Drive supporting device for vehicle

Abstract

To reduce an unnecessary avoidance control for an obstacle even when an obstacle is detected ahead of the own vehicle.SOLUTION: A drive supporting device for a vehicle comprises a drive supporting control unit that performs drive supporting when the own vehicle is traveling. The drive supporting control unit recognizes an obstacle on a road based on travel environment information acquired by a travel environment information acquisition unit; calculates a dimension of the obstacle based on the information of the obstacle; and when determining that the own vehicle can cross the obstacle based on the calculated dimension of the obstacle, the drive supporting control unit aligns a center of the own vehicle along a vehicle width direction directly against the obstacle.SELECTED DRAWING: Figure 5B

Description

Technical Field

[0001] The present invention relates to a driving support device for a vehicle.

Background Art

[0002] Conventionally, various driving support devices have been proposed to reduce the burden on the driver and enable comfortable and safe driving. As this type of driving support control, following inter-vehicle distance control (ACC: Adaptive Cruise Control), lane keeping (ALK: Active Lane Keep) control, lane departure prevention (LDP: Lane Departure Prevention) control, etc. are known.

[0003] Also, a driving support control for avoiding an obstacle when an obstacle is detected on the road in front of the host vehicle is known. For example, the driving support device disclosed in Patent Document 1 (Japanese Patent Application Laid-Open No. 2022-46343) has an abnormality detection unit, an avoidance determination unit, and a passage determination unit.

[0004] In Patent Document 1, when an obstacle is detected in front of the host vehicle by the abnormality detection unit, first, the avoidance determination unit determines whether the host vehicle can avoid the obstacle. When the avoidance determination unit determines that it is difficult to avoid the obstacle, the passage determination unit determines whether the host vehicle can pass over the obstacle. When the avoidance determination unit determines that the host vehicle can pass over the obstacle, the driving support device notifies the driver that the host vehicle will pass over the obstacle. On the other hand, when the avoidance determination unit determines that it is difficult for the host vehicle to pass over the obstacle, it notifies the driver to stop the host vehicle.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0006] In the technology disclosed in Patent Document 1 described above, when an obstacle is detected in front of the host vehicle, first, it is always determined whether the obstacle can be avoided. And when the host vehicle can avoid the obstacle, steering control is performed to move the host vehicle to another travel lane.

[0007] However, when the avoidance control is executed even though the driver determines that the host vehicle can clearly pass over the obstacle, the driver will feel uncomfortable. Also, there is a disadvantage that the running stability is impaired due to unnecessary avoidance control for the obstacle.

[0008] An object of the present invention is to provide a vehicle driving support device capable of reducing the discomfort given to the driver and obtaining good running stability by reducing unnecessary avoidance control for an obstacle even when an obstacle is detected in front of the host vehicle.

Means for Solving the Problems

[0009] The vehicle driving support device according to the present invention includes a driving environment information acquisition unit that acquires driving environment information in front of the host vehicle, and a driving support control unit that performs driving support during the running of the host vehicle. The driving support control unit includes an obstacle recognition unit that recognizes an obstacle on the road based on the driving environment information acquired by the driving environment information acquisition unit, an obstacle size calculation unit that calculates the size of the recognized obstacle based on the information of the recognized obstacle when the obstacle is recognized by the obstacle recognition unit, a passable determination unit that determines whether the host vehicle can pass over the obstacle based on the size of the obstacle calculated by the obstacle size calculation unit, and a host vehicle lateral position control unit that aligns the center in the vehicle width direction of the host vehicle with the obstacle when the passable determination unit determines that the host vehicle can pass over the obstacle.

Effects of the Invention

[0010] According to the present invention, when a driving support control unit that performs driving support during the running of a host vehicle recognizes an obstacle on the road based on the running environment information acquired by a running environment information acquisition unit, the size of the obstacle is calculated, and based on the calculated size, it is determined whether the host vehicle can pass over the obstacle. When it is determined that passing is possible, control is performed to make the center of the vehicle width direction of the host vehicle face the obstacle directly. Therefore, even when an obstacle is detected in front of the host vehicle, unnecessary avoidance control with respect to the obstacle can be reduced. As a result, the discomfort given to the driver is reduced, and good running stability can be obtained.

Brief Description of the Drawings

[0011]

Figure 1

Figure 2

Figure 3A

Figure 3B

Figure 4

Figure 5A

Figure 5B

Figure 6

Figure 7

Figure 8A

Figure 8B

Figure 9

Embodiments for Carrying Out the Invention

[0012] Hereinafter, an embodiment of the present invention will be described based on the drawings.

[0013] [First Embodiment] The first embodiment of the present invention is shown in FIGS. 1 to 8B. As shown in FIGS. 1 and 2, front wheels Ft are provided on the left and right sides of the front part of the host vehicle M. Rear wheels Rt are provided on the left and right sides of the rear part of the host vehicle M. Further, a front bumper 1 is provided at the front end of the host vehicle M. This front bumper 1 has a bumper fascia 1a on its surface. This bumper fascia 1a functions as a part of the shape of the front end face of the vehicle body.

[0014] As shown in FIG. 1, in this embodiment, the bottom surface 1b of the bumper fascia 1a is at the lowest ground clearance HM. Also, the narrower one of the intervals between the inner sidewalls of the tires provided on the left and right front wheels Ft and the intervals between the inner sidewalls of the tires provided on the left and right rear wheels Rt is the minimum tire width WM. Note that the host vehicle M is a four-wheel drive vehicle or a rear-wheel drive vehicle.

[0015] As shown in FIG. 2, the underfloor at the center in the vehicle width direction of the host vehicle M is covered with an under cover 2. The surface of this under cover 2 facing the road surface is formed to be substantially flat. By this under cover 2, the air resistance received by the host vehicle M during traveling is reduced. The under cover 2 is composed of a front under cover 3, a middle under cover 4, and a rear under cover 5.

[0016] The front under cover 3 covers the lower surface of a power unit room 6 formed at the front part of the vehicle body. A trapezoidal notch 3a is formed at the center in the vehicle width direction at the rear end of the front under cover 3.

[0017] The power unit room 6 houses a power unit, a suspension system (both not shown), etc. The power unit is composed of at least one of an engine and an electric motor. Note that in this embodiment, an engine is exemplified as the power unit. Therefore, hereinafter, the power unit will be described as an engine.

[0018] The middle and cover 4 covers the floor panel 7 that forms the floor surface of the passenger compartment. The front part of the floor panel 7 is integrated with the lower part of the toe board 8. The power unit room 6 and the passenger compartment are partitioned by this toe board 8. Also, the rear part of the floor panel 7 is raised in front of the seating surface of the rear seat and is integrated with the front part of the rear floor panel 9.

[0019] The front end of the floor tunnel 7a is opened to the power unit room 6. The rear part of the floor tunnel 7a is opened to the front part of the rear floor panel 9. The fuel tank 10 is arranged on the lower surface on the front side of the rear floor panel 9. A saddle part 10a is formed at the center in the vehicle width direction of this fuel tank 10. The fuel tank 10 has tank parts (not shown) formed on the left and right sides with the saddle part 10a in between. The saddle part 10a is continuous with the floor tunnel 7a.

[0020] A pair of middle and covers 4 are arranged on the left and right sides with the floor tunnel 7a in between. The edge part 7b of the floor panel 7 is exposed between the opposing surfaces of the left and right middle and covers 4 and the floor tunnel 7a.

[0021] Also, a pair of rear and covers 5 are arranged on the left and right sides with the saddle part 10a of the fuel tank 10 in between. The bottom surfaces of the left and right tank parts (not shown) are covered by this rear and cover 5.

[0022] Each of the under covers 3 to 5 is made of resin. The peripheral edge of the front under cover 3 is fixed to a frame (not shown) arranged at the lower part of the power unit room 6 via fixing members such as bolts and clips. Also, the peripheral edge of the middle under cover 4 is fixed to the floor panel 7 via fixing members. Furthermore, the peripheral edge of the rear under cover 5 is fixed to the rear floor panel 9 via fixing members.

[0023] The transmission 11 is connected to the rear part of the engine. This transmission 11 is disposed from the rear part of the power unit room 6 to the front part of the floor tunnel 7a. A propeller shaft 11a extending rearward from the rear end of the transmission 11 is disposed in the floor tunnel 7a. Further, an exhaust pipe 12 extending rearward from the engine is disposed in this floor tunnel 7a. A catalytic converter 13 is interposed in the middle of this exhaust pipe 12. The rear end of the exhaust pipe 12 is connected to the muffler 14. Further, a tail pipe 15 is connected to the rear end of this muffler 14.

[0024] Reference numeral 21 denotes a front under guard. As shown in FIG. 3A, the front under guard 21 includes a main body (guard main body) 22 and a damper 23. The guard main body 22 is a rectangular flat plate. The tip portion 22a of this guard main body 22 is bent obliquely upward in the front. This guard main body 22 is made of a thin light metal plate. Examples of the light metal material include aluminum alloy and thin steel plate.

[0025] As shown in FIG. 2, the front portion of this guard main body 22 faces a notch 3a formed in the front under cover 3. Further, the rear side of the guard main body 22 is between a pair of middle under covers 4 and faces the lower part of the floor tunnel 7a. With this guard main body 22, the rear part of the power unit room 6 to the front part of the floor tunnel 7a is covered.

[0026] Further, the damper 23 has an outer cylinder portion 23a, an inner cylinder portion 23b, and an elastic member 23c. This damper 23 is disposed at the four corners of the upper surface of the guard main body 22. The bottom surface of the inner cylinder portion 23b is fixed to the upper surface of the guard main body 22. The upper surface of the outer cylinder portion 23a of the damper 23 disposed at the front part of the guard main body 22 is fixed to a cross member 24 disposed at the lower part of the power unit room 6. This cross member is, for example, a suspension cross member.

[0027] Further, the upper surface of the outer cylinder portion 23a of the damper 23 disposed at the rear part of the guard main body 22 is fixed to the edge portion 7b of the floor tunnel 7a.

[0028] As shown in FIG. 3B, the outer cylinder portion 23a has a main body 23aa with an open lower end and a lid body 23ab joined to this opening portion. The lid body 23ab is formed in an annular shape. The inner cylinder portion 23b has a flange formed in its upper stage. This flange is inserted into the outer cylinder portion 23a. The inner cylinder portion 23b can move forward and backward in the vertical direction within the outer cylinder portion 23a. Also, the flange of the inner cylinder portion 23b is hooked on the lid body 23ab of the outer cylinder portion 23a, restricting downward movement.

[0029] The elastic member 23c is loaded within the outer cylinder portion 23a. The material of the elastic member 23c is foamed rubber, polymer elastomer, etc. This elastic member 23c has a deformation groove formed on its outer periphery. When the upper surface of the inner cylinder portion 23b rises within the outer cylinder portion 23a, the elastic member 23c is compressed and deformed, generating a resistance force.

[0030] As shown in FIG. 3B, the maximum upward stroke ΔH of the guard body 22 due to the compression deformation of the elastic member 23c is set slightly below the bottom surface of the middle and cover 4 with reference to the state of FIG. 3B where the inner cylinder portion 23b is located at the lower end. Also, as shown in FIG. 1, in the state where the inner cylinder portion 23b is located at the lower end, the lower surface of the guard body 22 is slightly above the bottom surface 1b of the bumper fascia 1a.

[0031] Furthermore, the vehicle M is equipped with a driving support device 31 as shown in FIG. 4. This driving support device 31 has a driving support control unit 32 as a driving support control section. The driving support control unit 32 and the forward driving environment recognition section 33d of the camera unit 33 described later are composed of a microcontroller or the like including a CPU, a RAM, a ROM, a rewritable non-volatile memory (flash memory or EEPROM), and peripheral devices. The RAM is provided as a work area for the CPU, and various data in the CPU are temporarily stored. Also, programs and fixed data necessary for the CPU to execute each process are stored in the ROM. Note that the CPU is also called an MPU (Microprocessor) or a processor. Alternatively, a GPU (Graphics Processing Unit) or a GSP (Graph Streaming Processor) may be used instead of the CPU. Or, the CPU, the GPU, and the GSP may be selectively combined and used.

[0032] On the input side of the driving support control unit 32, a camera unit 33 as a driving environment information acquisition section, a vehicle speed sensor 34, a rear side sensor 35, and a contact sensor 36 as a contact detection section are connected.

[0033] The camera unit 33 includes a stereo camera composed of a main camera 33a and a sub-camera 33b, an image processing unit (IPU) 33c, and a forward driving environment recognition section 33d. As shown in FIG. 1, the camera unit 33 is fixed to the upper center of the front part of the vehicle interior of the host vehicle M. The main camera 33a and the sub-camera 33b are arranged at symmetric positions with the center in the vehicle width direction in between. This camera unit 33 captures reference image data with the main camera 33a and captures comparison image data with the sub-camera 33b. Then, these two image data are subjected to predetermined image processing by the IPU 33c.

[0034] The front driving environment recognition unit 33d reads the reference image data and the comparison image data that have been image-processed by the IPU 33c, recognizes the same object in both images based on the parallax thereof, calculates the distance data (the distance from the host vehicle M to the object) using the principle of triangulation, and recognizes the front driving environment information which is the surrounding environment information in front. The recognized front driving environment information is read by the driving support control unit 32.

[0035] Note that the camera unit 33 is an example of a sensing device for recognizing the front driving environment. As long as it can recognize the front driving environment, instead of the camera unit 33, a millimeter-wave radar, a sonic radar, a LiDAR (Light Detection and Ranging), etc. may be applied. Furthermore, these may be adopted in combination with a monocular camera. Or, a monocular camera alone may also be used.

[0036] Also, the vehicle speed sensor 34 detects the vehicle speed (host vehicle speed) of the host vehicle M. This vehicle speed sensor 34 may be a wheel speed sensor that individually detects the wheel speeds of each wheel Ft, Rt. In this case, the host vehicle speed is the average value of the wheel speeds detected by each wheel speed sensor.

[0037] The rear side sensors 35 are arranged in a pair on the left and right side portions of the rear bumper. The rear side sensors 35 are cameras, millimeter-wave sensors, microwave sensors, LiDAR (Light Detection and Ranging), etc. The rear side sensors 35 acquire the driving environment information in the left and right diagonally rearward directions (for example, information on a following vehicle traveling in an adjacent lane).

[0038] The contact detection sensor 36 senses whether or not an obstacle OB on the road (see FIG. 5) has come into contact with the guard body 22 of the front under guard 21. This contact detection sensor 36 is, for example, a vertical acceleration sensor or a piezoelectric sensor that detects a change in the pressure applied to the damper 23.

[0039] On one side, a hazard lamp drive unit 41, an engine control unit 42, a brake control unit 43, a steering control unit 44, and an information device 45 are connected to the output side of the driving support control unit 32. The hazard lamp drive unit 41 blinks the hazard lamps provided on the left and right sides in front of and behind the host vehicle M. The engine control unit 42 controls the output of the engine mounted on the host vehicle M. The brake control unit 43 generates a braking force for each wheel Ft, Rt. The control of the braking force is performed by adjusting the brake hydraulic pressure supplied to the brake wheel cylinders provided for each wheel Ft, Rt.

[0040] The steering control unit 44 controls the steering angle of the front wheel Ft which is a steering wheel. The control of the steering angle is performed by driving an EPS motor provided in an electric power steering (EPS) device (not shown). Thereby, the steering of the host vehicle M during traveling is controlled.

[0041] The information device 45 notifies information prompting attention to the passengers including the driver by image display, voice, etc. This information device 45 is a monitor, a speaker, etc.

[0042] The driving support control unit 32 reads the forward driving environment information processed by the forward driving environment recognition unit 33d of the camera unit 33. The driving support control unit 32 executes ACC control, ALK control, and LDP control based on the read forward driving environment information. At the same time, the driving support control unit 32 constantly monitors the presence or absence of an obstacle OB on the host vehicle's traveling path based on the read forward driving environment information.

[0043] Then, the driving support control unit 32 checks whether the host vehicle M can cross over the obstacle OB and pass through. When the driving support control unit 32 determines that the host vehicle M can cross over the obstacle OB and pass through, it allows it to pass as it is. On the other hand, when the driving support control unit 32 determines that the host vehicle M cannot cross over the obstacle OB and pass through, it executes avoidance control.

[0044] The determination of whether the driving support control unit 32 can pass the obstacle OB is specifically performed according to the obstacle passage determination routine shown in FIGS. 5A and 5B.

[0045] The driving support control unit 32 first acquires the forward driving environment information processed by the forward driving environment recognition unit 33d of the camera unit 33 (step S1). Then, based on the acquired forward driving environment information, the driving support control unit 32 checks whether an obstacle OB is detected in front of the lane in which the host vehicle M is traveling (step S2). Note that the process in this step S2 corresponds to the obstacle recognition unit of the present invention.

[0046] The obstacle OB is checked for each frame of the captured image. The driving support control unit 32 recognizes the obstacle OB using well-known template matching processing, feature point detection processing, or the like. Alternatively, the driving support control unit 32 recognizes the obstacle OB by image analysis using artificial intelligence (AI).

[0047] As shown in FIG. 7, the possible distance (recognizable distance) Lob for recognizing the obstacle OB by the forward driving environment recognition unit 33d is about 150 to 200 [m] in front of the host vehicle M. Therefore, there is a time margin from when the driving support control unit 32 first recognizes the obstacle OB until the avoidance control is performed.

[0048] When the obstacle OB is not recognized (step S2: NO), the driving support control unit 32 exits the routine. When the obstacle OB is recognized (step S2: YES), the driving support control unit 32 calculates the dimensions of the obstacle OB (step S3). Note that the process in this step S3 corresponds to the obstacle dimension calculation unit of the present invention.

[0049] The dimensions of the obstacle OB are calculated based on the pixel pitch on the image in which the obstacle OB is captured and the distance from the host vehicle M to the obstacle OB. The calculated dimensions are the maximum height H from the road surface and the maximum width W as viewed from the front of the host vehicle M.

[0050] The height H and width W of the obstacle OB are obtained based on an image from in front of the host vehicle M projected onto the imaging device.

[0051] Next, the driving support control unit 32 compares the height H of the obstacle OB with a passable height Hml set in advance for each vehicle type (step S4). This passable height Hml is set to a value that is lower than the lowest ground clearance HM (see FIG. 1) of the host vehicle M by a predetermined height.

[0052] When H < Hml (step S4: NO), the driving support control unit 32 determines that the height H of the obstacle OB is a height that the host vehicle M can straddle and pass through, and executes the process in step S5. Also, when H ≥ Hml (step S4: YES), the driving support control unit 32 determines that the height H of the obstacle OB cannot be passed over by the host vehicle M and executes the process in step S6.

[0053] In step S5, the driving support control unit 32 compares the width W of the obstacle OB with a passable width Wml. This passable width Wml is set to a value that is shorter than the minimum tire tread width WM (see FIG. 1) of the host vehicle M by a predetermined width.

[0054] When the comparison result between the width W of the obstacle OB and the passable width Wml is W ≥ Wml (step S5: NO), the driving support control unit 32 determines that the host vehicle M cannot pass over the obstacle OB and executes the process in step S6. Also, when the comparison result between the width W of the obstacle OB and the passable width Wml is W < Wml (step S5: YES), the driving support control unit 32 determines that the host vehicle M can pass over the obstacle OB and executes the process in step S7. Note that the processes in steps S4 and S5 correspond to the passability determination unit of the present invention.

[0055] When the host vehicle M is determined to be unable to cross the obstacle OB and proceeds from step S4 or step S5 to step S6, the driving support control unit 32 executes control to avoid the obstacle OB as shown in FIG. 8B and exits the routine. This obstacle avoidance control is executed according to the obstacle avoidance control subroutine shown in FIG. 6 described later.

[0056] In step S7, the driving support control unit 32 obtains the deviation width in the lateral direction between the position of the obstacle OB and the center of the vehicle width of the host vehicle M based on the acquired position information of the obstacle OB and the current position of the host vehicle M. Then, the driving support control unit 32 outputs a steering command signal to the steering control unit 44 in the direction in which the deviation width in the lateral position becomes zero. Note that the processing in this step S7 corresponds to the host vehicle lateral position control unit of the present invention.

[0057] The steering control unit 44 drives the EPS motor according to the steering command signal from the driving support control unit 32 during traveling. As shown by the dashed-dotted line in FIG. 8A, the steering control unit 44 moves the host vehicle M in the direction in which the center of the vehicle width of the host vehicle M faces the obstacle OB. Under the floor at the center in the vehicle width direction of the host vehicle M, the guard body 22 of the front under guard 21 is arranged.

[0058] Thereafter, the driving support control unit 32 drives the information device 45 to inform the passengers including the driver that the host vehicle M will cross the obstacle OB ahead (step S8).

[0059] Then, when the host vehicle M is passing the obstacle OB, the driving support control unit 32 checks whether the guard body 22 of the front under guard 21 has contacted the obstacle OB (step S9). The driving support control unit 32 determines whether the obstacle OB has contacted the guard body 22 based on the acceleration change of the vibration sensed by the contact sensing sensor 36.

[0060] When the host vehicle M is traveling, when passing through unevenness or steps on the road surface, the suspension moves up and down, and the impact received from the road surface is buffered. Due to the buffering operation of this suspension, the vehicle body may sink temporarily. Therefore, even when it is determined in step S4 described above that the height H of the obstacle OB is less than the passable height Hml, due to the sinking of the vehicle body during traveling, the ground height of the guard body 22 of the front under guard 21 may become lower than the height H of the obstacle OB.

[0061] And when the driving support control unit 32 determines that the obstacle OB has come into contact with the guard body 22 (step S9: YES), it executes the process in step S10. Also, when the driving support control unit 32 determines that the obstacle OB has not come into contact with the guard body 22 (step S9: NO), it exits the routine.

[0062] When the host vehicle M passes over the obstacle OB, when the guard body 22 comes into contact with the obstacle OB, the damper 23 moves upward, and the elastic member 23c is compressed and deformed. Due to this compression deformation of the elastic member 23c, the impact when coming into contact with the obstacle OB is buffered. Also, the tip portion 22a of the guard body 22 is bent and formed obliquely upward in the front. Therefore, when the obstacle OB comes into contact with the guard body 22, this tip portion 22a serves as a guide, and the obstacle OB is guided backward. Also, the guard body 22 is made of thin plate light metal. Therefore, when the tip portion 22a of the guard body 22 comes into contact with the obstacle OB, the guard body 22 will not be damaged.

[0063] Furthermore, due to this guard body 22, the transmission 11, propeller shaft 11a, and exhaust pipe 12 arranged in the floor tunnel 7a are protected from directly interfering with the obstacle OB.

[0064] In step S10, the driving support control unit 32 drives the information device 45 to inform the passengers including the driver that the obstacle OB has come into contact with the front under guard 21, and then exits the routine.

[0065] Also, when proceeding from step S4 or from step S5 to step S6, the driving assistance control unit 32 executes the obstacle avoidance control subroutine shown in FIG. 6.

[0066] The driving assistance control unit 32 first sets the lane adjacent to the lane in which the host vehicle M is traveling as the avoidance lane. FIG. 8B illustrates a mode in which, on a two-lane road on one side, while the host vehicle M is traveling in the left lane, the driving assistance control unit 32 recognizes an obstacle OB that is difficult to avoid ahead. In this case, the driving assistance control unit 32 sets the right lane as the avoidance lane.

[0067] Then, the driving assistance control unit 32 checks whether there is a following vehicle traveling in the avoidance lane (step S11). Whether there is a following vehicle in the adjacent lane is checked based on the running environment information of the diagonally rearward obtained by the rear side sensor 35.

[0068] When it is determined that there is a following vehicle in the avoidance lane (step S11: YES), the driving assistance control unit 32 causes the process of step S12 to be executed. Also, when it is determined that there is no following vehicle in the avoidance lane (step S11: NO), the driving assistance control unit 32 causes the process of step S18 to be executed.

[0069] In step S12, the driving assistance control unit 32 outputs an ON signal to the hazard lamp drive unit 41. Then, the hazard lamp drive unit 41 blinks the hazard lamp to indicate to the following vehicle traveling in the host vehicle's driving lane that it should decelerate. After that, deceleration control is executed (step S13).

[0070] When performing deceleration control, the driving support control unit 32 calculates a target deceleration (negative target acceleration) for the host vehicle M to stop in front of the obstacle OB. This target deceleration may be calculated, for example, based on the well-known time to collision (TTC). This time to collision (TTC) is calculated from the following equation based on the distance D [m] from the host vehicle M to the obstacle OB obtained based on the forward driving environment information (see FIG. 8B) and the host vehicle speed V [Km / h] detected by the vehicle speed sensor 34. TTC = D / V

[0071] Then, the driving support control unit 32 outputs a drive signal corresponding to this target deceleration to the brake control unit 43. The brake control unit 43 supplies the brake hydraulic pressure corresponding to the drive signal from the driving support control unit 32 to the brake wheel cylinders provided for each wheel Ft, Rt. The brake wheel cylinders of each wheel Ft, Rt generate a braking force on each wheel Ft, Rt by the supplied brake hydraulic pressure to decelerate the host vehicle M.

[0072] Meanwhile, the driving support control unit 32 checks whether the following vehicle traveling in the avoidance lane has passed the host vehicle M (step S14). And when the driving support control unit 32 determines that the following vehicle traveling in the avoidance lane has not yet passed the host vehicle M (step S14: NO), it executes the process of step S13. Also, when the driving support control unit 32 determines that the following vehicle traveling in the avoidance lane has passed the host vehicle M (step S14: YES), it executes the process of step S15.

[0073] In step S15, the driving support control unit 32 checks whether a new following vehicle has been recognized in the avoidance lane. Whether a new following vehicle has been recognized is checked based on the running environment information in the obliquely rearward direction obtained by the rear side sensor 35.

[0074] When the driving support control unit 32 determines that a new following vehicle has been recognized in the avoidance lane (step S15: YES), it executes the process of step S13. Also, when the driving support control unit 32 determines that no new following vehicle has been recognized in the avoidance lane (step S15: NO), it executes the process of step S16.

[0075] In step S16, the driving support control unit 32 compares the collision margin time TTC with a preset non-avoidable time So. Then, when TTC≥So (step S16: YES), the driving support control unit 32 determines that the host vehicle M can avoid the obstacle OB and executes the process of step S17. Also, when TTC<So (step S16: NO), the driving support control unit 32 determines that the host vehicle M has difficulty avoiding the obstacle OB and executes the process of step S19.

[0076] In step S17, the driving support control unit 32 outputs an OFF signal to the hazard lamp drive unit 41, and then causes the process of step S18 to be executed. The hazard lamp drive unit 41 that has received the OFF signal from the driving support control unit 32 turns off the hazard lamp.

[0077] Then, when proceeding from step S11 or from step S17 to step S18, the driving support control unit 32 executes well-known automatic lane change (ALC) control and exits the routine. Since this ALC control is a technique already known in Japanese Patent Application Laid-Open No. 2020-196292 etc. previously filed by the present applicant, the description here is omitted.

[0078] Also, in step S19, since the driving support control unit 32 determines that it is difficult to avoid the obstacle OB, it stops the host vehicle and ends the routine. As a result, the driving support control of the host vehicle M by the driving support control unit 32 is stopped, and the driving of the host vehicle M is transitioned to manual driving.

[0079] As described above, according to this embodiment, when the height H and width W of the obstacle OB recognized in front of the host vehicle M are equal to or less than the passable height Hml and passable width Wml set for each vehicle type, the driving support control unit 32 causes the host vehicle M to pass over the obstacle OB. As a result, the frequency of avoidance control for the obstacle OB that the driver considers unnecessary can be reduced. As a result, the discomfort given to the driver is reduced, and good driving stability can be obtained.

[0080] Further, when the host vehicle M passes over the obstacle OB, the driving support control unit 32 performs steering control so that the center in the vehicle width direction of the host vehicle M faces the obstacle OB directly. The floor under the center in the vehicle width direction of the host vehicle M is covered with the guard body 22 of the light metal front under guard 21. Therefore, when the host vehicle M passes over the obstacle OB, even if the vehicle body temporarily sinks and approaches the floor tunnel 7a side, the obstacle OB only contacts the guard body 22. As a result, the transmission 11, propeller shaft 11a, and exhaust pipe 12 arranged in the floor tunnel 7a do not contact the obstacle OB and are effectively protected.

[0081] Furthermore, this guard body 22 is supported by the floor panel 7 via a damper 23. Therefore, the impact when the guard body 22 contacts the obstacle OB is buffered by the operation of the damper 23. Therefore, the shock wave propagated to the vehicle body is greatly attenuated, and the discomfort given to the occupants can be reduced.

[0082] [Second Embodiment] FIG. 9 shows a second embodiment of the present invention. In this embodiment, a rear under guard 25 is arranged at the rear end of the front under guard 21 provided on the host vehicle M of the first embodiment. The rear under guard 25 includes a guard body 26 and a damper 23. The damper 23 has the same configuration as that of the first embodiment.

[0083] The guard body 26 is a rectangular flat plate. This guard body 26 is made of thin sheet light metal. This guard body 26 is disposed at the lower part on the rear side of the floor tunnel 7a. This guard body 26 has a rectangular shape and covers the rear part side of the floor tunnel 7a. The inner cylinder parts 23b of the dampers 23 are fixedly provided at the four corners of this guard body 26. Further, the outer cylinder parts 23a of the dampers 23 are fixedly provided at the edge part 7b of the floor panel 7 continuous with the floor tunnel 7a.

[0084] When the own vehicle M straddles and passes over the obstacle OB, even if the vehicle body temporarily sinks and the rear part of the floor tunnel 7a approaches the obstacle OB, the obstacle OB only contacts the guard body 26. Therefore, the propeller shaft 11a, the exhaust pipe 12, and the catalytic converter 13 disposed at the rear part in the floor tunnel 7a do not contact the obstacle OB and are effectively protected.

[0085] Furthermore, this guard body 26 is supported by the floor panel 7 via the dampers 23. Therefore, the impact when the guard body 26 contacts the obstacle OB is buffered by the operation of the dampers 23. As a result, the shock wave propagated to the vehicle body is greatly attenuated, and the discomfort given to the passengers can be reduced.

[0086] In addition, the front under guard 21 and the rear under guard 25 of the present embodiment may be integrally formed from a single flat plate. In this case, the dampers 23 fixedly provided at positions corresponding to the joint part between the front under guard 21 and the rear under guard 25 may be provided one by one on the left and right in the vehicle width direction.

[0087] Also, in the present embodiment, needless to say, it can be applied to a front-wheel drive vehicle, a hybrid vehicle, and an electric vehicle as long as it is a vehicle in which a floor tunnel is formed.

Description of Reference Numerals

[0088] 1... Front bumper, 1a... Bumper fascia, 1b... Bottom surface, 2... Under cover, 3… Front under cover, 3a… Notch, 4… Middle under cover, 5… Rear under cover, 6… Power unit room, 7… Floor panel, 7a… Floor tunnel, 7b… Edge, 8… Toeboard, 9… Rear floor panel, 10… Fuel tank, 10a… Saddle part, 11… Transmission, 11a… Propeller shaft, 12… Exhaust pipe, 13… Catalytic converter, 14… Muffler, 15… Tail pipe, 21… Front under guard, 22… Guard body, 22a… Tip part, 23… Damper, 23a… Outer cylinder part, 23aa… Main body, 23ab… Cover body, 23b… Inner cylinder part, 23c… Elastic member, 24… Cross member, 25… Rear under guard, 26… Guard body, 31… Driving support device, 32… Driving support control unit, 33… Camera unit, 33a… Main camera, 33b… Sub camera, 33c… Image processing unit, 33d… Front driving environment recognition part, 34… Vehicle speed sensor, 35… Rear side sensor, 36… Contact sensing sensor, 41… Hazard lamp drive part, 42… Engine control part, 43… Brake control part, 44… Steering control part, 45… Information device, D… Distance, Ft… Front wheel, HM… Minimum ground clearance, Lob… Recognizable distance, M… Own vehicle, OB… Obstacle, Rt… Rear wheel, So… Unavoidable time, TTC… Time to collision, V… Own vehicle speed, W… (Obstacle's) width, WM… Minimum tire - to - tire width, Wml… Passable width, ΔH… Maximum stroke

Claims

1. A driving environment information acquisition unit that acquires driving environment information in front of the host vehicle, A driving support control unit that performs driving support during the driving of the host vehicle and comprising, The driving support control unit, An obstacle recognition unit that recognizes an obstacle on the road based on the driving environment information acquired by the driving environment information acquisition unit, When the obstacle is recognized by the obstacle recognition unit, an obstacle size calculation unit that calculates the size of the recognized obstacle based on the information of the recognized obstacle, Based on the size of the obstacle calculated by the obstacle size calculation unit, a passability determination unit that determines whether the host vehicle can pass over the obstacle, When the passability determination unit determines that the host vehicle can pass over the obstacle, a host vehicle lateral position control unit that aligns the center in the vehicle width direction of the host vehicle with the obstacle A driving support device for a vehicle, characterized in that it comprises.

2. An underguard is arranged under the floor at the center in the vehicle width direction of the host vehicle The driving support device for a vehicle according to claim 1, characterized in that.

3. The underguard has a guard body and a damper, The underguard is supported by a floor panel via the damper The driving support device for a vehicle according to claim 2, characterized in that.

4. The underguard is either a front underguard that covers the front part of a floor tunnel formed in the floor panel or a rear underguard that covers the front underguard and the rear part of the floor tunnel The driving support device for a vehicle according to claim 3, characterized in that.

5. A contact sensing unit that detects vibrations when the obstacle contacts the underguard, An information device that outputs information prompting the occupant to pay attention and having, When the contact sensing unit senses the contact of the obstacle, the driving support control unit outputs contact information via the information device The driving support device for a vehicle according to any one of claims 2 to 4, characterized in that.

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