target deceleration to slow down the vehicle speed. (P1). When the driver releases the accelerator pedal, the PCS ECU 20 gradually increases the target deceleration to return to the original speed suppression control vehicle speed (P2). PCS ECU20 has an upper limit vehicle speed VT_maxControl the vehicle speed so that it does not exceed.

The same applies to the downward slope as shown in FIG. 17, and the PCS ECU 20 has an upper limit vehicle speed VT according to the slope angle detected by the tilt sensor 19._maxTo correct. In the case of a downhill, the upper limit vehicle speed VT_maxIs reduced. As a result, the vehicle 11 can be appropriately decelerated with respect to the obstacle Ob and the like regardless of the gradient.

As shown in FIG. 18, when there is an obstacle (road object) Oc to be overcome in front of the obstacle Ob, the vehicle 11 comes into contact with the obstacle Oc as shown in A in the figure, and the vehicle speed decreases. In this case, the driver depresses the accelerator pedal. The PCS ECU20 has an upper limit vehicle speed of VT according to the slope of the obstacle Occ._maxWill increase slightly. As shown in B in the figure, the vehicle speed increases as the accelerator pedal depression amount increases. As shown in C in the figure, the vehicle speed is the upper limit vehicle speed VT after overcoming the obstacle Occ._maxTry to exceed. PCS ECU20 has an upper limit vehicle speed VT_maxThe upper limit vehicle speed VT that was reduced by driving the engine ECU24 and the brake ECU26_maxThe vehicle speed of the vehicle 11 is controlled within a range not exceeding. This makes it possible for the vehicle 11 to stop in front of the obstacle Ob.

In the present embodiment, the traveling support device 10 allows the PCS ECU 20 to detect the obstacle Oa by the sonar 12 when the obstacle Oa approaches a distance that cannot be detected by the sonar 12 when the vehicle 11 is reversing. The travel of the vehicle 11 is controlled based on the distance between the obstacle Oa and the vehicle 11 estimated based on the distance traveled by the vehicle 11 from the position. If the distance is too close, the sensor of the sonar 12 or the like provided on the vehicle 11 cannot detect the obstacle Oa, and the obstacle Oa may be lost. Therefore, according to the present embodiment, even in a situation where the obstacle Oa is too close to be detected by the sonar 12 and the obstacle Oa is lost, the obstacle Oa and the vehicle 11 are used. It is possible to estimate the distance of the obstacle Oa and control the prevention of contact between the obstacle Oa and the vehicle 11 based on the estimated distance.

Further, in the present embodiment, since the sonar 12 is provided as the rear sensor, it is possible to reliably detect an obstacle such as a human being existing in a wide range of a short distance when reversing while traveling at a relatively low speed, and it is a detection target. Appropriate detection is possible according to the positional relationship between the obstacle and the vehicle 11.

Further, in the present embodiment, the speed of the vehicle 11 is limited and the speed of the vehicle 11 is limited without the driver's operation of the vehicle 11 so as to prevent the obstacle Oa detected by the sonar 12 from coming into contact with the vehicle 11 when the vehicle 11 is retracted. At least one of deceleration control or stop control is performed, and then the operation amount of deceleration control or stop control is reduced. Therefore, after the vehicle 11 is decelerated with respect to the obstacle Oa by the PCS ECU 20, it is possible to cope with a situation where the driver of the vehicle 11 wants to accelerate the vehicle 11 because he / she wants to approach the obstacle Oa further. it can. Further, since the vehicle 11 is decelerated with respect to the obstacle Oa by the PCS ECU 20 indefinitely, it is possible to prevent the driver of the vehicle 11 from overconfidence in the system of the traveling support device 10.

Further, according to the present embodiment, the PCS ECU 20 stops the deceleration control or the stop control when a predetermined condition is satisfied after the deceleration control or the stop control is performed. Therefore, by appropriately setting the conditions, it is possible to cope with the situation where the driver wants to accelerate the vehicle 11, and it is possible to prevent the driver from overconfidence in the system.

Further, according to the present embodiment, the PCS ECU 20 stops the deceleration control or the stop control while gradually reducing the operation amount of the deceleration control or the stop control after performing the deceleration control or the stop control. Therefore, it is possible to prevent the vehicle from suddenly starting and accelerating when the driver depresses the accelerator pedal when the deceleration control or the stop control is stopped.

Further, according to the present embodiment, the PCS ECU 20 reduces the operation amount of the deceleration control according to the accelerator pedal operation by the driver of the vehicle 11 during the deceleration control. For this reason, the vehicle is likely to stop due to deceleration control, such as when the driver wants to accelerate the vehicle 11 after understanding the situation where there is an obstacle Oa behind, or when the vehicle is moving backward on an uphill slope or when the steering angle is extremely large. It is possible to respond to various situations by operating the accelerator pedal of the driver.

Further, according to the present embodiment, the PCS ECU 20 has an obstacle O detected by the sonar 12 when the vehicle 11 is reversing.₁After performing deceleration control or stop control so as to prevent contact between the vehicle and the vehicle 11, the sonar 12 causes the obstacle O.₂When is detected, obstacle O₂Deceleration control or stop control is performed so as to prevent contact between the vehicle and the vehicle 11. Therefore, obstacle O₁Newly detected obstacle O even when the operation amount of deceleration control or stop control for₂Obstacle O when deceleration control or stop control is performed on the vehicle 11 and the driver of the vehicle 11 is unaware of its existence or wants deceleration control or stop control to be performed by the system of the traveling support device 10.₂Can be prevented from coming into contact with the vehicle 11.

Further, according to the present embodiment, the PCS ECU 20 has an obstacle O detected by the sonar 12 when the vehicle 11 is reversing.₁After performing deceleration control or stop control to prevent contact between the vehicle and the vehicle 11, obstacle O₁Do not perform deceleration control or stop control. Therefore, it is possible to cope with a situation in which the driver of the vehicle wants to further retreat to an obstacle for which deceleration control or stop control has been performed once.

Further, according to the present embodiment, the radar 14 for detecting an obstacle in front of the vehicle 11 and the sonar 12 for detecting an obstacle in the rear are provided, and the radar 14 and the sonar 12 detect the vehicle when moving forward and backward. Since it is equipped with a PCS ECU 20 that controls the running of the vehicle 11 so as to prevent contact between the obstacle and the vehicle 11, it is possible to prevent contact between the obstacle and the vehicle 11 both when moving forward and when moving backward. Become. In addition, the radar 14 is a different type of sensor from the sonar 12, and can detect obstacles located farther from the vehicle 11 than the sonar 12, so the speed is relatively low when reversing. Appropriate detection is possible according to the positional relationship between the obstacle to be detected and the vehicle 11 according to the range and the relatively high speed range when moving forward. It is also possible to reduce the cost of the sensor.

Further, according to the present embodiment, the detectable range of the sonar 12 is equal to or greater than the detectable range of the radar 14 at an equidistant distance from the vehicle 11. For this reason, when moving forward at a relatively high speed, the directivity is increased to detect an obstacle existing in a narrow range over a long distance, so that the obstacle such as another vehicle to be detected and the vehicle 11 Appropriate detection according to the positional relationship becomes possible. In addition, when reversing while traveling at a relatively low speed, the directivity is lowered to detect obstacles existing in a wide range at a short distance, so that the positional relationship between the vehicle 11 and an obstacle such as a human being to be detected. Appropriate detection is possible according to the above.

Further, according to the present embodiment, since either the radar 14 or the camera and the laser radar are provided as the front sensor, obstacles such as other vehicles existing in a narrow range over a long distance are present when moving forward at a relatively high speed. Can be reliably detected, and appropriate detection can be performed according to the positional relationship between the obstacle to be detected and the vehicle 11.

It should be noted that the present invention is not limited to the above-described embodiment, and it goes without saying that various modifications can be made without departing from the gist of the present invention. For example, in the above embodiment, the operation when the vehicle 11 is moving backward has been mainly described, but the same operation is also performed when the vehicle 11 is moving forward.

10 ... Driving Assistance Device, 11 ... Vehicle, 12 ... Sonar, 14 ... Radar, 15 ... Wheel Speed Sensor, 16 ... Shift Sensor, 17 ... Brake Pedal Sensor, 18 ... accelerator pedal sensor, 19 ... tilt sensor, 20 ... PCS ECU, 22 ... memory, 24 ... engine ECU, 26 ... brake ECU, 28 ... display device.