Travel control device

Abstract

To provide a travel control device which can improve safety even when an obstacle exists between a towing vehicle and a towed vehicle in a state that the towed vehicle is connected to the towing vehicle.SOLUTION: A travel control device is provided with: an acquisition unit that acquires periphery monitoring information for a connection region between a towing vehicle and a towed vehicle in a state in which the towing vehicle and the towed vehicle are connected; a determination unit that determines whether or not an obstacle is present in the connection region; and at least one of a warning control unit that, when an obstacle is present in the connection region, generates and outputs warning information, and a control unit that controls a braking force of the towing vehicle to stop movement of the towing vehicle.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] An embodiment of the present invention relates to a cruise control device. [Background technology]

[0002] Conventionally, a towed vehicle (trailer) is known that is swivelably coupled to the rear of a towing vehicle (tractor) and towed. When the towing vehicle is not coupled to a towed vehicle, the driver of the towing vehicle can back up while checking the rear by looking through the side mirrors or viewing images captured by an imaging unit (camera) installed at the rear of the towing vehicle on a display device in the driver's seat. However, when the towing vehicle is coupled to a towed vehicle, the towed vehicle may obstruct the visibility area of ​​the side mirrors or the imaging area of ​​the imaging unit, resulting in a blind spot. Therefore, a technology has been proposed that improves rear visibility when backing up by using a saved image and a current image to fill in the blind spot and display it on a display device. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Publication No. 2019-87875 Summary of the Invention [Problem to be solved by the invention]

[0004] However, when driving with a towed vehicle coupled, compared to when the towed vehicle is not coupled, driving operations become more complicated, and there is a risk that the driver will be distracted by the state of the towed vehicle and lose focus on the driving operation.The above prior art documents mention the blind spot created by the towed vehicle, but do not mention the area between the towing vehicle and the towed vehicle, and there is room for improvement in order to increase safety in this area as well.

[0005] Therefore, one of the objects of the present invention is to provide a driving control device that can further improve safety when an obstacle exists between the towing vehicle and the towed vehicle when the towed vehicle is connected to the towing vehicle. [Means for solving the problem]

[0006] A driving control device according to an embodiment of the present invention includes, for example, an acquisition unit that acquires peripheral monitoring information for the connection area between the towing vehicle and the towed vehicle when the towing vehicle and the towed vehicle are connected, a determination unit that determines whether or not an obstacle is present in the connection area, and at least one of an alarm control unit that generates and outputs alarm information when the obstacle is present in the connection area, and a control unit that controls the braking force of the towing vehicle to stop the movement of the towing vehicle. [Effects of the Invention]

[0007] According to the cruise control device of the embodiment of the present invention, safety can be further improved even when an obstacle exists between the towing vehicle and the towed vehicle. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is an exemplary schematic side view showing a coupled state of a towing vehicle equipped with a cruise control device according to an embodiment and a towed vehicle. [Figure 2] FIG. 2 is an exemplary schematic top view showing a coupled state of a towing vehicle equipped with a cruise control device according to an embodiment and a towed vehicle. [Figure 3] FIG. 3 is an exemplary schematic explanatory block diagram showing the configuration of a cruise control system including a cruise control device according to an embodiment. [Figure 4] FIG. 4 is an exemplary schematic block diagram illustrating a configuration realized by the CPU of the driving control device according to the embodiment. [Figure 5] FIG. 5 is an exemplary schematic side view showing a situation in which an obstacle (for example, a person) is present in the connection area in the driving control device according to the embodiment. [Figure 6] FIG. 6 is an exemplary schematic top view showing a situation in which an obstacle (for example, a person) is present in the connection area in the driving control device according to the embodiment. [Figure 7] FIG. 7 is an exemplary flowchart illustrating the first half of the driving control process performed by the driving control device according to the embodiment. [Figure 8] FIG. 8 is an exemplary flowchart illustrating the latter half of the driving control process performed by the driving control device according to the embodiment. DETAILED DESCRIPTION OF THE INVENTION

[0009] Exemplary embodiments of the present invention are disclosed below. The configurations of the embodiments described below, as well as the actions, results, and advantages brought about by the configurations, are merely examples. The present invention can be realized by configurations other than those disclosed in the following embodiments, and it is possible to obtain at least one of the various advantages based on the basic configurations and derivative advantages.

[0010] Fig. 1 is an exemplary schematic side view showing a towing vehicle 10 equipped with a cruise control device according to an embodiment and a towed vehicle 12 towed by the towing vehicle 10. In Fig. 1, the direction of arrow A is the forward direction relative to the towing vehicle 10, and the direction of arrow B is the rearward direction relative to the towing vehicle 10. Fig. 2 is an exemplary schematic top view showing the towing vehicle 10 and towed vehicle 12 shown in Fig. 1. Fig. 3 is an exemplary schematic block diagram showing the configuration of a cruise control system 100 including a cruise control device installed in the towing vehicle 10.

[0011] The towing vehicle 10 may be, for example, an automobile (internal combustion engine automobile) powered by an internal combustion engine (engine, not shown), an automobile (electric automobile, fuel cell automobile, etc.) powered by an electric motor (motor, not shown), or an automobile powered by both of these (hybrid automobile). The towing vehicle 10 may be a sport utility vehicle (SUV) as shown in FIG. 1, or a so-called "pickup truck" with a cargo bed at the rear of the vehicle. It may also be a general passenger car. The towing vehicle 10 may be equipped with various transmissions and various devices (systems, parts, etc.) required to drive the internal combustion engine or electric motor. Furthermore, the type, number, layout, etc. of devices related to the drive of the wheels 14 (front wheels 14F, rear wheels 14R) of the towing vehicle 10 may be variously configured.

[0012] A towing device 18 (hitch) for towing the towed vehicle 12 protrudes from, for example, the lower part of the center portion in the vehicle width direction of the rear bumper 10a of the towing vehicle 10. The towing device 18 is fixed to, for example, the frame of the towing vehicle 10. As an example, the towing device 18 has a hitch ball 18a that stands upright vertically (in the vehicle's up-and-down direction) and has a spherical tip. A coupler 20a provided at the tip of a connecting member 20 fixed to the towed vehicle 12 fits over this hitch ball 18a. As a result, the towing vehicle 10 and the towed vehicle 12 are connected, and the towed vehicle 12 can swing (turn) in the vehicle width direction relative to the towing vehicle 10. In other words, the hitch ball 18a transmits forward / backward and left / right movement to the towed vehicle 12 (connecting member 20) and also absorbs acceleration and deceleration power.

[0013] The towed vehicle 12 may be, for example, a box-shaped type including at least one of a passenger space, a living space, a storage space, etc., as shown in Fig. 1, or may be a bed-type vehicle for carrying cargo (e.g., a container, a boat, etc.). The towed vehicle 12 shown in Fig. 1 is a driven vehicle equipped with a pair of trailer wheels 22 as driven wheels that do not include driving wheels or steering wheels.

[0014] 1 and 2, the towing vehicle 10 is provided with a plurality of image capturing units 24, for example, four image capturing units 24a to 24d. The image capturing units 24 are digital cameras incorporating image capturing elements such as CCDs (Charge Coupled Devices) or CISs (CMOS image sensors). The image capturing units 24 can output video data (captured image data, image information) at a predetermined frame rate. Each image capturing unit 24 has a wide-angle lens or a fisheye lens and can capture images in a horizontal range of, for example, 140° to 220°. The optical axis of the image capturing unit 24 may be set to point diagonally downward. Thus, the image capturing units 24 sequentially capture images of the surrounding environment outside the towing vehicle 10, including the road surface on which the towing vehicle 10 can move and objects (obstacles such as people (pedestrians) and other vehicles), and output the images as captured image data.

[0015] The imaging unit 24a (rear imaging unit) is located, for example, on a wall below the rear hatch 10h at the rear of the towing vehicle 10. When the towing vehicle 10 is coupled to the towed vehicle 12, the imaging unit 24a can capture images of an area including the rear end (rear bumper 10a) of the towing vehicle 10, the towing device 18, the coupling member 20, and at least the front end surface 12a of the towed vehicle 12 (for example, in the side view shown in FIG. 1, the area indicated by the two-dot chain line (coupling area E (also referred to as side view coupling area E1)), the side of the towed vehicle 12, and the area behind the towed vehicle 12 viewed from the side). The image data captured by the imaging unit 24a can be used to recognize the towed vehicle 12, detect the coupling state between the towing vehicle 10 and towed vehicle 12 (for example, the coupling angle, whether or not they are coupled, etc.), and detect the presence or absence of an obstacle if one is present in the coupling area E). In this case, the coupling state and coupling angle between the towing vehicle 10 and the towed vehicle 12, as well as information on the presence or absence of obstacles, can be obtained based on the image data captured by the imaging unit 24a, which simplifies the system configuration and reduces the load on calculation and image processing. Note that when the towed vehicle 12 is not coupled, the imaging unit 24a can capture images of a wide area behind the towing vehicle 10.

[0016] Furthermore, the imaging unit 24b (left side imaging unit) is provided, for example, on the left end of the towing vehicle 10, such as the left door mirror 10b, and captures a left side image including an area centered on the left side of the towing vehicle 10 (for example, the area from the left front to the left rear). The imaging unit 24c (front imaging unit) is provided, for example, on the front side of the towing vehicle 10, i.e., the front end in the vehicle's fore-and-aft direction, such as the front grille 10c or front bumper, and captures a front image including the area in front of the towing vehicle 10. The imaging unit 24d (right side imaging unit) is provided, for example, on the right end of the towing vehicle 10, such as the right door mirror 10d, and captures a right side image including an area centered on the right side of the towing vehicle 10 (for example, the area from the right front to the right rear). The captured image data obtained by the multiple imaging units 24 can be subjected to arithmetic processing and image processing to create an image with a wider field of view or a virtual bird's-eye view image (planar image) of the towing vehicle 10 viewed from above.

[0017] As illustrated in FIGS. 1 and 2, the towing vehicle 10 is provided with multiple distance measurement units 16, 17, such as four distance measurement units 16a-16d and eight distance measurement units 17a-17h. The distance measurement units 16, 17 are, for example, sonars that emit ultrasonic waves and capture the reflected waves. Sonars may also be referred to as sonar sensors or ultrasonic detectors. The ECU 36 (described later) that constitutes the cruise control device uses the detection results of the distance measurement units 16, 17 to determine the presence or absence of objects (moving objects such as people, bicycles, and other vehicles, as well as stationary objects) that may be present around the towing vehicle 10 and the distance to the objects. In other words, the distance measurement units 16, 17 are examples of detectors that detect objects. The distance measurement unit 17 is used, for example, to detect objects at a relatively short distance (for example, within about 2 m), and the distance measurement unit 16 is used, for example, to detect objects at a relatively long distance that is farther away than the distance measurement unit 17. Furthermore, the distance measuring unit 17 can be used, for example, to detect objects in front of and behind the towing vehicle 10, and the distance measuring unit 16 can be used to detect objects in the front, rear, and sides of the towing vehicle 10.

[0018] When the towed vehicle 12 is coupled to the towing vehicle 10, the distance measuring units 16a, 16b and distance measuring units 17a-17d installed at the rear of the towing vehicle 10 detect the front end surface 12a of the towed vehicle 12 and the coupling member 20 as objects. In this case, the area formed between the towing vehicle 10 and the towed vehicle 12 is called a coupling area E (for example, in the plan view shown in FIG. 2, this may also be called a planar view coupling area E2). In this case, when the towed vehicle 12 is turning relative to the towing vehicle 10, the distances from the distance measuring units 16a, 16b and distance measuring units 17a-17d to the front end surface 12a of the towed vehicle 12 and the coupling member 20 change depending on the turning state. As a result, when the front end face 12a or the connecting member 20 approaches the distance measuring units 16, 17 due to the turning of the towed vehicle 12, the distance measuring units 16a, 16b and the distance measuring units 17a-17d may detect the front end face 12a or the connecting member 20 as some object (e.g., an obstacle) other than the front end face 12a or the connecting member 20 that has entered the connecting area E. Therefore, when the towing vehicle 10 and the towed vehicle 12 are connected, if the distance measuring units 16a, 16b and the distance measuring units 17a-17d perform object detection and the detection results are used for control or the like, the presence of the front end face 12a and the connecting member 20 must be taken into consideration. Details of how the detection results of the distance measuring units 16a, 16b and the distance measuring units 17a-17d are handled will be described later.

[0019] In this embodiment, when the towing vehicle 10 and the towed vehicle 12 are connected, the connection area E (E1, E2) recognized by the imaging unit 24a and the connection area E (E1, E2) recognized by the ranging units 16a, 16b and 17a to 17d are assumed to be approximately the same.

[0020] As shown in FIG. 3 , a display device 26 and an audio output device 28 are provided within the cabin of the towing vehicle 10. The display device 26 may be, for example, an LCD (liquid crystal display) or an OELD (organic electroluminescent display). The audio output device 28 may be, for example, a speaker. The display device 26 is covered with a transparent operation input unit 30, such as a touch panel. An occupant (e.g., the driver) can view images displayed on the display screen of the display device 26 via the operation input unit 30. The occupant can perform operation input by touching, pressing, or moving the operation input unit 30 with their fingers or the like at positions corresponding to the images displayed on the display screen of the display device 26. The display device 26, audio output device 28, operation input unit 30, etc. are provided on a monitor device 32, for example, located in the center of the dashboard of the towing vehicle 10 in the vehicle width direction, i.e., the left-right direction. The monitor device 32 may have operation input units (not shown), such as switches, dials, joysticks, and push buttons. The monitor device 32 can be used as, for example, a navigation system or an audio system.

[0021] As illustrated in FIGS. 1 and 2, the towing vehicle 10 is, for example, a four-wheeled vehicle having two front wheels 14F and two rear wheels 14R. All four wheels 14 can be configured to be steerable. As shown in FIG. 3, the towing vehicle 10 has a steering system 34 that steers at least two of the wheels 14. The steering system 34 has an actuator 34a and a torque sensor 34b. The steering system 34 is electrically controlled by an ECU 36 (electronic control unit) or the like to operate the actuator 34a. The steering system 34 is, for example, an electric power steering system or a steer-by-wire (SBW) system. The steering system 34 supplements steering force by applying torque, i.e., assist torque, to the steering wheel using the actuator 34a, and steers the wheels 14 using the actuator 34a. In this case, the actuator 34a may steer, for example, the front wheels 14F, or may steer the front wheels 14F and the rear wheels 14R. The torque sensor 34b detects, for example, the torque applied to the steering wheel by the driver.

[0022] 3, in the cruise control system 100 (cruise control device), in addition to the ECU 36, the monitor device 32, the steering system 34, etc., an acceleration system 37, a braking system 38, a gear change system 39, a steering angle sensor 40, a wheel speed sensor 46, distance measurement units (distance measurement sensors) 16 and 17, etc. are electrically connected via an in-vehicle network 48 serving as an electrical communication line. The in-vehicle network 48 is configured as, for example, a CAN (controller area network). The ECU 36 can control the steering system 34, the acceleration system 37, the braking system 38, the gear change system 39, etc. by sending control signals via the in-vehicle network 48. The ECU 36 can also receive detection results from the torque sensor 34b, the accelerator sensor 37b, the brake sensor 38b, the shift sensor 39b, the steering angle sensor 40, the wheel speed sensor 46, the distance measurement units (distance measurement sensors) 16 and 17, etc., as well as operation signals from the operation input unit 30, etc., via the in-vehicle network 48.

[0023] The ECU 36 includes, for example, a central processing unit (CPU) 36a, a read only memory (ROM) 36b, a random access memory (RAM) 36c, a display control unit 36d, an audio control unit 36e, and a solid state drive (SSD, flash memory) 36f. The CPU 36a reads out a program stored (installed) in a nonvolatile storage device such as the ROM 36b, and executes arithmetic processing in accordance with the program. The CPU 36a executes, for example, image processing related to images displayed on the display device 26. For example, the CPU 36a executes arithmetic processing and image processing on image data captured by the imaging unit 24 to generate a peripheral image (for example, a bird's-eye view image).

[0024] The RAM 36c temporarily stores various data used in the calculations performed by the CPU 36a. The display control unit 36d mainly executes the synthesis of image data to be displayed on the display device 26, among the calculations performed by the ECU 36. The audio control unit 36e mainly executes the processing of audio data to be output by the audio output device 28, among the calculations performed by the ECU 36. The SSD 36f is a rewritable nonvolatile storage unit that can store data even when the power to the ECU 36 is turned off. The CPU 36a, ROM 36b, RAM 36c, etc. may be integrated in the same package. The ECU 36 may be configured to use another logic calculation processor, such as a DSP (digital signal processor), a logic circuit, etc., instead of the CPU 36a. The SSD 36f may be replaced by a hard disk drive (HDD), or the SSD 36f and HDD may be provided separately from the ECU 36.

[0025] The acceleration system 37 is an internal combustion engine (engine) system or a motor system serving as a drive source. The accelerator sensor 37b is a displacement sensor that detects the position of the accelerator pedal and transmits the detection result to the ECU 36. The acceleration system 37 controls the actuator 37a in accordance with the driver's desired operation amount (e.g., accelerator pedal depression amount) detected by the accelerator sensor 37b, thereby controlling the engine fuel injection amount, intake air amount, and motor output value, thereby increasing or decreasing the speed of the towing vehicle 10.

[0026] The brake system 38 may be, for example, an anti-lock brake system (ABS) that prevents the brakes from locking, an electronic stability control (ESC) that prevents the towing vehicle 10 from skidding when cornering, an electric brake system that increases braking force (performing brake assist), or a brake-by-wire (BBW) system. The brake system 38 applies braking force to the wheels 14 and ultimately the towing vehicle 10 via an actuator 38a. The brake system 38 can also detect signs of brake lock, freewheeling of the wheels 14, skidding, etc. from the difference in rotation between the left and right wheels 14, and execute various controls. The brake sensor 38b is, for example, a sensor that detects the position of a movable part of the brake pedal.

[0027] The transmission system 39 drives the actuator 39a in response to the detection results detected by the shift sensor 39b, changing the gear meshing state and controlling the gear ratio of the towing vehicle 10 and switching between forward travel, reverse travel, and parking functions. The shift sensor 39b is a sensor that detects the position of the movable parts (bar, arm, button, etc.) of the transmission operating unit and transmits the detection results to the ECU 36. Under the control of the ECU 36, the transmission system 39 can also control the gear ratio, etc., regardless of the operating position of the transmission operating unit, so as to achieve appropriate fuel economy.

[0028] The steering angle sensor 40 is a sensor that detects, for example, the amount of steering of the steering wheel. The ECU 36 acquires from the steering angle sensor 40 the amount of steering of the steering wheel by the driver, the amount of steering of each wheel 14 during automatic steering, and the like, and executes various controls. The wheel speed sensor 46 is a sensor that detects the amount of rotation of the wheel 14 and the number of rotations per unit time. The wheel speed sensor 46 outputs a wheel speed pulse number that indicates the detected number of rotations as a sensor value. The ECU 36 calculates the amount of movement of the towing vehicle 10 and executes various controls based on the sensor values ​​acquired from the wheel speed sensor 46.

[0029] As described above, distance measurement units (distance measurement sensors) 16, 17 are sensors that detect the distance to objects present around the towing vehicle 10. Based on the detection results from distance measurement units 16, 17, ECU 36 detects objects (obstacles) present around or approaching the towing vehicle 10, and reflects the results in controlling the steering system 34, acceleration system 37, braking system 38, and gear change system 39, controlling the content displayed on the display device 26, and outputting warnings from the audio output device 28, etc.

[0030] The configurations, arrangements, electrical connection forms, etc. of the various sensors and actuators described above are merely examples, and can be set (changed) in various ways.

[0031] In this embodiment, when the towing vehicle 10 and the towed vehicle 12 are coupled together, if an obstacle is detected in the coupling area E between the towing vehicle 10 and the towed vehicle 12, the ECU 36 (CPU 36a) controls the brake system 38 to stop or prohibit the movement of the towing vehicle 10.

[0032] The cruise control device of this embodiment is applicable when the towing vehicle 10 and towed vehicle 12 are coupled together and the driver is attempting to move the towing vehicle 10 by operating the towing vehicle 10 himself. The cruise control device of this embodiment is also applicable when the towing vehicle 10 and towed vehicle are coupled together and the driver is attempting to automatically drive the towing vehicle 10 regardless of whether the driver is on or off the towing vehicle 10. The configuration of the cruise control device described below will be explained including the configuration for automatically driving the towing vehicle 10.

[0033] In the following description, as an example of control for moving the towing vehicle 10 coupled to the towed vehicle 12, a case will be described in which the towing vehicle 10 (or towed vehicle 12) is parked in a specified parking space with the driver on board. Therefore, if the presence of an obstacle (including a new obstacle or an obstacle that was already present) in the coupling area E is detected during the process of parking (moving) the towing vehicle 10 (towed vehicle 12), the brake system 38 will be controlled.

[0034] The CPU 36a included in the ECU 36 has various modules for executing the above-described automatic driving process and obstacle avoidance process for the towing vehicle 10. The various modules are implemented by the CPU 36a reading and executing programs installed and stored in a storage device such as the ROM 36b. For example, as shown in FIG. 4, the CPU 36a has modules such as an acquisition unit 50, a target setting unit 52, a determination unit 54, and a control unit 56.

[0035] The acquisition unit 50 includes a first acquisition unit 50A and a second acquisition unit 50B to acquire various information for realizing automatic driving and obstacle avoidance.

[0036] The first acquisition unit 50A is a module that mainly acquires information for monitoring the periphery of the towing vehicle 10. The first acquisition unit 50A includes, for example, a periphery monitoring request acquisition unit 50Aa, an image acquisition unit 50Ab, a distance measurement result acquisition unit 50Ac, a coupling angle acquisition unit 50Ad, a trailer specification acquisition unit 50Ae, and an index acquisition unit 50Af. The second acquisition unit 50B is a module that mainly acquires information for implementing driving (parking) assistance. The second acquisition unit 50B includes, for example, a host vehicle position acquisition unit 50Ba and a guided route acquisition unit 50Bb.

[0037] For example, when the driver uses the operation input unit 30 to request perimeter monitoring for parking while driving the towing vehicle 10 coupled to the towed vehicle 12, the perimeter monitoring request acquisition unit 50Aa receives the request signal. In another embodiment, when a global positioning system (GPS) or the like detects that the towing vehicle 10 coupled to the towed vehicle 12 has entered a parking lot or the like, the perimeter monitoring request acquisition unit 50Aa may regard this as a request to perform perimeter monitoring for parking, and receive the request signal.

[0038] When the periphery monitoring request acquirer 50Aa acquires a request signal, the image acquirer 50Ab acquires at least image information (captured image data) necessary to display the situation around the towing vehicle 10. For example, the image acquirer 50Ab acquires a plurality of captured image data (e.g., data on a front image, a left side image, a right side image, a rear image, etc.) from the imaging units 24a-24d that capture images of the periphery of the towing vehicle 10. The acquired images may be displayed sequentially on the display device 26 in their original form as actual images, or may be displayed sequentially on the display device 26 in the form of overhead images after undergoing viewpoint conversion or the like.

[0039] The distance measurement result acquisition unit 50Ac acquires information about objects present around the towing vehicle 10 (information about the distance to the object) from the distance measurement units 16 and 17, and provides this information to the determination unit 54 and the control unit 56.

[0040] The coupling angle acquisition unit 50Ad acquires the coupling angle θ between the towing vehicle 10 and the towed vehicle 12, i.e., the angle of the coupling member 20 with the towing device 18 as a fulcrum. This coupling angle θ can be acquired using various methods. For example, the coupling angle θ of the coupling member 20 relative to the towing device 18 (towing vehicle 10) can be detected from an image based on image data captured by the imaging unit 24a. For example, as shown in FIG. 2, a line extending in the fore-and-aft direction of the towed vehicle 12 on the coupling member 20 that passes through the coupler 20a is detected, and this line is set as the coupling center axis M of the coupling member 20. Furthermore, because the vehicle center axis N of the towing vehicle 10 is known in the image captured by the imaging unit 24a, the coupling angle θ can be detected from the vehicle center axis N and the coupling center axis M. In this embodiment, the imaging unit 24a is disposed directly above the towing device 18, i.e., coaxially with the vehicle center axis N. In other words, because the connecting member 20 can be viewed from almost directly above, it is easy to detect the connection angle θ between the vehicle center axis N and the connection center axis M. However, there are cases where the imaging unit 24a cannot be installed directly above the towing device 18 due to structural reasons of the towing vehicle 10 or other reasons. For example, there are cases where the imaging unit 24a is installed in a position that is offset to the left or right from the center of the rear hatch 10h. In such cases, the two-dimensional coordinates of the image captured by the imaging unit 24a can be converted into three-dimensional coordinates based on the ground clearance (a known value based on specifications, etc.) of the towing device 18 (hitch ball 18a), and the connection angle θ can be detected based on the vehicle center axis N and the connection center axis M.

[0041] In another embodiment, the coupling angle acquisition unit 50Ad may detect the coupling angle θ by analyzing images captured of the positions of markers attached to the coupling member 20 and the front wall surface (front end surface 12a) of the towed vehicle 12. In another embodiment, an angle sensor may be provided in the towing device 18, and the detected angle of the coupling member 20 may be acquired as the coupling angle θ.

[0042] The coupling angle θ acquired by the coupling angle acquisition unit 50Ad can be used when determining whether or not there is an obstacle in the coupling area E between the towing vehicle 10 and the towed vehicle 12, when recognizing the posture of the towed vehicle 12 during driving control, and when controlling the display of an icon on the display device 26 that indicates the coupling status between the towing vehicle 10 and the towed vehicle 12.

[0043] The trailer specification acquisition unit 50Ae acquires the specifications of the towed vehicle 12 (e.g., the size of the towed vehicle 12, etc.). The specifications of the towed vehicle 12 include, for example, the width, length, and wheelbase length of the towed vehicle 12, and can be used to estimate (calculate) the behavior of the towed vehicle 12 when moving the towed vehicle 12 forward or backward. The specifications of the towed vehicle 12 can also be used when setting a coupling area E to avoid obstacles, calculating the turning radius when the towed vehicle 12 is turning (moving), and determining whether the towed vehicle 12 can enter a parking space or the like when moving it into a parking space. The trailer specification acquisition unit 50Ae may recognize the coupled towed vehicle 12 and read and acquire the specifications of each towed vehicle 12 registered in the ROM 36b, etc. In another embodiment, the trailer specification acquisition unit 50Ae may acquire the specifications by having the driver or the like directly input them via the operation input unit 30, for example. When the driver inputs the above-mentioned specifications, he or she can do so by referring to the specifications of the towed vehicle 12, for example.

[0044] The indicator acquisition unit 50Af reads a trailer indicator (trailer icon) of a size and shape corresponding to the longitudinal length and width of the towed vehicle 12 acquired by the trailer specification acquisition unit 50Ae from a list stored in a storage device such as the ROM 36b. When performing image processing such as viewpoint conversion and compositing on the image of the towed vehicle 12 captured by the imaging unit 24 to form an overhead image, image distortion and elongation of the shape may not be fully eliminated even with various correction processes. For example, as the towed vehicle 12 moves farther away from the viewpoint, it may become difficult to grasp its positional relationship with surrounding objects because it may become elongated or deformed. In such cases, superimposing a trailer icon corresponding to the towed vehicle 12's actual shape on the current image makes it easier to grasp the positional relationship between the towed vehicle 12 and surrounding objects. The indicator acquisition unit 50Af also acquires a vehicle icon representing the towed vehicle (towing vehicle 10), which cannot be displayed based on the image data captured by the imaging unit 24 when displaying an overhead image. The host vehicle icon and the trailer icon can be displayed so that the coupling posture changes based on the coupling angle θ acquired by the coupling angle acquisition unit 50Ad.

[0045] The vehicle position acquisition unit 50Ba acquires the current position (vehicle position) of the towing vehicle 10 while it is stopped and traveling. The vehicle position acquisition unit 50Ba also sets a coordinate system whose origin is the position of the towing vehicle 10 when the target parking position is set. The vehicle position acquisition unit 50Ba can estimate the position of the towing vehicle 10 in the coordinate system based on the turning radius of the towing vehicle 10, which is based on the steering angle acquired from the steering angle sensor 40; the amount of movement of the towing vehicle 10, which is based on the speed acquired from the wheel speed sensor 46; and the traveling direction of the towing vehicle 10, which is acquired from the shift sensor 39b. In another embodiment, the vehicle position acquisition unit 50Ba can estimate the vehicle position by image recognition using images based on captured image data acquired by the image acquisition unit 50Ab. In this case, for example, an optical flow can be created using captured image data sequentially output from the imaging unit 24, and the current position of the towing vehicle 10 can be calculated based on the created optical flow. The current position may also be determined using a GPS.

[0046] The guided path acquisition unit 50Bb acquires a guided path for guiding the towing vehicle 10 from the current position of the towing vehicle 10 to a target parking position included in the parking space, for example, on a coordinate system determined when the target parking position was set. For example, a guided reference point is set approximately at the center of the axle connecting the left and right rear wheels 14R of the towing vehicle 10, and a guided path is calculated to guide the towing vehicle 10 so that this guided reference point substantially coincides with the guided target point set prior to the start of guidance. By moving the towing vehicle 10's guided reference point to the guided target point, the towed vehicle 12 coupled to the rear of the towing vehicle 10 can be fitted into the parking space. Well-known methods can be used to acquire (calculate) the guided path, and detailed description thereof will be omitted. However, the guided path for the towing vehicle 10 is calculated so that the towed vehicle 12 can move into the parking space in a predetermined attitude by moving the guided reference point, indicating the towing vehicle 10's current position, to the guided target point in the shortest distance with the fewest number of turns. Here, the predetermined attitude means, for example, that the size of the gap between the parking space and the towed vehicle 12 in the left-right and front-rear directions is within a predetermined range, and that the angle between the front-rear center line of the parking space and the front-rear center line of the towed vehicle 12 is equal to or less than a predetermined value. Note that the guided route may be determined by transmitting the current position (guidance reference point) and guidance target point of the towing vehicle 10 to an external system (for example, a parking lot management system), and the guided route calculated there may be acquired by the guided route acquisition unit 50Bb.

[0047] The target setting unit 52 can set a parking target position when the perimeter monitoring request acquisition unit 50Aa acquires a perimeter monitoring request signal. For example, when an image based on captured image data acquired by the image acquisition unit 50Ab is displayed on the display device 26 in response to a perimeter monitoring request, the driver can specify a location on the display device 26 using the operation input unit 30. When the desired parking location is displayed on the display device 26, the driver specifies the location using the operation input unit 30. If the CPU 36a determines that the location is suitable for parking the towed vehicle 12, the target setting unit 52 sets the location as the parking target position. Whether the location specified by the driver is suitable for parking the towed vehicle 12 can be determined using well-known techniques. For example, image analysis of images captured by the image capture unit 24 can determine whether the distance between the entrances of the parking space including the parking target position is greater than the width of the towed vehicle 12 by a predetermined value or more, and whether the depth of the parking space is greater than the longitudinal length of the towed vehicle 12 by a predetermined value or more. Furthermore, the target setting unit 52 may present one or more candidate parking spaces for which the target parking position can be set on the display device 26, and allow the driver to select a desired parking position from among them.

[0048] The determination unit 54 includes a connection determination unit 54a that determines the connection state between the towing vehicle 10 and the towed vehicle 12, and an object determination unit 54b that determines whether or not an obstacle exists around the towing vehicle 10 and whether or not an obstacle exists in the connection area E between the towing vehicle 10 and the towed vehicle 12.

[0049] The coupling determination unit 54a can make a coupling determination based on input information input by, for example, the driver of the towing vehicle 10 operating the operation input unit 30 when coupling the towed vehicle 12. Alternatively, if the towed vehicle 12 is recognized by performing image processing on an image based on captured image data of the area behind the towing vehicle 10 acquired by the image acquisition unit 50Ab, the coupling determination may be made based on the recognition information. Alternatively, a sensor may be provided in the towing device 18, and the coupling determination may be made based on detection information when connection between the towing device 18 and the coupling member 20 is detected. Furthermore, when the towing vehicle 10 and the towed vehicle 12 are coupled, the towing vehicle 10 controls the illumination of stop lamps, turn signals, sidelights, and the like provided at the rear end of the towed vehicle 12. In this case, a control line is connected between the towing vehicle 10 and the towed vehicle 12. The coupling determination unit 54a may make a coupling determination based on a signal indicating that the control line has been connected.

[0050] The object determination unit 54b determines whether there is an object worth paying attention to around the towing vehicle 10, that is, an object (obstacle) that needs to be avoided, by performing image processing using the captured image provided by the imaging unit 24 and analyzing the detection results provided by the distance measurement units 16 and 17.

[0051] Furthermore, when the towing vehicle 10 and the towed vehicle 12 are coupled, the object determination unit 54b determines whether or not an obstacle (a person W, as an example, in the cases of FIGS. 5 and 6) has been detected in the coupling area E (E1, E2) between the towing vehicle 10 and the towed vehicle 12, as shown in Figures 5 and 6. The object determination unit 54b provides the determination result to the control unit 56, etc.

[0052] When using the captured image provided by the imaging unit 24, the object determination unit 54b uses well-known pattern recognition technology to determine whether an obstacle, particularly a person, bicycle, other vehicle, or other moving object, is approaching or present. When the object determination unit 54b detects an object within a predetermined area based on the towing vehicle 10 or an object approaching (moving) into the predetermined area, it determines that an object to be avoided is present.

[0053] Furthermore, when the object determination unit 54b uses the reception results of the reflected waves provided by the distance measurement units 16 and 17, if it detects the presence of an object within a predetermined distance from the towing vehicle 10, it determines that there is an object to be avoided.

[0054] As mentioned above, distance measuring units 16a, 16b and distance measuring units 17a-17d installed at the rear of towing vehicle 10 detect front end face 12a of towed vehicle 12 and connecting member 20 as objects when towed vehicle 12 is coupled. Also, if the distance to front end face 12a or connecting member 20 changes due to the turning of towed vehicle 12, they detect front end face 12a or connecting member 20 as an object or moving body. Similarly, distance measuring units 16a, 16b and distance measuring units 17a-17d also detect any object (e.g., an obstacle) other than front end face 12a or connecting member 20 in coupling area E as an object, regardless of whether towed vehicle 12 is turning or not.

[0055] When the towing vehicle 10 and the towed vehicle 12 are linearly coupled, the distance from the rear end face 10r of the towing vehicle 10 to the front end face 12a of the towed vehicle 12 and the coupling member 20 is known. Also, when the towed vehicle 12 is turning with respect to the towing vehicle 10, if the turning angle (coupling angle θ) at that time is known, the distance from the rear end face 10r to the front end face 12a and the coupling member 20, which changes due to the turn, can be calculated. Therefore, when the towing vehicle 10 and the towed vehicle 12 are coupled and the detection results of the distance measuring units 16a, 16b and distance measuring units 17a to 17d are used for control, the object determination unit 54b can determine whether an obstacle is present in the coupling area E by comparing the positions of the front end face 12a and the coupling member 20 corresponding to the turning angle (coupling angle θ) with the actual detection results (reflected wave information). When the towed vehicle 12 turns, the distance from the rear end face 10r of the towing vehicle 10 on the inside of the turn to the front end face 12a of the towed vehicle 12 becomes shorter, which may reduce the accuracy of determining whether it is an obstacle or the front end face 12a (connecting member 20). Therefore, in this case, the detection results of the distance measuring units 16, 17 on the inside of the turn may not be used for each control. In other words, to detect obstacles in the connection area E when the towing vehicle 10 and the towed vehicle 12 are connected, the image information (captured image data) from the imaging unit 24a and the detection results of the distance measuring units 16, 17 on the outside of the turn may be used. Also, when turning, obstacles in the connection area E may be detected using only the image information (captured image data) from the imaging unit 24a.

[0056] In this way, the object determination unit 54b determines the presence or absence of an obstacle in the coupling area E between the towing vehicle 10 and the towed vehicle 12 based on multiple types of detection results, making it easier to determine the presence or absence of an obstacle and improving the reliability of the determination. Furthermore, depending on the coupling status between the towing vehicle 10 and the towed vehicle 12, the object determination unit 54b can determine the presence or absence of an object based on at least one of information from the captured image provided by the imaging unit 24 and information from the detection results provided by the distance measurement units 16, 17. Using both pieces of information to make the determination can improve the accuracy of the determination. The width of the coupling area E in the vehicle width direction can be the width of the towing vehicle 10 or the towed vehicle 12, whichever is wider, plus a margin (for example, 1 m on each side).

[0057] The control unit 56 includes an image control unit 56a, a braking control unit 56b, an alarm control unit 56c, a driving control unit 56d, and the like.

[0058] The image control unit 56a includes an image conversion control unit 56aa, a synthesis control unit 56ab, etc., in order to perform various image processes based on the captured image data acquired by the image acquisition unit 50Ab.

[0059] The image conversion control unit 56aa performs viewpoint conversion and the like on the captured image data acquired by the image acquisition unit 50Ab to generate, for example, a virtual bird's-eye view image (planar image) of the towing vehicle 10 or the towed vehicle 12 viewed from above. The image conversion control unit 56aa also performs image conversion to make it easier to combine images when they are displayed on the display device 26. The image conversion control unit 56aa may perform, for example, trimming, rotation processing, scaling adjustment, and the like.

[0060] When an overhead image is displayed on the display device 26, the synthesis control unit 56ab superimposes the trailer indicator (trailer icon) and the host vehicle icon acquired by the indicator acquisition unit 50Af on the overhead image. The synthesis control unit 56ab also changes the coupling angle between the trailer icon and the host vehicle icon on the overhead image in real time to correspond to the current coupling angle θ between the towing vehicle 10 and the towed vehicle 12 acquired by the coupling angle acquisition unit 50Ad. As described above, when an overhead image is generated based on image data captured by the imaging unit 24, the image corresponding to the towed vehicle 12 may, for example, be elongated toward the rear. In such cases, displaying the trailer icon can make it easier to understand the attitude and shape of the towed vehicle 12 on the overhead image, its coupling state with the towing vehicle 10, and its relationship to the surrounding conditions.

[0061] If an obstacle (e.g., a person W) is present in the coupling area E, the braking control unit 56b controls the braking force via the brake system 38 of the towing vehicle 10 to stop the towing vehicle 10 from moving. For example, if an obstacle is detected in the coupling area E when the towing vehicle 10 is about to travel (move) (when the driver depresses the accelerator pedal), the braking control unit 56b controls the actuator 38a of the brake system 38 to maintain the towing vehicle 10 in a stopped state. Furthermore, for example, if an obstacle is detected in the coupling area E while the towing vehicle 10 is traveling (moving), the braking control unit 56b controls the actuator 38a of the brake system 38 to stop the towing vehicle 10.

[0062] In this way, if an obstacle is detected in the connection area E, the braking control unit 56b stops the towing vehicle 10, so even if an obstacle exists in the connection area E, the obstacle can be avoided.

[0063] When an obstacle is detected in the connection area E, the warning control unit 56c generates and outputs warning information to an alarm unit that notifies the driver or the like that an obstacle is present in the connection area E, and causes the alarm control unit 56c to output a warning message, for example, via the audio output device 28 serving as the warning unit. For example, the alarm control unit 56c causes the display device 26 serving as the warning unit to display a warning message such as "An obstacle is present in the connection area with the trailer (towed vehicle 12). Stop the vehicle (towing vehicle 10)." Note that a warning sound may be output instead of or in addition to the warning message.

[0064] Note that safety can be improved by performing both the braking operation by the braking control unit 56b and the alarm output by the alarm control unit 56c. In another embodiment, at least one of the braking operation by the braking control unit 56b and the alarm output by the alarm control unit 56c may be performed, which can contribute to improving safety.

[0065] The driving control unit 56d controls the steering system 34, acceleration system 37, braking system 38, gear change system 39, etc. to enable automatic driving of the towing vehicle 10. Automatic driving may include parking assistance and leaving assistance, in addition to driving assistance during normal forward driving. Furthermore, if the presence of an obstacle (e.g., person W) is detected in the coupling area E and the braking control unit 56b controls the braking system 38 to stop the towing vehicle 10, the driving control unit 56d disables acceleration control by the acceleration system 37 even if the accelerator sensor 37b detects that the accelerator pedal is depressed.

[0066] The details of the cruise control process performed by the cruise control device (cruise control system 100) configured as described above will be explained with reference to the flowcharts in Figures 7 and 8. The flowcharts in Figures 7 and 8 explain, as an example, control when performing parking assistance to move the towing vehicle 10 coupled to the towed vehicle 12 into a parking space. Note that Figure 7 is a flowchart explaining the first half of the process, and Figure 8 is a flowchart explaining the second half of the process. The process shown in Figures 7 and 8 is executed at a predetermined processing cycle, for example, when the ignition switch of the towing vehicle 10 is ON.

[0067] First, the CPU 36a checks via the connection determination unit 54a whether the towed vehicle 12 has been connected to the towing vehicle 10 (S100). If the connection determination unit 54a is unable to confirm that the towed vehicle 12 has been connected (No in S100), the flow is temporarily terminated. On the other hand, if the connection determination unit 54a has confirmed that the towed vehicle 12 has been connected (Yes in S100), the CPU 36a checks whether the trailer specification acquisition unit 50Ae has acquired the specifications of the towed vehicle 12 (S102). For example, if the specifications of the towed vehicle 12 have not been entered via the operation input unit 30 or the like (No in S102), the trailer specification acquisition unit 50Ae may, for example, display a screen on the display device 26 prompting the driver to enter the specifications of the towed vehicle 12, and then acquire the specifications of the towed vehicle 12 by having the driver enter them (S104). If the trailer specification acquisition unit 50Ae has already acquired the specifications of the towed vehicle 12 (Yes in S102), the process of S104 is skipped.

[0068] Next, the CPU 36a checks whether the periphery monitoring request acquisition unit 50Aa has received a request signal indicating that periphery monitoring should begin (S106). If the request signal has not been received (No in S106), the CPU 36a temporarily ends this flow. If the periphery monitoring request acquisition unit 50Aa has received a request signal indicating that periphery monitoring should begin (Yes in S106), the image acquisition unit 50Ab acquires captured image data captured by each of the imaging units 24 (24a to 24d) (S108). In addition, the distance measurement result acquisition unit 50Ac acquires information about objects present around the towing vehicle 10 (information about the distance to the object) from the distance measurement units 16 and 17 (S110).

[0069] The image conversion control unit 56aa performs image processing such as viewpoint conversion on the captured image data acquired by the image acquisition unit 50Ab to generate, for example, a bird's-eye view image. The control unit 56 also switches the navigation screen or audio screen displayed on the display device 26 as a normal screen to a surroundings monitoring screen that displays, for example, the bird's-eye view image generated by the image conversion control unit 56aa and an actual image, which is a rear image captured by the image capture unit 24a, and displays an image of the surroundings of the towing vehicle 10 (S112). In this case, the indicator acquisition unit 50Af reads out the host vehicle icon and trailer icon from the ROM 36b, etc., and displays them at predetermined positions on the bird's-eye view image.

[0070] When the CPU 36a starts periphery monitoring, it checks whether the target setting unit 52 has set a parking target position (S114). If the target parking position has not yet been set (No in S114), the target setting unit 52 sets the parking target position (S116). On the other hand, if the target parking position has already been set by the target setting unit 52 (Yes in S114), the process of S116 is skipped. The parking target position is expressed as relative coordinates with respect to the origin, which is the current position of the towing vehicle 10 when the parking target position was set. The host vehicle position acquisition unit 50Ba acquires (estimates) the current position of the towing vehicle 10 on the coordinate system (S118). Furthermore, the guided path acquisition unit 50Bb acquires (calculates) a guided path from the current position of the towing vehicle 10 (for example, a guided reference point that is the center of the axle of the rear wheel 14R) to a guided target point that is set corresponding to the parking target position (S120).

[0071] Here, the object determination unit 54b determines whether or not an obstacle (e.g., person W) is present in the connection area E (S122). If it is determined that an obstacle is present in the connection area E (Yes in S122), the braking control unit 56b executes braking processing to stop the towing vehicle 10 via the brake system 38 (S124). Furthermore, the warning control unit 56c generates and outputs warning information to notify the driver or the like that an obstacle is present in the connection area E, and for example, outputs a warning message or a warning sound via the audio output device 28 (S126).

[0072] In this way, if an obstacle (e.g., a person W) is present in the connection area E, the movement (travel) of the towing vehicle 10 is stopped and an alarm is output, thereby making the driver aware that an obstacle is present in the connection area E.

[0073] Thereafter, the object determination unit 54b checks whether or not an obstacle no longer exists in the connected area E (S128). If the object determination unit 54b determines that an obstacle still exists in the connected area E (No in S128), the process proceeds to step S124, and the braking process continues.

[0074] On the other hand, if the object determination unit 54b determines that no obstacle exists in the connected area E (Yes in S128), the warning control unit 56c outputs obstacle clearance information to notify that the presence of the obstacle in the connected area E has been resolved (the obstacle has disappeared) (S130). For example, based on the obstacle clearance information, a message such as "An obstacle no longer exists in the connected area" is output via the audio output device 28 or the display device 26.

[0075] Furthermore, the braking control unit 56b stops the generation of braking force by the brake system 38, which has been executed to avoid the obstacle in the connecting area E (S132).

[0076] Then, the driving control unit 56d executes a guidance control process (driving control process) for moving the towing vehicle 10 to the parking target position set by the target setting unit 52 (S134). That is, the driving control unit 56d controls the steering system 34, the acceleration system 37, the braking system 38, the gear change system 39, etc., to execute driving assistance control for the towing vehicle 10.

[0077] The object determination unit 54b continues to check whether an obstacle has been detected (including redetection) in the connection area E even after cheering for the towing vehicle 10 has begun (S136). If the object determination unit 54b detects an obstacle in the connection area E during driving assistance (Yes in S136), the process proceeds to step S124 and braking control is executed for the towing vehicle 10. In other words, the towing vehicle 10 is stopped and processing to avoid the obstacle is performed.

[0078] On the other hand, if the object determination unit 54b does not detect an obstacle in the connection area E during driving assistance at S136 (No at S136), the CPU 36a determines whether the towing vehicle 10 has reached the parking target position set by the target setting unit 52 (S138). If the towing vehicle 10 has reached the parking target position (Yes at S138), the CPU 36a ends the guidance control process and the periphery monitoring process and ends this flow (S140). For example, the braking control unit 56b controls the brake system 38 to stop the towing vehicle 10. Furthermore, the image control unit 56a returns the display on the display device 26 from the periphery monitoring screen to the normal display, which displays the normal navigation screen, audio screen, or the like. Furthermore, the driver or the like may be notified via the audio output device 28 that the parking assistance (driving assistance) has ended.

[0079] In the process of S138, if the towing vehicle 10 has not reached the parking target position (No in S138), the process proceeds to S134, and the guidance control process (travel control process) continues.

[0080] Furthermore, in the process of S122, if it is determined that no obstacle exists in the connected area E (No in S122), the process proceeds to the process of S134, and the guidance control process (travel control process) is executed.

[0081] In this way, when an obstacle is detected in the coupling area E when the towing vehicle 10 is to be moved (traveled) with the towed vehicle 12 coupled to the towing vehicle 10, the movement (travel) of the towing vehicle 10 is automatically stopped. As a result, safety can be further improved.

[0082] The travel control unit 56d may also be configured to enable automatic travel (automatic parking) of the towing vehicle 10 via remote control when the driver of the towing vehicle 10 has dismounted from the towing vehicle 10. For example, the towing vehicle 10 can be driven by operating a dedicated mobile terminal or the like from a location away from the towing vehicle 10. In this case, the driver cannot see the display device 26 inside the vehicle. It may also be difficult to see the coupling area E. According to this embodiment, even in such cases, if an obstacle is detected in the coupling area E, the movement (travel) of the towing vehicle 10 is stopped. As a result, safety can be further improved even when the driver is not near the towing vehicle 10 or is on the side of the vehicle opposite to the side where an obstacle in the coupling area E is located.

[0083] In the above embodiment, the case where the towing vehicle 10 is parked in a parking space has been described as an example, but the configuration of this embodiment can also be applied to normal forward and reverse driving other than parking.

[0084] The program for driving control executed by the CPU 36a of this embodiment may be configured to be provided by being recorded in an installable or executable file format on a computer-readable recording medium such as a CD-ROM, CD-R, or DVD (Digital Versatile Disk).

[0085] Furthermore, the periphery monitoring program may be stored on a computer connected to a network such as the Internet and provided by being downloaded via the network. Also, the driving control program executed in this embodiment may be provided or distributed via a network such as the Internet.

[0086] The vehicle control device of this embodiment includes an acquisition unit 50 (first acquisition unit 50A) that acquires peripheral monitoring information for the connection area E between the towing vehicle 10 and the towed vehicle 12 when the towing vehicle 10 and the towed vehicle 12 are connected, an object determination unit 54b that determines whether an obstacle is present in the connection area E, and at least one of an alarm control unit 56c that generates and outputs alarm information when an obstacle is present in the connection area E, and a control unit 56 (braking control unit 56b) that controls the braking force of the towing vehicle 10 to stop the movement of the towing vehicle 10.

[0087] According to this configuration, for example, if an obstacle is detected in the connection area E, the braking control unit 56b will stop the towing vehicle 10 or issue an alarm, thereby increasing safety when an obstacle is present in the connection area E.

[0088] Furthermore, the acquisition unit 50 (first acquisition unit 50A) of this embodiment may acquire, as periphery monitoring information, at least one of image information (captured image data) including the coupling area E and distance measurement information indicating the distance from the rear end surface 10r of the towing vehicle 10 to an object present behind it. With this configuration, for example, it is possible to easily detect obstacles that may be present in the coupling area E. Furthermore, it is possible to easily and reliably determine the presence or absence of obstacles depending on the coupling status between the towing vehicle 10 and the towed vehicle 12, etc.

[0089] This embodiment may also include a determination unit (object determination unit 54b) that determines whether or not an obstacle exists in the connection area E based on the distance between the rear end surface 10r of the towing vehicle 10 and the front end surface 12a of the towed vehicle 12 and the distance measurement information. With this configuration, for example, it is possible to detect an obstacle entering the connection area E with high accuracy.

[0090] Furthermore, the control unit 56 of this embodiment may include a driving control unit 56d that controls the driving of the towing vehicle 10 when the driver of the towing vehicle 10 is dismounted. With this configuration, for example, even when the driver is not near the towing vehicle 10 or is on the opposite side of the vehicle from the side where an obstacle in the coupling area E is located, the towing vehicle 10 can automatically drive while avoiding obstacles that may be present in the coupling area E.

[0091] Although the embodiments and modifications of the present invention have been described, these embodiments and modifications are presented as examples and are not intended to limit the scope of the invention. These novel embodiments can be embodied in various other forms, and various omissions, substitutions, and modifications can be made without departing from the spirit of the invention. These embodiments and modifications are included within the scope and spirit of the invention, and are also included in the inventions and their equivalents as defined in the claims. [Explanation of symbols]

[0092] 10...towing vehicle, 12...towed vehicle, 16, 17...distance measurement unit, 24...imaging unit, 36...ECU, 36a...CPU, 38...brake system, 50...acquisition unit, 50A...first acquisition unit, 50Aa...periphery monitoring request acquisition unit, 50Ab...image acquisition unit, 50Ac...distance measurement result acquisition unit, 50Ad...coupling angle acquisition unit, 50Ae...trailer specification acquisition unit, 50Af...index acquisition unit, 50B...second acquisition unit, 50Ba...vehicle position acquisition unit, 50Bb...guided route acquisition unit, 54...determination unit, 54a...coupling determination unit, 54b...object determination unit, 56...control unit, 56a...image control unit, 56b...braking control unit, 56c...alarm control unit, 56d...driving control unit, 100...driving control system.

Claims

1. an acquisition unit that acquires periphery monitoring information for a connection area between the towing vehicle and the towed vehicle while the towing vehicle and the towed vehicle are connected; a determination unit that determines whether an obstacle is present in the connected area; at least one of an alarm control unit that generates and outputs alarm information when the obstacle is present in the connection area and a control unit that controls the braking force of the towing vehicle to stop the movement of the towing vehicle; A driving control device comprising:

2. 2. The driving control device according to claim 1, wherein the acquisition unit acquires, as the surrounding monitoring information, at least one of image information including the connection area and ranging information indicating a distance from a rear end surface of the towing vehicle to an object present behind the towing vehicle.

3. 3. The driving control device according to claim 2, further comprising a determination unit that determines whether an obstacle is present in the connection area based on the distance between the rear end surface of the towing vehicle and the front end surface of the towed vehicle and the distance measurement information.

4. The driving control device according to claim 1 , wherein the control unit includes a driving control unit that controls driving of the towing vehicle when the driver of the towing vehicle is dismounted.

Images