Travel support apparatus for vehicle

Abstract

To provide a travel support apparatus that recognizes a surrounding environment and vehicle state and automatically performs travel support control including escape control from a stuck state.SOLUTION: A travel support apparatus includes: a surrounding environment recognition device; a vehicle state recognition device; a notification device; and a control unit that performs vehicle travel control. The control unit includes: a stuck determination part that determines the presence or absence of a stuck state based on vehicle state information and determines a stuck level when the stuck state is determined; a first escape support control part that executes automatic escape control from the stuck state; and a second escape support control part that performs output control of escape operation instruction information from the stuck state to the notification device. The control unit executes either the first escape support control part or the second escape support control part according to the stuck level.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a vehicle driving support device that assists in escaping from a stuck state that occurs when driving in a rough road area in a vehicle such as an automobile.

Background Art

[0002] Conventionally, in vehicles such as automobiles, for example, in a general form of a four-wheel automobile, a so-called all-wheel drive vehicle having a structure capable of driving all wheels (usually four wheels) of the front wheels and the rear wheels has been put into practical use and is generally widespread.

[0003] This type of all-wheel drive vehicle is generally expected to be widely used in various driving environments because of its high rough road performance. For example, when driving in an unpaved road such as a rough road or an area called uneven ground, it may enter an area where there is, for example, mud or snow. In this case, a so-called stuck state may occur in which the driving wheels spin and the vehicle becomes unable to move.

[0004] Thus, even when the vehicle is in a stuck state, if it is an all-wheel drive vehicle, there is a possibility that it can escape from the stuck state by devising the driving operation. However, when the vehicle is in a stuck state, if unreasonable operations are performed blindly, such as applying excessive driving force to the driving wheels, the stuck state may be worsened due to wheel spin or the like.

[0005] Therefore, for example, in an all-wheel drive vehicle, various techniques have been proposed conventionally for a driving support device that assists in escaping from a stuck state, such as Japanese Patent Application Laid-Open No. 2007-38918 and Japanese Patent Application Laid-Open No. 2019-202645.

[0006] The vehicle driving support device disclosed in Japanese Patent Application Laid-Open No. 2007-38918 etc. performs driving support to escape from the stacked state by changing the contact state between the wheels and the sandy road and changing the grip of the wheels on the sandy road by raising and lowering the vehicle height using an absorber unit in a vehicle in a stacked state on a sandy road.

[0007] Also, the vehicle driving support device disclosed in Japanese Patent Application Laid-Open No. 2019-202645 etc. performs driving support to escape from the stacked state by automatically switching the driving force direction and repeating the movement of the vehicle in the front-rear direction in a vehicle in a stacked state.

Prior Art Documents

Patent Documents

[0008]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0009] However, the driving support device disclosed in Japanese Patent Application Laid-Open No. 2007-38918 etc. has a problem that it requires a special device for raising and lowering the vehicle height, which complicates the vehicle configuration and increases the product cost.

[0010] Also, the driving support device disclosed in Japanese Patent Application Laid-Open No. 2019-202645 etc. is premised on the fact that the driving force of the driving wheels is reliably transmitted to the road surface and the vehicle moves in the front-rear direction in a vehicle in a stacked state. Therefore, depending on the stacked state of the vehicle, there is a problem that it is difficult to escape.

[0011] An ordinary driver (user) may not be familiar with the appropriate operation method for escaping when the vehicle is in a stuck state. Even if the driver (user) has knowledge of the escape operation method from the stuck state, when the vehicle actually gets stuck, they may panic and not always be able to respond calmly.

[0012] An object of the present invention is to provide a vehicle driving support device capable of performing control to support the driving of a vehicle, which includes recognizing the surrounding environment and the vehicle state and automatically performing escape control from a stuck state when the vehicle gets stuck while driving in a bad road area.

Means for Solving the Problems

[0013] In order to achieve the above object, a vehicle driving support device according to an aspect of the present invention is a vehicle driving support device for assisting escape from a stuck state, including a surrounding environment recognition device that acquires surrounding environment information of the vehicle, a vehicle state recognition device that acquires vehicle state information of the vehicle,

[0014] a notification device that notifies a predetermined information to a driver of the vehicle, and a control unit that performs driving control of the vehicle. The control unit determines whether the vehicle is in a stuck state based on the vehicle state information. When it is determined that the vehicle is in a stuck state, the control unit further includes a stack determination unit that determines a stack level, a first escape support control unit that executes automatic escape control from the stuck state of the vehicle, and a second escape support control unit that performs output control of escape operation instruction information from the stuck state of the vehicle to the notification device. The control unit executes control by either the first escape support control unit or the second escape support control unit according to the stack level.

Effects of the Invention

[0015] According to the present invention, when a vehicle gets into a stacked state while traveling in a rough road area, it is possible to provide a vehicle driving support device that can recognize the surrounding environment and the vehicle state and perform control to support the driving of the vehicle including automatic escape control from the stacked state.

Brief Description of the Drawings

[0016]

Figure 1

Figure 2

Figure 3

Embodiments for Carrying Out the Invention

[0017] Hereinafter, the present invention will be described with reference to the illustrated embodiments.

[0018] First, the schematic configuration of a vehicle driving support device according to an embodiment of the present invention will be described below with reference to FIG. 1. FIG. 1 is a block configuration diagram showing the schematic configuration of a vehicle driving support device according to an embodiment of the present invention.

[0019] The basic configuration of the driving support device 1 of the present embodiment has substantially the same configuration as that of a conventional vehicle driving support device of the same type. Therefore, in FIG. 1 and the following description, illustration and detailed description of general components in a conventional vehicle driving support device are omitted. Only the main components directly related to the present invention are illustrated in FIG. 1 and described below.

[0020] The vehicle driving support device 1 of the present embodiment has a camera unit 10 which is an in-vehicle camera device including a stereo camera 11 fixed to the upper central part near the front in the vehicle interior of a vehicle (not shown) on which the driving support device 1 is mounted.

[0021] As shown in FIG. 1, the camera unit 10 includes a stereo camera 11, an image processing unit (hereinafter referred to as "IPU" in FIG. 1) 12, an image recognition unit 13, a control unit 14, and the like.

[0022] The stereo camera 11 is formed by two cameras, a main camera 11a and a sub-camera 11b. The main camera 11a and the sub-camera 11b are arranged, for example, symmetrically with respect to the center in the vehicle width direction in the passenger compartment of the vehicle, facing forward of the vehicle. The main camera 11a and the sub-camera 11b are each composed of, for example, an imaging optical system, an imaging element such as a CMOS image sensor, and a processing circuit that processes imaging signals and the like (the illustration of the detailed configuration is omitted).

[0023] With such a configuration, the stereo camera 11 acquires two pieces of image data from two different viewpoints of a predetermined range in front of the vehicle outside the vehicle at a predetermined imaging cycle synchronized with each other by the main camera 11a and the sub-camera 11b. Then, stereo image data is generated based on the two pieces of image data thus acquired. This stereo image data is ambient environment information representing the ambient environment during the running of the vehicle. The ambient environment information (image data) generated by the stereo camera 11 is output to the image processing unit 12.

[0024] The image processing unit 12 is a configuration unit or circuit unit that performs predetermined image processing on the ambient environment information (image data representing the ambient environment during the running of the vehicle) acquired by the stereo camera 11. The image processing unit 12 performs, for example, a process of detecting edges of various objects (objects or lane lines, etc.) displayed on the image.

[0025] Further, the image processing unit 12 acquires distance information based on the amount of positional deviation of corresponding edges on the left and right images based on the stereo image data, and generates image information (distance image information) including the distance information. The distance image information and the like generated in the image processing unit 12 are output to the image recognition unit 13.

[0026] Based on the distance image information and the like input from the image processing unit 12, the image recognition unit 13 calculates the road curvature [1 / m] of the left and right lane lines and the like of the road on which the vehicle travels (own vehicle travel road) and the width between the left and right lane lines (lane width). Various well-known means are used to obtain the road curvature and the lane width.

[0027] Also, based on the distance image information acquired by the stereo camera 11, the image recognition unit 13 performs predetermined pattern matching and the like to recognize a three-dimensional object extending along the road (for example, a guardrail, a curb, and other surrounding vehicles), a parking frame line marked by a lane line on the internal road surface of a parking lot, or a three-dimensional structure such as a vehicle stopper that sets a parking section area, or a gap space between adjacent other vehicles. In addition, the state of the road surface or the ground around the vehicle (hereinafter referred to as the wheel contact surface) (hereinafter referred to as the road surface state) is recognized.

[0028] Here, in the recognition of a three-dimensional object (object recognition) in the image recognition unit 13, for example, the type of the three-dimensional object, the height of the three-dimensional object, the width dimension of the three-dimensional object, the distance from the vehicle to the three-dimensional object, the moving speed of the three-dimensional object, the relative speed between the three-dimensional object and the vehicle, the relative distance between the three-dimensional objects (for example, the lateral distance between a curb at the road edge and a lane line in the vicinity thereof) are recognized.

[0029] In addition, examples of the road surface state and the like recognized by the image recognition unit 13 include (1) Rough identification of a paved road, an unpaved road, or an uneven ground, (2) More detailed identification of the state (for example, muddy ground, sandy ground, or snow accumulation) when it is recognized as an unpaved road or an uneven ground, (3) Identification of a crown waterway (underpass, etc.). (4) Identification of areas with puddles, mud, snow accumulation, etc. and the like. These road surface conditions and the like can be estimated based on, for example, the luminance difference of an image.

[0030] Various information recognized by the image recognition unit 13 is output to the control unit 14 as surrounding environment information. In this case, the camera unit 10 including the image recognition unit 13 has a function as a surrounding environment recognition device that recognizes the surrounding environment of the vehicle.

[0031] The control unit 14 included in the camera unit 10 is a configuration unit or circuit unit that controls the camera unit 10 and controls the entire driving support device 1 of the present embodiment to perform driving control of the vehicle equipped with the driving support device 1.

[0032] Various control units are connected to this control unit 14, for example, an in-vehicle communication unit (DCM; Data Communication Module) 20, a cockpit control unit (CP_ECU) 21, an engine control unit (E / G_ECU) 22, a transmission control unit (T / M_ECU) 23, a brake control unit (BK_ECU) 24, a power steering control unit (PS_ECU) 25, etc. through an in-vehicle communication line such as CAN (Controller Area Network).

[0033] The in-vehicle communication unit 20 is a communication unit for constantly connecting between the control unit 14 included in the camera unit 10 and an information center 50 which is a predetermined external organization (external system) to realize two-way communication.

[0034] Here, the information center 50 includes, for example, a call center 51, an external server 52, etc., and is an external organization that performs information management and the like regarding the vehicle. The call center 51, external server 52, etc. in this information center 50 are connected to a communication network such as the Internet.

[0035] The in-vehicle communication unit 20 can perform voice communication in addition to data communication, for example. With this configuration, the driving support device 1 of the present embodiment can perform voice communication with an operator stationed at the call center 51 through the in-vehicle communication unit 20, and can also perform data communication with the external server 52 to transmit various data acquired on the vehicle side. Here, the various data acquired on the vehicle side includes, for example, vehicle state information acquired by a vehicle state recognition device described later (for example, information regarding the stack state, as well as driving data of the vehicle, gasoline remaining amount information, etc.), and ambient environment information such as vehicle position information data (latitude, longitude, altitude information, etc.) acquired by the locator unit 36 described later.

[0036] A human machine interface (denoted as "HMI" in FIG. 1) 31 disposed around the driver's seat is connected to the CP_ECU 21. The HMI 31 is configured to include, for example, various operation members, various sensing devices, and various notification devices 31a.

[0037] Here, as the various operation members, there are, for example, a plurality of operation switches for instructing the execution or stop of various driving support controls, a driving mode switching switch for switching between a plurality of driving modes, and the like.

[0038] Here, as the plurality of driving modes, there are, for example, a normal driving mode and a bad road driving mode. This bad road driving mode is a driving mode selected when driving on a road with a bad road surface condition (for example, a snow-covered road or an unpaved road).

[0039] This bad road driving mode further includes a plurality of driving modes according to the road surface condition. For example, the first bad road mode is a bad road driving mode corresponding to a snow road or a dirt road (dry dirt road, etc.) with relatively mild conditions. The second bad road mode is a bad road driving mode corresponding to a deep snow road or a mud road (wet mud road, etc.) with more severe driving conditions.

[0040] As driving controls performed when this rough road driving mode is set, for example, there are drive control of the throttle actuator 32 by the E / G_ECU 22, hydraulic pressure control of the hydraulic pressure control circuit 33 by the T / M_ECU 23, drive control of the brake actuator 34 by the BK_ECU 24, and the like.

[0041] Specifically, for example, by the drive control of the throttle actuator 32 by the E / G_ECU 22, control is performed to suppress sudden torque changes and suppress coasting, or control is performed to enhance rough road traversability by obtaining a large driving force earlier. Also, when the drive wheels spin, torque down control for reducing the engine output is also performed.

[0042] Also, by the hydraulic pressure control of the hydraulic pressure control circuit 33 by the T / M_ECU 23, control is performed to suppress differential rotation between the front and rear wheels and enhance traction performance, or the gear ratio is set lower than during normal driving control, or the lock-up region is set as a dedicated setting to perform stable driving control on rough roads.

[0043] Furthermore, by the drive control of the brake actuator 34 by the BK_ECU 24, there is brake LSD control for suppressing differential rotation between the left and right wheels, and the like.

[0044] Note that these controls in the rough road driving mode are executed when the vehicle speed is below a predetermined speed (for example, about 40 kilometers per hour (km / h)), and when the vehicle speed exceeds the predetermined speed, control is performed to cancel the rough road driving mode.

[0045] Also, as various sensing devices, there is an in-vehicle monitoring system including a steering touch sensor for detecting the steering state of the driver, a driver monitoring system (DMS) for detecting the driver's face authentication, line of sight, etc., and an in-vehicle camera for recognizing the boarding situation of personnel including the driver.

[0046] As various notification devices 31a, there are a touch panel display device (visual display device), a sound emitting device including a speaker or the like (auditory display device), a combination meter that combines various instruments, and the like.

[0047] When the CP_ECU 21 receives a control signal from the control unit 14, it is a configuration unit or circuit unit that appropriately notifies the driver of various information in a predetermined form (visual or auditory display) using the notification device 31a included in the HMI 31.

[0048] Here, as various information notified using the notification device 31a, in addition to various warning information, the implementation status of driving support control, various information regarding the surrounding environment of the vehicle, etc., there is also instruction information regarding "escape support control" described later.

[0049] Also, the CP_ECU 21 outputs various input information such as instruction signals input by the driver (for example, on / off instructions for various driving support controls, switching or selection instructions for driving modes, etc.) using various operation members included in the HMI 31 to the control unit 14.

[0050] On the output side of the E / G_ECU 22, a throttle actuator 32 of an electronic control throttle or the like is connected. Also, on the input side of the E / G_ECU 22, various sensors such as an accelerator sensor 32a are connected.

[0051] The E / G_ECU 22 is a drive device that performs drive control on the throttle actuator 32 based on a control signal from the control unit 14 or a detection signal from various sensors, etc., to generate the driving force of the vehicle. Thereby, the E / G_ECU 22 adjusts the intake air amount of the engine and generates a desired engine output. Also, the E / G_ECU 22 outputs signals such as the accelerator opening detected by various sensors (such as the accelerator sensor 32a) to the control unit 14.

[0052] On the output side of the T / M_ECU23, a hydraulic control circuit 33 is connected. Also, on the input side of the T / M_ECU23, various sensors such as a shift position sensor (not shown) are connected.

[0053] The T / M_ECU23 performs hydraulic control on the hydraulic control circuit 33 based on the engine torque signal estimated by the E / G_ECU22, detection signals from various sensors, etc. Thereby, the T / M_ECU23 operates friction engagement elements, pulleys, etc. provided in the automatic transmission, and shifts the engine output at a desired gear ratio. Also, the T / M_ECU23 outputs signals such as the shift position detected by various sensors to the control unit 14.

[0054] On the output side of the BK_ECU24, a brake actuator 34 for adjusting the brake hydraulic pressure output to the brake wheel cylinders provided on each wheel is connected. Also, on the input side of the BK_ECU24, various sensors (not shown) such as a brake pedal sensor, yaw rate sensor, front and rear acceleration sensors, and vehicle speed sensor are connected.

[0055] The BK_ECU24 is a braking device that performs drive control on the brake actuator 34 based on a control signal from the control unit 14 or detection signals from various sensors to perform braking control of the vehicle. Thereby, the BK_ECU24 appropriately generates a braking force for performing forced braking control, yaw rate control, etc. on the vehicle on each wheel. Also, the BK_ECU24 outputs signals such as the brake operation state detected by various sensors, and signals such as yaw rate, front and rear acceleration, and vehicle speed (own vehicle speed) to the control unit 14.

[0056] On the output side of the PS_ECU25, an electric power steering motor 35 that applies a steering torque by the rotational force of a motor to the steering mechanism is connected. Also, on the input side of the PS_ECU25, various sensors (not shown) such as a steering torque sensor and a steering angle sensor 35a are connected.

[0057] The PS_ECU25 is a steering device that performs drive control on the electric power steering motor 35 based on a control signal from the control unit 14 or a detection signal from various sensors to perform steering control of the vehicle. Thereby, the PS_ECU25 generates a steering torque for the steering mechanism. Also, the PS_ECU25 outputs signals such as the steering torque and steering angle detected by various sensors to the control unit 14.

[0058] Also, various sensors are connected to the control unit 14, such as, for example, a locator unit 36, an in-vehicle radar device 37, a rear sensor 38, an inclination angle sensor 39, a wheel speed sensor 40, and the like.

[0059] The locator unit 36 is configured to include a GNSS sensor 36a and a high-precision road map database (road map DB) 36b.

[0060] The GNSS sensor 36a measures the position (latitude, longitude, altitude, etc.) of the host vehicle by receiving positioning signals transmitted from a plurality of positioning satellites.

[0061] The road map DB 36b is a large-capacity storage medium such as an HDD (Hard Disk Drive) device or an SSD (Solid State Drive) device, and stores high-precision three-dimensional road map information (dynamic map).

[0062] The road map DB 36b holds lane width data, lane center position coordinate data, lane traveling azimuth angle data, speed limits, etc. as lane data required for performing autonomous driving. This lane data is stored at several-meter intervals for each lane on the road map. Furthermore, the road map DB 36b also includes dynamic information that changes every moment, such as traffic regulations, road construction, accidents, and traffic jams.

[0063] In addition, the locator unit 36 can obtain information on the real-time surrounding environment (such as traffic jam information, weather information, and various other information related to parking lots, etc.) at the position of the host vehicle measured by the GNSS sensor 36a through communication with an external system 40 or the like. In this case, the weather information includes, for example, fog occurrence information in the area including the position of the host vehicle, rainfall information, snowfall information, snow accumulation information, temperature, and humidity information.

[0064] In addition, the road map DB 36b holds information on various facilities, parking lots, etc. The road map DB 36b outputs, as surrounding environment information, road map information within a set range based on the position of the host vehicle measured by the GNSS sensor 36a to the control unit 14 based on, for example, a request signal from the control unit 14. Thus, in this embodiment, the road map DB 36b, together with the GNSS sensor 36a, has a function as a surrounding environment recognition device for recognizing the surrounding environment of the vehicle.

[0065] The in-vehicle radar device 37 is composed of a plurality of sensors and is configured by, for example, a plurality of millimeter-wave radars. Here, the plurality of millimeter-wave radars analyze the reflected waves from an object with respect to the emitted radio waves to detect mainly three-dimensional objects such as pedestrians and accompanying vehicles, as well as structures (such as curbstones, guardrails, walls of buildings, and three-dimensional objects such as plantings) provided at the road edge (for example, the edge on the shoulder side). Further, the plurality of millimeter-wave radars also detect three-dimensional obstacles existing on the road. In this case, the plurality of millimeter-wave radars detect, as specific information regarding the three-dimensional object, the lateral width of the three-dimensional object, the position of the representative point of the three-dimensional object (relative position and relative distance from the host vehicle), and relative speed.

[0066] The plurality of sensors (such as a plurality of millimeter-wave radars) included in the in-vehicle radar device 37 are disposed, for example, on the left and right sides of the front bumper (referred to as the front left and right side sensors) and on the left and right sides of the rear bumper (referred to as the rear left and right side sensors). The front left and right side sensors detect, as surrounding environment information, three-dimensional objects existing in the regions of the left and right diagonally front and side of the host vehicle, which are difficult to recognize in the image of the stereo camera 11. The rear left and right side sensors detect, as surrounding environment information, three-dimensional objects existing in the regions of the left and right diagonally side and rear of the host vehicle, which are difficult to recognize by the front left and right side sensors.

[0067] As described above, in this embodiment, the in-vehicle radar device 37 has a function as a surrounding environment recognition device for recognizing the surrounding environment of the vehicle. The information acquired by each sensor of the in-vehicle radar device 37 is sent to the image recognition unit 13 through the control unit 14.

[0068] The rear sensor 38 is configured by, for example, a sonar device that measures the distance and shape to an object using ultrasonic waves. The rear sensor 38 is disposed, for example, at least one (or a plurality) on the rear bumper. The rear sensor 38 detects, as surrounding environment information, three-dimensional objects existing in the region behind the host vehicle, which are difficult to recognize by the rear left and right side sensors. As described above, in this embodiment, the rear sensor 38 has a function as a surrounding environment recognition device for recognizing the surrounding environment of the vehicle.

[0069] The coordinates of each object outside the vehicle included in each of the surrounding environment information recognized by the image recognition unit 13, the locator unit 36, the in-vehicle radar device 37, the rear sensor 38, etc. are all converted in the control unit 14 into coordinates in a three-dimensional coordinate system with the center of the host vehicle as the origin.

[0070] The tilt angle sensor 39 is a gradient detection sensor that detects the gradient of the road surface (the ground contact surface of the wheels) or the tilt angle of the vehicle by detecting the tilt of the vehicle in the front-rear direction (longitudinal direction) and the left-right direction (lateral direction) with respect to the horizontal.

[0071] The wheel speed sensor 40 is a sensor that detects the wheel rotation speed by detecting a pulse signal (wheel speed pulse) that occurs in proportion to the number of rotations of each wheel (generally four wheels) in the vehicle. Further, based on the wheel speed data of each wheel acquired by the wheel speed sensor 40 (for example, by obtaining the average of each wheel speed data), the vehicle body speed of the vehicle can be estimated.

[0072] And the control unit 14 executes the running control of the vehicle based on each information acquired by the camera unit 10 and various sensors (the locator unit 36, the in-vehicle radar device 37, the rear sensor 38, the inclination angle sensor 39, the wheel speed sensor 40, etc.).

[0073] In this case, the running control includes, for example, engine output control by the E / G_ECU 22 and torque distribution control of each drive wheel, as well as forward or backward traveling direction control by control of the transmission by the T / M_ECU 23, and individual braking control (brake control) of each wheel by the BK_ECU 24, etc., and is the running control of the vehicle as required appropriately.

[0074] In addition to those described above, various sensors for acquiring surrounding environment information may include, for example, a lidar (LiDAR; Light Detection And Ranging) device that measures the distance and shape to an object using laser light, a near-infrared sensor, an outside air temperature sensor, etc.

[0075] Further, the above-described stereo camera 11 mainly observes a predetermined visual field range in the front. In addition to this, a plurality of camera devices of the same form targeting predetermined visual field ranges on the side and rear may be provided and configured. By doing so, the entire surrounding range of the vehicle can be made the observation target.

[0076] Among the above-described various sensors, for example, the inclination angle sensor 39, the wheel speed sensor 40, the accelerator sensor 32a, the steering angle sensor 35a, etc. have a function as a vehicle state recognition device that acquires vehicle state information.

[0077] Furthermore, the control unit 14 includes a stack determination unit 15, a first escape support control unit 16, a second escape support control unit 17, etc. inside.

[0078] The stack determination unit 15 is a component unit or circuit unit that determines the stack state of the vehicle. Specifically, the stack determination unit 15 determines whether the vehicle is in a stack state based on the vehicle state information acquired by the vehicle state recognition device (such as the tilt angle sensor 39, wheel speed sensor 40, accelerator sensor 32a, steering angle sensor 35a, etc.). Further, when the stack determination unit 15 determines that the vehicle is in a stack state, it determines the stack level corresponding to the stack state (details will be described later).

[0079] The first escape support control unit 16 is a component unit or circuit unit that executes automatic escape control, which is the first escape support control from the stack state of the vehicle. The first escape support control unit 16 executes the first escape support control according to the stack level determined by the stack determination unit 15 (details will be described later).

[0080] The second escape support control unit 17 is a component unit or circuit unit that performs output control of an escape operation instruction, which is the second escape support control from the stack state of the vehicle, or output control of another escape operation instruction, which is the third escape support control. The second escape support control unit 17 executes the second escape support control according to the stack level determined by the stack determination unit 15 or according to the selection instruction of the driver (user) (details will be described later). Further, after the execution of the first escape support control or the second escape support control, when the stack state still continues, the second escape support control unit 17 executes the third escape support control (details will be described later).

[0081] Note that all or part of the image recognition unit 13, control unit 14, stack determination unit 15, first escape support control unit 16, second escape support control unit 17, CP_ECU21, E / G_ECU22, T / M_ECU23, BK_ECU24, PS_ECU25, etc. are configured by a processor including hardware.

[0082] Here, the processor is composed of well-known components such as a central processing unit (CPU), random access memory (RAM), read-only memory (ROM), non-volatile memory, non-volatile storage, and a non-transitory computer readable medium, as well as its peripheral devices.

[0083] In ROM, non-volatile memory, non-volatile storage, etc., fixed data such as software programs and data tables executed by the CPU are pre-stored. Then, the CPU reads the software program stored in ROM, etc., expands it in RAM and executes it, and by appropriately referring to various data, etc. by the software program, the functions of the above-mentioned respective components and constituent units (13 - 17, 21 - 25), etc. are realized.

[0084] Also, the processor may be composed of a semiconductor chip such as a field programmable gate array (FPGA). Further, the above-mentioned respective components and constituent units (13 - 17, 21 - 25), etc. may be composed of electronic circuits.

[0085] Furthermore, the software program may be recorded in whole or in part on a portable disk medium such as a flexible disk, CD-ROM, DVD-ROM, or a non-transitory computer readable medium such as a card-type memory, hard disk drive (HDD) device, solid state drive (SSD) device, etc., in the form of a computer program product.

[0086] Here, the stack level determined by the stack determination unit 15 in the above-mentioned control unit 14 will be briefly described below.

[0087] The stack level is to show the degree of the stack state that occurs when the vehicle is driving in a rough road area by grading it step by step. Here, the stack state of the vehicle refers to the state where the vehicle cannot move in the front-rear direction, that is, the state where it cannot drive.

[0088] Therefore, first, the stack determination unit 15 checks whether the wheels are spinning based on the wheel speed data based on the output of the wheel speed sensor 40 and the accelerator opening data based on the output of the accelerator sensor 32a. Also, it checks the acceleration of the vehicle in the front-rear direction based on the output of an acceleration sensor (not shown). Furthermore, it checks the change over time of the position of the host vehicle measured by the GNSS sensor 36a. Then, when wheel spin is confirmed, and the acceleration of the vehicle in the front-rear direction = 0 (zero), and there is no change in the position of the host vehicle measured by the GNSS sensor 36a, it is determined that the vehicle has fallen into a stack state.

[0089] Thus, when it is determined that the vehicle is in a stack state, next, the stack determination unit 15 makes a determination of a predetermined stack level based on the outputs from the tilt angle sensor 39, the wheel speed sensor 40, the accelerator sensor 32a, etc.

[0090] The stack levels exemplified here are shown as five levels from level 1 with a high possibility of escape to level 5 with a low possibility of escape. In this case, "Level 1" is defined as the case where at least one wheel is spinning (slipping) and the vehicle angle in the front-rear or left-right direction is 5 degrees or less. "Level 2" is defined as the case where at least one wheel is spinning (slipping) and the vehicle angle in the front-rear or left-right direction is 10 degrees or less. "Level 3" is defined as the case where at least two wheels are spinning (slipping) and the vehicle angle in the front-rear or left-right direction is 20 degrees or less. "Level 4" is defined as the case where at least three wheels are spinning (slipping) and the vehicle angle in the front-rear or left-right direction is 30 degrees or less. "Level 5" is defined as the case where all four wheels are spinning (slipping) and the vehicle is not moving despite a large accelerator opening. is defined as follows.

[0091] Then, as will be described later, when the first escape support control unit 16 of the control unit 14 determines that the stack level is 1 to 3, it executes automatic escape control from the stack state of the vehicle.

[0092] Also, as will be described later, when the second escape support control unit 17 of the control unit 14 determines that the stack level is 4 or 5, it gives an escape operation instruction for escaping from the stack state of the vehicle.

[0093] Here, the second escape support control (output control of the escape operation instruction) performed by the second escape support control unit 17 will be briefly described below.

[0094] The first escape operation instruction refers to, for example, a collection of operation instructions determined in advance according to the stack pattern. Here, the stack pattern refers to the type of the surrounding environment situation including the road surface state when the vehicle is in the stack state. The escape operation instruction in the present embodiment is as shown in the table of FIG. 2.

[0095] Note that the stack pattern (road surface state, etc.) is determined based on the image information and other various information (surrounding environment information) acquired by the surrounding environment recognition device such as the camera unit 10. Therefore, first, in the second escape support control unit 17, the stack pattern is determined based on the surrounding environment information acquired by the surrounding environment recognition device.

[0096] Here, in the present embodiment, specific examples of the stack pattern include, for example, (1) A type in a tire slip state on flat ground, (2) A type in a tire slip state when going uphill, (3) A type in a step part or a rocky field environment, (4) A type in a state where the wheels have fallen into a hole or a depression, (5) Types in sandy or muddy environments, etc. can be cited.

[0097] And for each type of the determined stack pattern, an appropriate escape operation instruction (refer to the table in Figure 2) is output in a predetermined display form to the driver (user) using the notification device 31a.

[0098] In this case, as specific examples of the escape operation instruction, as shown in Figure 2, there are the driving mode to be selected, the shift position to be selected, the degree of accelerator operation, the steering angle, etc.

[0099] In Figure 2, for the driving mode to be selected, according to the stack pattern (road surface condition), either the first rough road mode or the second rough road mode among the rough road driving modes is instructed to be selected.

[0100] Also, in Figure 2, the shift position to be selected is the shift position of the transmission, and regardless of the stack pattern (road surface condition), the selection of the D range for forward driving is instructed.

[0101] In Figure 2, the degree of accelerator operation is instructed according to the stack pattern (road surface condition). Specifically, as the accelerator operation on flat ground (in the case of (1)), an instruction such as "maintain the accelerator at a low opening" is given. Also, in other cases (cases other than (1)), an instruction such as "gradually step on the accelerator" is given.

[0102] In Figure 2, the steering angle indicates the degree of steering wheel operation. For example, in Figure 2, when it says "go straight", it is an operation instruction to set the steering angle to approximately 0 degrees. Also, in Figure 2, when it says "steer", it is an operation instruction to steer at a predetermined steering angle (approximately 90 to 180 degrees). According to these operation instructions, the driver (user) performs operations as appropriate.

[0103] In addition to these operation instructions, a reference video corresponding to the stack pattern may be prepared. Here, the reference video is, for example, in a test course or the like that presents situations corresponding to various stack patterns, and an instructor such as a vehicle manufacturer uses a test vehicle in an actual stacked state to demonstrate the escape operation from the stacked state while providing explanations. It is moving image data that has been pre-recorded. This reference video is, for example, prepared in advance by a vehicle manufacturer or the like.

[0104] The presence or absence of this reference video is clearly shown on the output screen of the escape operation instruction (see Figure 2). And when the reference video exists, if the driver (user) makes an arbitrary intention display (selection operation), the reference video can be played and displayed.

[0105] As described above, in the driving support device 1 of the present embodiment, appropriate predetermined control is performed according to the determination result of the stack level. In the present embodiment, automatic escape control is executed in the case of a relatively light stack state (levels 1 to 3). Also, in the case of a more severe stack state (levels 4 and 5), an escape operation instruction is given so that the driver (user) can perform an escape from the stack state by manual operation.

[0106] In this case, some drivers (users) may desire to enjoy the escape operation from the stack state. To meet such a desire, the driver (user) can arbitrarily perform a selection instruction operation to cancel the start of the automatic escape control by the first escape support control unit 16 regardless of the determination result of the stack level.

[0107] In this case, an operation member is provided to select whether to perform the escape operation from the stack state by automatic control or to perform all the escape operations from the stack state by manual operation, so that the driver (user) can select the method of the escape operation. And when the driver (user) selects to perform all the escape operations by manual operation, the driver (user) can always perform the escape operation by manual operation regardless of the determination result of the stack level.

[0108] By the way, even if the driver (user) performs the escape operation according to the escape operation instruction by the above-mentioned second escape support control unit 17, there may be a case where the vehicle still cannot escape from the stack state. Considering such a case, in this embodiment, the second escape support control unit 17 is further configured to perform output control of another escape operation instruction which is a different third escape support control.

[0109] Here, as another escape operation instruction, for example, (a) Remove the floor mat and lay it on the front driving line of the front wheels. (b) Remove the XX part and use it as a scoop to fill the hole where the wheel has fallen. (c) Alternately switch between the D range and the R range and perform an operation to switch the vehicle back and forth in the longitudinal direction. And such instructions can be considered. In this case, it is assumed that the examples (a), (b), and (c) above are not consecutive instructions, but are individual instructions corresponding to the stack pattern. For this another escape operation instruction, a reference video corresponding to each instruction may be prepared.

[0110] Furthermore, even if the driver (user) performs another escape operation according to the third escape support control (another escape operation instruction) by the above-mentioned second escape support control unit 17, there may be a case where the vehicle still cannot escape from the stack state.

[0111] Therefore, in such a case, in the present embodiment, the in-vehicle communication unit 20 is used to communicate with an information center 50, which is a predetermined external organization (external system), and perform control to transmit a rescue support request, vehicle surrounding environment information, vehicle state information, etc. (for example, stacked position information, driving data, remaining fuel amount, etc.).

[0112] Here, as the predetermined external organization (external system), in addition to a dedicated network constructed by a vehicle manufacturer, a communication company, etc., a dealership of a neighboring vehicle manufacturer, a private company that provides roadside assistance, etc. are assumed.

[0113] Among the operations of the driving support device 1 according to an embodiment of the present invention configured as described above, the escape support control from the stack state when in a stack state during traveling in a bad road area will be described below with reference to FIG. 3. FIG. 3 is a flowchart showing a part of the operation of the driving support device of a vehicle according to an embodiment of the present invention and showing the escape support control from the stack state.

[0114] The operation of the driving support device 1 according to the present embodiment shown below assumes a situation where, for example, a vehicle driven by an ordinary driver (user) is traveling in a bad road area such as a snow road, a forest road, or a campsite during leisure use and an unintended stack occurs.

[0115] In this case, first, it is assumed that the vehicle equipped with the driving support device 1 according to the present embodiment is traveling forward on a road or the like. Here, the case of "road or the like" includes not only general public roads and private roads but also areas other than general roads within public or private sites such as a campsite or a riverbed. And when the vehicle is traveling, the driving support device 1 according to the present embodiment mounted on the vehicle is in an activated state.

[0116] When the vehicle is in this state, in step S1 of FIG. 3, the control unit 14 executes a surrounding environment and vehicle state recognition process to acquire surrounding environment information and vehicle state information of the vehicle based on output data from the camera unit 10 and various sensors (36 to 40) and the like. This surrounding environment and vehicle state recognition process is continuously executed while the driving support device 1 of the vehicle is in an activated state.

[0117] In step S2, the stack determination unit 15 of the control unit 14 determines whether a stack has occurred, that is, whether the vehicle has entered a stacked state, based on various information obtained in the process of step S1 described above. Here, as described above, the occurrence of a stack is determined by checking wheel spin, changes in vehicle position, etc. based on vehicle state information.

[0118] If it is determined in the process of step S2 that a stack has occurred, the process proceeds to step S3. If it is determined that no stack has occurred, the process returns to the process of step S1 described above, and the subsequent processes are repeated.

[0119] In step S3, the stack determination unit 15 of the control unit 14 performs a stack level determination process. The stack level determination process is as described above.

[0120] Subsequently, in step S4, the control unit 14 checks whether an operation selection instruction for performing an escape operation from the stacked state manually has occurred. This operation selection instruction is made by the driver (user) operating a predetermined operation member included in the HMI 31 according to his or her own will. Here, if an on signal for a manual operation for escape is confirmed, a series of processes are terminated (end). If an on signal for a manual operation for escape is not confirmed, the process proceeds to the process of step S5.

[0121] In step S5, the control unit 14 checks whether the determination result of the stack level in the process of step S3 described above is between 1 and 3. Here, if the determination result of the stack level is between 1 and 3, the process proceeds to step S6. Also, if the determination result of the stack level is 4 or 5, the process proceeds to step S7.

[0122] In step S7, the control unit 14 outputs an escape operation instruction corresponding to stack level 4 or 5 according to the stack level.

[0123] Next, in step S8, the control unit 14 performs control processing of each component unit according to an operation instruction by the driver (user) (user operation control processing). Then, the process proceeds to step S9.

[0124] On the other hand, in the process of step S5 described above, when the determination result of the stack level is between 1 and 3 and the process proceeds to step S6, in this step S6, the first escape assistance control unit 16 of the control unit 14 executes predetermined automatic escape control processing corresponding to stack levels 1 to 3 respectively. Then, the process proceeds to step S9.

[0125] In step S9, the stack determination unit 15 of the control unit 14 checks whether it has escaped from the stack state. Here, the check of whether it has escaped from the stack state is a stack state determination performed based on the vehicle state information acquired by the vehicle state recognition device. Here, for example, when the movement of the vehicle is confirmed, it can be estimated that it has escaped from the stack state.

[0126] In the process of step S9, if it is confirmed that the vehicle has escaped from the stack state, a series of processes are terminated (end). Also, if it is not confirmed that the vehicle has escaped from the stack state, the process proceeds to the next step S10.

[0127] In step S10, the second escape assistance control unit 17 of the control unit 14 further executes output control of another escape operation instruction, which is a different third escape assistance control. Here, the other escape operation instruction is as described above.

[0128] In step S11, the control unit 14 performs control processing of each component unit according to an operation instruction by the driver (user) (user operation control processing). Then, the process proceeds to the processing of step S12.

[0129] In step S12, the stack determination unit 15 of the control unit 14 checks whether or not it has escaped from the stack state. Here, if it is confirmed that the escape from the stack state has occurred, a series of processes are terminated (end). If it is not confirmed that the escape from the stack state has occurred, the process proceeds to the processing of the next step S13.

[0130] In step S13, the control unit 14 communicates with a predetermined external organization (external system) through the in-vehicle communication unit 20 and executes rescue support request processing.

[0131] Subsequently, in step S12, the control unit 14 executes transmission processing of the surrounding environment information and vehicle state information of the current vehicle. Then, a series of processes are terminated (end). The driver (user) may just wait for rescue support.

[0132] As described above, according to the above-described embodiment, when the vehicle is traveling in a bad road area, it is determined whether or not a stack state has occurred. If it is confirmed that the stack state has occurred, the stack level is further determined. Then, according to the determined stack level, running control for escaping from the stack state is automatically performed.

[0133] Here, when the stack level is relatively low, the first escape assistance control (automatic escape control) from the stack state is automatically executed. When the stack level is severe, the second escape assistance control (output control of an escape operation instruction) from the stack state is executed.

[0134] With such driving support control, for example, even if the driver (user) does not have knowledge of a specific operation method for stack escape as knowledge, an appropriate operation for stack escape can be performed.

[0135] Therefore, when in a stack state, regardless of the stack level, the possibility of always being able to easily and quickly escape from the stack state is ensured. At the same time, the driver (user) can wipe out the sense of uneasiness caused by the occurrence of the stack state and can obtain a sense of security that the stack state can be easily eliminated and escaped.

[0136] In addition, even if escape from the stack state cannot be achieved by the first escape support control and the second escape support control, it is possible to receive another escape operation instruction as the third escape support control. Thereby, the possibility of escape from the stack state of the vehicle can be ensured more widely.

[0137] And if escape from the stack state cannot be achieved even by the third escape support control, a rescue support request by communication with an external organization (external system) is made. Thereby, the driver (user) can obtain a further sense of security.

[0138] Also, in the second escape support control, if a reference video corresponding to the stack pattern is prepared, the driver (user) can understand the escape operation instruction more clearly by viewing the reference video, so that more reliable, quick and safe driving support can be provided.

[0139] In addition, in this embodiment, in the flowchart of FIG. 3, when an on signal for manual operation is confirmed in the process of step S4 described above, since the driver (user) desires to drive by manual operation, a series of processes are immediately terminated. However, it is not limited to such processing.

[0140] For example, when an on signal for a manual operation is confirmed in the process of step S4, subsequently, a determination process may be performed to determine whether to display a notification of an escape operation instruction. Here, when the driver (user) selects to desire the display of the escape operation instruction, a predetermined escape operation instruction corresponding to the stack level is performed by the second escape support control unit 17. The operation at this time is substantially the same as the process of step S8, but in this case, further, the escape operation instructions corresponding to stack levels 1 to 3 are included.

[0141] The present invention is not limited to the above-described embodiments, and it goes without saying that various modifications and applications can be implemented without departing from the gist of the invention. Further, the above embodiments include inventions at various stages, and various inventions can be extracted by appropriately combining a plurality of disclosed constituent elements. For example, even if some constituent elements are deleted from all the constituent elements shown in the above embodiment, if the problem to be solved by the invention can be solved and the effects of the invention can be obtained, the configuration from which these constituent elements are deleted can be extracted as an invention. Further, constituent elements from different embodiments may be appropriately combined. This invention is not restricted by a specific embodiment thereof except as limited by the appended claims.

Explanation of Reference Numerals

[0142] 1…Travel support device 10…Camera unit 11…Stereo camera 11a…Main camera 11b…Sub camera 12…Image processing unit (IPU) 13…Image recognition unit 14…Control unit 15…Stack determination unit 16…First escape support control unit 17…Second escape support control unit 20…In-vehicle communication unit (DCM) 21…Cockpit control unit (CP_ECU) 22… Engine Control Unit (E / G_ECU) 23… Transmission Control Unit (T / M_ECU) 24… Brake Control Unit (BK_ECU) 25… Power Steering Control Unit (PS_ECU) 31… Human Machine Interface (HMI) 31a… Notification device 32… Throttle actuator 32a… Accelerator sensor 33… Hydraulic control circuit 34… Brake actuator 35… Electric power steering motor 35a… Steering angle sensor 36… Locator unit 36a… GNSS sensor 36b… Road map DB 37… In-vehicle radar device 38… Rear sensor 39… Tilt angle sensor 40… Wheel speed sensor 50… Information center 51… Call center 52… External server

Claims

1. A vehicle driving support device for assisting in escaping from a stacked state, comprising: a surrounding environment recognition device that acquires surrounding environment information of the vehicle; a vehicle state recognition device that acquires vehicle state information of the vehicle; a notification device that notifies a predetermined piece of information to a driver of the vehicle; a control unit that performs driving control of the vehicle; The control unit includes: a stack determination unit that determines whether the vehicle is in a stacked state based on the vehicle state information, and further determines a stack level when it is determined that the vehicle is in a stacked state; a first escape support control unit that executes automatic escape control from the stacked state of the vehicle; a second escape support control unit that performs output control of escape operation instruction information from the stacked state of the vehicle to the notification device; The vehicle driving support device is characterized in that the control unit executes control by either the first escape support control unit or the second escape support control unit according to the stack level.

2. The vehicle driving support device according to claim 1, wherein when the stacked state continues even after control execution by either the first escape support control unit or the second escape support control unit, the second escape support control unit further performs output control of different escape operation instruction information to the notification device.

3. The vehicle driving support device according to claim 2, further comprising an in-vehicle communication unit that performs mutual communication with an external system, wherein when the stacked state continues even after the output control of the different escape operation instruction information to the notification device by the second escape support control unit, the control unit uses the in-vehicle communication unit to perform mutual communication with the external system, transmits a rescue support request, and transmits the surrounding environment information and the vehicle state information of the vehicle to the external system.

4. The vehicle driving support device according to claim 1, further comprising an operation member that cancels the start of execution of the automatic escape control by the first escape support control unit, wherein the control unit performs output control of the escape operation instruction information to the notification device by the second escape support control unit regardless of the determination result of the stack level. ​ ​ ​ ​

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