Vehicle driving assistance system

Abstract

To enable an occupant of a vehicle to continue to enjoy a desired traveling assistance without depending on a change in a traveling environment, while reducing a burden on the occupant.SOLUTION: A traveling assistance system 10 includes: a traveling assistance control unit 13 capable of traveling assistance by a braking-and-driving-force distribution control mode that adjusts distribution of driving force or braking force to a plurality of wheels 9 a vehicle 1 during low-speed traveling of the vehicle; an operation unit 18 that is operated by an occupant of the vehicle; and a traveling assistance setting unit 23 that outputs setting information of driving assistance, selected and operated in the operation unit 18, to the driving assistance control unit 13. After an operation for selecting a braking-and-driving-force distribution function is performed, the traveling assistance setting unit 23 automatically outputs the setting information of the braking-and-driving-force distribution function to the driving assistance control unit 13 when a speed of the vehicle 1 becomes equal to or higher than an automatic release speed at which the travel assistance control unit 13 automatically releases travel assistance by the braking-and-driving-force distribution function and becomes equal to or lower than an automatic return speed lower than the automatic release speed.SELECTED DRAWING: Figure 10

Description

[Technical field]

[0001] The present invention relates to a vehicle driving assistance system. [Background technology]

[0002] Patent Document 1 discloses an auto-cruise driving support function as a driving support function for an automobile. Patent Document 2 discloses a rough road driving support function as a driving support function for an automobile. The rough road driving support function executes driving / braking support that adjusts the distribution of driving force or braking force to a plurality of wheels of the automobile. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2020-168915 A [Patent Document 2] JP 2016-013762 A Summary of the Invention [Problem to be solved by the invention]

[0004] Conventional auto-cruise driving assistance functions cancel the control at low speeds, but in recent years, they have evolved to be compatible with all vehicle speeds, including speeds at which the vehicle reaches 0 kilometers per hour. In this case, the speed range in which the auto-cruise driving assistance can be used overlaps with the speed range in which the braking / driving force distribution control can be used for driving on rough roads. Basically, these multiple driving assistance functions can function simultaneously, but if they do function simultaneously, there remains the possibility that an unexpected driving assistance state may occur in each control.

[0005] For this reason, when prioritizing overall safety and security, one approach would be to prevent these from functioning simultaneously. In this case, the driving assistance function would be, for example, able to automatically cancel the braking / power distribution function, or be able to set the auto-cruise driving assistance by selection operation at speeds higher than the speed at which driving assistance by the braking / power distribution function is cancelled. However, if the braking / power distribution function is automatically cancelled when the vehicle reaches a certain speed, the driver may have to operate the button more frequently in order to continue to receive appropriate driving assistance in response to changes in the driving environment. Operating a button every time the driving environment changes is a burden for the driver. For example, when the vehicle is traveling on a road that alternates between rough roads that require the driver to slow down and paved roads that allow the driver to drive at high speeds, the driver must operate the operating unit to select the braking / power distribution control mode, which is automatically cancelled every time the vehicle travels at high speed on a paved road, every time the driver slows down and travels on a rough road.

[0006] Thus, there is a demand for vehicles that can reduce the burden on occupants while allowing the occupants to continue to enjoy the driving assistance they desire, regardless of changes in the driving environment. [Means for solving the problem]

[0007] A driving assistance system for a vehicle according to one embodiment of the present invention has a driving assistance control unit that is capable of assisting driving of the vehicle in a braking / drive distribution control mode that adjusts the distribution of driving force or the distribution of braking force to a plurality of wheels of the vehicle during low-speed driving, and is also capable of assisting driving in an auto-cruise control mode compatible with all vehicle speeds, an operation unit operated by an occupant of the vehicle, and a driving assistance setting unit that outputs setting information of the driving assistance selected and operated in the operation unit to the driving assistance control unit, and after an operation to select the braking / drive distribution function is performed in the operation unit, when the speed of the vehicle becomes equal to or higher than an automatic release speed at which the driving assistance control unit automatically releases driving assistance provided by the braking / drive distribution function and further becomes equal to or lower than an automatic return speed that is lower than the automatic release speed, the driving assistance setting unit automatically outputs the setting information of the braking / drive distribution function to the driving assistance control unit regardless of a selection operation in the operation unit.

[0008] Preferably, when an operation to select the braking / drive distribution function is performed on the operation unit, the operation unit has a memory that records automatic return information of the braking / drive distribution function even when the vehicle speed becomes equal to or higher than an automatic release speed at which the driving assistance control unit releases driving assistance provided by the braking / drive distribution function, and when the vehicle speed becomes equal to or higher than the automatic release speed and then drops below the automatic return speed, if the automatic return information of the braking / drive distribution function is recorded in the memory, the driving assistance setting unit automatically outputs setting information for the braking / drive distribution function to the driving assistance control unit without a selection operation on the operation unit.

[0009] Preferably, when an operation to select the brake / drive distribution function is performed on the operation unit and then an operation to select the auto-cruise function is performed, the driving assistance setting unit deletes from the memory the automatic return information of the brake / drive distribution function that is recorded in the memory even when the vehicle speed is equal to or higher than the automatic release speed, and outputs setting information for the auto-cruise function to the driving assistance control unit.

[0010] Preferably, when an operation to select the auto-cruise function is performed on the operation unit and then an operation to select the brake / drive distribution function is performed when the vehicle speed is below a low acceptance speed, the driving assistance setting unit outputs information to disable the auto-cruise function to the driving assistance control unit and outputs setting information for the brake / drive distribution function to the driving assistance control unit. Effect of the Invention

[0011] In the present invention, the driving assistance control unit can repeatedly provide driving assistance to the vehicle using the braking / driving force distribution function while the vehicle is traveling at low speeds below the automatic return speed, regardless of the subsequent increase or decrease in driving speed, by the occupant simply performing a single selection operation of the braking / driving force distribution function on the operating unit. The occupant can enjoy driving assistance by the braking / power distribution function every time the vehicle slows down and travels on a rough road, without having to operate the operation unit to select the braking / power distribution function every time the vehicle slows down and travels on a rough road. For example, when the vehicle is traveling on a road that intermittently alternates between a rough road where the vehicle needs to slow down and a paved road where the vehicle can travel at a high speed, the occupant does not need to operate the operation unit to select the braking / power distribution function, which is automatically released every time the vehicle travels on a paved road at high speed, every time the vehicle slows down and travels on a rough road. In this way, the present invention can prevent an excessive operating load from being imposed on the occupant even when the vehicle is traveling in a special driving environment that is different from the normal environment of traveling on a paved road. The present invention reduces the burden on the occupant and enables the occupant to continue to receive the desired driving assistance regardless of changes in the driving environment. [Brief description of the drawings]

[0012] [Figure 1] FIG. 1 is an explanatory diagram of an automobile to which a driving assistance system according to an embodiment of the present invention is applied. [Diagram 2] FIG. 2 is an explanatory diagram of a control system that functions as a driving assistance system in the automobile of FIG. [Diagram 3]FIG. 3 is an explanatory diagram of a plurality of drive system control modes for switching control of the drive system in the automobile of FIG. [Figure 4] FIG. 4 is an explanatory diagram of the auto-cruise control mode in the automobile of FIG. [Diagram 5] FIG. 5 is a flowchart of the X-mode setting control for adjusting the distribution of driving force and the distribution of braking force to a plurality of wheels by the vehicle driving support setting device of FIG. [Figure 6] FIG. 6 is a flowchart of the X-mode automatic release control by the vehicle driving support setting device of FIG. [Figure 7] FIG. 7 is a flowchart of the X mode automatic return control by the automobile driving assistance setting device of FIG. [Figure 8] FIG. 8 is a flowchart of auto-cruise control setting control by the automobile driving support setting device of FIG. [Figure 9] FIG. 9 is a transition diagram of an example of driving support setting by the driving support setting device of FIG. [Figure 10] FIG. 10 is an explanatory diagram of an example of changes in the driving support state in the automobile of FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0014] FIG. 1 is an explanatory diagram of an automobile 1 to which a driving assistance system according to an embodiment of the present invention is applied. FIG. 1 shows a schematic side view of an automobile 1.

[0015] An automobile 1 is an example of a vehicle. The automobile 1 in FIG. 1 has a body 2. The body 2 is provided with a passenger compartment 3 and a number of wheels 9 separated into front and rear. The passenger compartment 3 is provided with a number of rows of seats 4 on which passengers, such as the driver, who ride in the automobile 1 are seated. A dashboard 5 extending in the vehicle width direction of the body 2 of the automobile 1 is provided in the front part of the passenger compartment 3, in front of the front row of seats 4. For example, a steering wheel 6 and a meter panel device 7 are provided on the dashboard 5 in front of the seat 4 on which the driver is seated. The meter panel device 7 has a liquid crystal device and displays the current speed of the traveling automobile 1, etc. The driver operates the steering wheel 6, accelerator pedal, brake pedal, shift lever, various operation buttons, etc. to drive the automobile 1 while checking the surroundings of the automobile 1 and information displayed on the meter panel device 7.

[0016] FIG. 2 is an explanatory diagram of a control system 10 that functions as a driving assistance system in the automobile 1 of FIG. The control system 10 in FIG. 2 includes a driving assistance setting device 11, a sensor device 12, a driving assistance control device 13, a drive control device 14, a braking control device 15, a steering control device 16, and an in-vehicle network 17 to which these are connected.

[0017] The in-vehicle network 17 may be a wired communication network for the automobile 1, for example, compliant with CAN (Controller Area Network) or LIN (Local Interconnect Network). The in-vehicle network 17 may be a communication network such as a LAN, or a combination of these. A wireless communication network may be included as a part of the in-vehicle network 17. Various devices connected to the in-vehicle network 17 transmit and receive data to and from each other through the in-vehicle network 17. Data transmitted and received through the in-vehicle network 17 may be, for example, encrypted and transmitted and received through the in-vehicle network 17 as packet data to which a source ID and a destination ID are added.

[0018] Various sensors provided in the automobile 1 are connected to the sensor device 12. FIG. 1 shows a speed sensor 41 and an exterior camera 42 as examples of sensors connected to the sensor device 12. The speed sensor 41 detects the current speed of the automobile 1. The exterior camera 42 captures an image of the surroundings of the body 2 of the automobile 1, for example, the front of the automobile 1. The sensor device 12 controls the operation of the various sensors connected thereto and obtains detection information from the various sensors. The sensor device 12 may also generate additional information based on the detection information from the various sensors. For example, the sensor device 12 may perform estimation processing of an external object on the captured image of the exterior camera 42 and generate information including the relative direction and distance of the external object. The sensor device 12 outputs the detection information and generation information acquired from the various sensors to the in-vehicle network 17.

[0019] A power source 43 for driving the automobile 1, a driving force distribution mechanism 44, and the like are connected to the drive control device 14. The power source 43 may be an internal combustion engine that burns gasoline or ethanol, an electric motor that uses stored power, or the like, a power source that uses hydrogen, or a hybrid power source that combines these. The driving force distribution mechanism 44 transmits the driving force generated by the power source 43 to the wheels 9 of the automobile 1. The driving force distribution mechanism 44 may include a so-called transmission, a shaft, a differential, and the like. The automobile 1 of this embodiment has a so-called 4WD type driving mechanism, and all four wheels 9 can be rotated by individual driving forces. The driving force distribution mechanism 44 may adjust the driving force to be distributed to each of the four wheels 9 based on the setting and the running conditions such as slippage. The drive control device 14 can individually adjust the driving force acting on all four wheels 9 by controlling the operation of the connected power source 43 and driving force distribution mechanism 44. The drive control device 14 may basically apply the drive force, which increases or decreases according to the amount of operation of the accelerator pedal, to the four wheels 9 in a balanced manner.

[0020] A braking force generating member 45, a braking force distribution mechanism 46, and the like for decelerating and stopping the automobile 1 are connected to the braking control device 15. The braking force generating member 45 may be, for example, a hydraulic generating device. The hydraulic generating device may generate hydraulic pressure by a part of the driving force generated by the power source 43. The braking force distribution mechanism 46 transmits the braking force generated by the braking force generating member 45 to all four wheels 9 of the automobile 1. The braking force distribution mechanism 46 may include a hydraulic distribution member and a plurality of pressure regulating valves. The braking force distribution mechanism 46 may adjust the braking force generated on each of the four wheels 9 based on the setting and the running conditions such as slippage. The braking control device 15 can individually adjust the braking force generated on all four wheels 9 by controlling the operation of the braking force generating member 45 and the braking force distribution mechanism 46 connected thereto. The braking control device 15 may apply the braking force, which basically increases or decreases according to the amount of operation of the brake pedal, to the four wheels 9 by adjusting the balance of the braking force on the four wheels 9.

[0021] The steering control device 16 executes control for switching the traveling direction of the automobile 1. The steering control device 16 may basically increase or decrease the amount of control for switching the traveling direction of the automobile 1 according to the amount of steering of the steering wheel 6. The steering control device 16 may control only the orientation of the two front wheels 9, or may control the orientation of all four front and rear wheels 9.

[0022] The driving assistance control device 13 executes driving assistance for the automobile 1. The driving assistance control device 13 may execute driving assistance by adjusting the amount of operation related to the operation based on the driving operation of the driver, or may execute driving assistance by autonomously generating the amount of operation regardless of the presence or absence of the driving operation of the driver. When the driving assistance control device 13 generates the amount of operation of the drive, the amount of operation of the brake, and the amount of operation of the steering for controlling the driving of the automobile 1 in a state where the driver does not perform the driving operation, the driving assistance may be automatic driving. The driving assistance control device 13 that executes the driving assistance outputs the adjusted amount of operation or the generated amount of operation to the drive control device 14, the brake control device 15, and the steering control device 16. The driving assistance control device 13 can execute driving assistance for the driving of the automobile 1, for example, by a braking / driving distribution control mode that adjusts the distribution of the driving force or the distribution of the braking force to the multiple wheels 9 of the automobile 1 during low-speed driving, and can execute driving assistance by an auto-cruise control mode that supports all vehicle speeds.

[0023] The driving assistance setting device 11 sets, in the driving assistance control device 13, driving assistance for the automobile 1 to be executed by the driving assistance control device 13. The driving support setting device 11 has a timer 21, an input / output unit 22, a CPU 23, a memory 24, and a system bus 25 to which these are connected. The other devices described above may also basically have a timer, an input / output unit, a CPU, a memory, and a system bus to which these are connected.

[0024] Further, an operation unit 18 having a drive switching button 31 and an auto-cruise control button (ACC button) 32 is connected to the driving support setting device 11. The operation unit 18 may be connected to an in-vehicle network 17. The operation unit 18 is operated by a passenger such as a driver of the automobile 1. The operation unit 18 may be connected to a system bus 25, for example, and may output selection operation information of the drive switching button 31 and the auto-cruise control button 32 to the CPU 23 of the driving support setting device 11 based on the operation of the drive switching button 31 and the operation of the auto-cruise control button 32.

[0025] The timer 21 measures the time and duration.

[0026] The input / output unit 22 is connected to the in-vehicle network 17. The input / output unit 22 inputs and outputs data through the in-vehicle network 17 to and from the input / output units 22 of other devices.

[0027] The memory 24 records the programs executed by the CPU 23 and various data. The memory 24 may be a non-volatile memory, a volatile memory, or a combination of these. Examples of non-volatile memory include semiconductor memories with data retention functions such as EEPROM and SSD, and hard disk drives. Examples of volatile memory include semiconductor memories such as RAM. As described below, when an operation is performed to select the braking / driving force distribution function, the memory 24 may record automatic return information of the braking / driving force distribution function even when the speed of the automobile 1 reaches or exceeds the automatic release speed at which the driving assistance control device 13 releases driving assistance provided by the braking / driving force distribution function.

[0028] The CPU 23 reads and executes a program recorded in the memory 24. In this way, the CPU 23 functions as a control unit of the driving support setting device 11. When new selection operation information is input from the operation unit 18, the CPU 23 as a control unit of the driving assistance setting device 11 outputs and sets setting information of the driving assistance selected and operated on the operation unit 18 to the driving assistance control device 13. The setting information may include setting information for setting driving assistance to be enabled in the driving assistance control device 13, and release information for setting driving assistance being executed in the driving assistance control device 13 to be disabled.

[0029] Such a driving assistance setting device 11 may be provided in the automobile 1 as the meter panel device 7 of FIG.

[0030] FIG. 3 is an explanatory diagram of a plurality of drive system control modes for switching control of the drive system in the automobile 1 of FIG. 3 shows X mode, I mode, and S mode as three braking / driving force distribution control modes for switching the control of the drive system by the driving assistance control device 13. Note that the driving assistance state of the automobile 1 includes a driving state in which none of the X mode, I mode, and S mode is set and the distribution of driving force and braking force to the multiple wheels 9 is not adjusted.

[0031] The I mode is a normal driving mode, in which the characteristics of the driving force and the braking force are adapted to be suitable for normal driving on paved roads. In this way, the driving force is controlled in the I mode. However, in the I mode, the distribution of the driving force and the distribution of the braking force to the multiple wheels 9 are not switched.

[0032] The S mode is a sports driving mode in which the driving force characteristics and braking force characteristics are adapted to be suitable for normal driving on paved roads. In this manner, the S mode driving force is controlled. However, in the S mode, the distribution of the driving force and the distribution of the braking force to the multiple wheels 9 are not switched.

[0033] The X mode is a rough road driving mode, and the distribution of the driving force and the braking force to the multiple wheels 9 are adjusted to be suitable for rough roads that are not paved, wet paved roads, and paved roads covered with snow or mud. Thus, the X mode is a driving / braking distribution control mode, unlike the I mode or the S mode. In the X mode, the driving support control device 13 adjusts the distribution of the driving force to the multiple wheels 9 so that, for example, the driving force to the wheel 9 with a large slip is distributed to the wheel 9 with a small slip, as compared with the I mode. In addition, the driving support control device 13 adjusts the driving force to the multiple wheels 9 so as not to cause excessive slip and to maintain low-speed driving. In addition, the driving support control device 13 executes braking control when descending a steeply inclined slope, and adjusts the braking force to the multiple wheels 9 so as to keep the vehicle speed low and constant. When the X mode is set, the driving support control device 13 can execute control to assist the driving of the automobile 1, such as adjusting the distribution of the driving force or the braking force to the multiple wheels 9 of the automobile 1 during low-speed driving.

[0034] FIG. 4 is an explanatory diagram of the auto-cruise control mode in the automobile 1 of FIG. The control in the auto-cruise control mode in FIG. 4 is configured by, for example, preceding vehicle following speed control within a set speed, lane keeping control, and lane change control.

[0035] In the preceding vehicle following speed control, the driving support control device 13 controls the speed of the automobile 1 to increase or decrease so as to maintain a distance from the preceding vehicle according to the vehicle speed estimated based on the image captured by the exterior camera 42. When the speed of the automobile 1 reaches a set speed, the driving support control device 13 controls the automobile 1 to decelerate so as not to accelerate any further. In lane keeping control, the driving support control device 13 executes steering control of the automobile 1 so as to keep the automobile 1 traveling in a driving lane estimated based on an image captured by the exterior camera 42. The driving support control device 13 may execute control of increasing or decreasing the vehicle speed of the automobile 1 together with the steering control of the automobile 1. In the lane change control, the driving assistance control device 13 controls the driving of the automobile 1 so as to change lanes to an adjacent lane to that of the own vehicle that is estimated based on an image captured by the exterior camera 42. By executing a cooperative control that combines these driving assistance controls, the driving assistance control device 13 can basically control the automobile 1 to maintain the lane it is traveling in and travel following the vehicle in front. Furthermore, when lane changing is possible, the driving assistance control device 13 can control the automobile 1 to change the lane it is traveling in and travel following the vehicle in front in the changed lane.

[0036] Incidentally, in the auto-cruise control of the present embodiment, there is basically no restriction on the vehicle speed. The driving assistance control device 13 can execute driving assistance control in the auto-cruise control mode at all vehicle speeds, including the speed at which the vehicle speed is 0 kilometers per hour. The speed range in which the vehicle can be driven with the auto-cruise driving assistance overlaps with the speed range in which the vehicle can be driven with the braking / driving assistance for rough road driving in X-mode. Basically, the auto-cruise control and the braking / driving assist control for rough road driving in the X mode may be executed simultaneously in the automobile 1. However, if these driving assist controls are executed simultaneously, there remains a possibility that an unexpected driving assist control state that was not envisaged in each individual control may occur. In order to improve the overall safety and security of the driving assist control of the automobile 1 at this time, it is desirable to prevent these driving assist controls from being executed simultaneously.

[0037] For this reason, the driving assistance setting device 11, for example, automatically cancels driving assistance provided by the braking / driving assistance function when the vehicle speed exceeds the automatic release speed during driving assistance provided by the braking / driving assistance function, and accepts operation of the auto-cruise control button 32 to activate auto-cruise driving assistance at speeds higher than the automatic release speed at which the braking / driving assistance function is cancelled. Furthermore, the driving support setting device 11 accepts operation of the drive switching button 31 for enabling the braking / driving support when the auto-cruise driving support is disabled. This enables the driving assistance setting device 11 to prevent the driving assistance control device 13 from simultaneously setting the braking / driving force distribution control mode and the auto-cruise control mode to be valid and executed.

[0038] However, if the acceptance of operations to enable each of the brake / drive distribution control mode and the auto-cruise control mode is restricted in this manner so that the other can only be enabled when one of the modes is disabled, the operational burden on the driver when attempting to continue enjoying the driving assistance and maintain driving would become very large. For example, when one driving support control is being executed and the driver wishes to execute the other driving support control, the driver must perform an operation to disable the one driving support control that is currently being used, and then perform an operation to enable the other driving support control that the driver wishes to newly use. In addition, for example, when automobile 1 is traveling on a road that alternates between rough roads that require the automobile 1 to slow down and paved roads on which the automobile 1 can travel at high speeds, the driver must repeatedly select the X-mode (braking / driving assistance control), which is automatically deactivated every time the automobile 1 travels at high speeds on a paved road, every time the driver wants to slow down and travel on a rough road. In this manner, in the case of automobile 1 that can utilize a braking / driving assist function such as X-mode and an auto-cruise driving assist function as driving assistance functions, it is necessary to reduce the burden of setting operations on the driver when the driver wishes to continue to enjoy appropriate driving assistance even when the driving environment changes.

[0039] FIG. 5 is a flowchart of the X-mode setting control for adjusting the distribution of driving force and the distribution of braking force to the plurality of wheels 9 by the driving support setting device 11 of the automobile 1 of FIG. The CPU 23 of the driving support setting device 11 repeatedly executes the process of FIG.

[0040] In step ST1, the CPU 23 determines whether or not a selection operation of the drive switching button 31 has been performed by an occupant such as a driver. The drive switching button 31 may be, for example, a rotary button that can be operated to alternatively select X mode, I mode, S mode, or braking / driving release. When selection operation information of the drive switching button 31 is input from the operation unit 18, the CPU 23 determines that a selection operation of the drive switching button 31 has been performed, and proceeds to the process of step ST2. When selection operation information of the drive switching button 31 has not been input from the operation unit 18, the CPU 23 repeats this process.

[0041] In step ST2, the CPU 23 judges whether the vehicle speed of the automobile 1 is equal to or lower than the low acceptance speed at which the selection operation of the drive switching button 31 for operating the X mode can be accepted. The CPU 23 acquires the latest vehicle speed from the speed sensor 41. The CPU 23 compares the acquired latest vehicle speed with the low acceptance speed. The low acceptance speed may be the same as the upper limit speed of the driving range in the X mode, for example. The upper limit speed of the driving range in the X mode may be, for example, 20km / h or 30km / h. Thus, the CPU 23, as the driving assistance setting device 11, accepts the selection operation for the X mode in the operation unit 18 when the speed of the automobile 1 is equal to or lower than the low acceptance speed. When the vehicle speed of the automobile 1 is equal to or lower than the low acceptance speed, the CPU 23 advances the process to step ST3. When the vehicle speed of the automobile 1 is not equal to or lower than the low acceptance speed, the CPU 23 returns the process to step ST1.

[0042] In step ST3, the CPU 23 judges whether the setting operation of the drive switching button 31 in the operation unit 18 is a selection operation for setting the X mode. If it is a selection operation for setting the X mode, the CPU 23 advances the process to step ST4. If it is not a selection operation for setting the X mode, for example, if it is a selection operation for setting a mode other than the X mode and canceling the X mode for the new mode, the CPU 23 advances the process to step ST7.

[0043] In step ST4, the CPU 23 determines whether or not the auto-cruise control is being set. The CPU 23 may obtain information on the current setting state from the memory 24. If the auto-cruise control is being set, the CPU 23 advances the process to step ST5. If the auto-cruise control is not being set, the CPU 23 skips the process of step ST5 and advances the process to step ST6.

[0044] In step ST5, the CPU 23 executes a process for canceling the auto-cruise control. The CPU 23 outputs cancellation information for the auto-cruise control to the driving support control device 13. The driving support control device 13 ends the auto-cruise control.

[0045] In step ST6, the CPU 23 executes a process for setting the X mode. The CPU 23 outputs setting information for the X mode to the driving support control device 13. The driving support control device 13 starts braking / driving support control in the X mode. After that, the CPU 23 ends this control.

[0046] In step ST7, the CPU 23 cancels the setting of the X mode. The CPU 23 outputs X mode cancellation information to the driving support control device 13. The driving support control device 13 ends the braking / driving support control in the X mode that has been executed up to that point. After that, the CPU 23 ends this control.

[0047] In this way, the CPU 23 can accept the selection operation of the braking / driving force distribution function by the selection operation of the drive switching button 31 when the speed of the automobile 1 is equal to or lower than the low acceptance speed.

[0048] FIG. 6 is a flowchart of the X-mode automatic release control by the driving support setting device 11 of the automobile 1 of FIG. The CPU 23 of the driving support setting device 11 repeatedly executes the process of FIG. 6 in order to automatically release the braking / driving support control in the X mode by the driving support control device 13. The CPU 23 may also automatically cancel a drive system control mode other than the X mode, such as the I mode or the S mode, by the same process as in FIG.

[0049] In step ST21, the CPU 23 judges whether the vehicle speed of the automobile 1 is equal to or higher than the automatic release speed for releasing the X mode. The CPU 23 acquires the latest vehicle speed from the speed sensor 41. The CPU 23 compares the acquired latest vehicle speed with the automatic release speed. The automatic release speed may be, for example, the upper limit speed of the driving range in the X mode. The upper limit speed of the driving range in the X mode may be, for example, 20km / h or 30km / h. If the vehicle speed of the automobile 1 is equal to or higher than the automatic release speed, the CPU 23 advances the process to step ST23. If the vehicle speed of the automobile 1 is not equal to or higher than the automatic release speed, the CPU 23 repeats this process.

[0050] In step ST22, the CPU 23 determines whether the X mode is set. The CPU 23 may obtain setting information of the driving support last executed by the driving support control device 13 from the memory 24 and determine whether the X mode is set. If the X mode is set, the CPU 23 advances the process to step ST23. If the X mode is not set, the CPU 23 ends this control.

[0051] In step ST23, the CPU 23 executes a process to cancel the X mode. The CPU 23 outputs X mode cancellation information to the driving support control device 13. The driving support control device 13 ends the braking / driving support control in the X mode that has been executed up to that point. After that, the CPU 23 advances the process to step ST24.

[0052] In step ST24, the CPU 23 sets a standby flag for the automatically released X mode. The CPU 23 may set the standby flag for the X mode in the memory 24. The standby flag is information on automatic return of the braking / driving force distribution function. After that, the CPU 23 ends this control.

[0053] FIG. 7 is a flowchart of the X mode automatic return control by the driving support setting device 11 of the automobile 1 of FIG. The CPU 23 of the driving support setting device 11 repeatedly executes the process of FIG. 7 in order to automatically reset and automatically return to the braking / driving support control in the X mode. The CPU 23 may also automatically reset and return a drive system control mode other than the X mode that has been automatically released, such as the I mode or the S mode, by the same process as in FIG.

[0054] In step ST31, the CPU 23 judges whether the vehicle speed of the automobile 1 is equal to or lower than the automatic return speed at which the X mode is reset. The CPU 23 acquires the latest vehicle speed from the speed sensor 41. The CPU 23 compares the acquired latest vehicle speed with the automatic return speed. The automatic return speed may be equal to or lower than the automatic release speed, and may be, for example, the upper limit speed of the driving range in the X mode, similar to the automatic release speed. The upper limit speed of the driving range in the X mode may be, for example, 20km / h or 30km / h. If the vehicle speed of the automobile 1 is equal to or lower than the automatic return speed, the CPU 23 advances the process to step ST32. If the vehicle speed of the automobile 1 is not equal to or lower than the automatic release speed, the CPU 23 repeats this process.

[0055] In step ST32, the CPU 23 judges whether the standby flag of the X mode is set. The CPU 23 may obtain the standby flag of the X mode from the memory 24 and judge whether the X mode is on standby. If the X mode is on standby, the CPU 23 advances the process to step ST33. If the X mode is not on standby, the CPU 23 ends this control.

[0056] In step ST33, the CPU 23 executes a process of resetting the X mode. The CPU 23 outputs setting information of the X mode to the driving support control device 13. The driving support control device 13 starts braking / driving support control in the X mode. After that, the CPU 23 ends this control.

[0057] In this way, after an operation is performed on the operation unit 18 to select the X mode as the braking / driving distribution control mode, the CPU 23 of the driving support setting device 11 as the driving support setting device 11 outputs new setting information for the X mode to the driving support control device 13 without a selection operation on the operation unit 18 when the speed of the automobile 1 detected by the vehicle speed sensor becomes equal to or higher than the automatic release speed at which the driving support control device 13 releases driving support in the X mode and then falls below the automatic return speed or the automatic release speed. Each time the vehicle speed drops from a speed equal to or higher than the automatic return speed or the automatic release speed to a speed equal to or lower than the automatic return speed or the automatic release speed, the driving support control device 13 resets the released X mode and can execute braking / driving support control in the X mode. Furthermore, if the X mode standby flag is not recorded in the memory 24, the CPU 23 does not output the X mode setting information to the driving support control device 13. The driving support control device 13 does not execute the braking / driving support control in the released X mode even if the vehicle speed drops below the automatic return speed or the automatic release speed.

[0058] FIG. 8 is a flowchart of auto-cruise control setting control (ACC setting control) by the driving support setting device 11 of the automobile 1 of FIG. The CPU 23 of the driving assistance setting device 11 repeatedly executes the process of FIG.

[0059] In step ST41, the CPU 23 judges whether or not the auto-cruise control button 32 has been selected by an occupant such as a driver. The auto-cruise control button 32 may be, for example, a toggle button that can be operated to switch between enabling and disabling the auto-cruise control each time it is operated. When the selection operation information of the auto-cruise control button 32 is input from the operation unit 18, the CPU 23 judges that the auto-cruise control button 32 has been selected, and proceeds to step ST42. When the selection operation information of the auto-cruise control button 32 has not been input from the operation unit 18, the CPU 23 repeats this process.

[0060] In step ST42, the CPU 23 judges whether or not the conditions for turning on the auto-cruise function are satisfied. For example, when the setting information in the X mode is output to the driving assistance control device 13 and the automobile 1 is driving under driving control in the X mode, the auto-cruise function cannot be turned on basically. If the conditions for turning on the auto-cruise function are satisfied, the CPU 23 advances the process to step ST43. If the conditions for turning on the auto-cruise function are not satisfied, the CPU 23 returns the process to step ST41.

[0061] In step ST43, the CPU 23 judges whether the selection operation of the auto-cruise control button 32 from the operation unit 18 is an ON operation for setting the auto-cruise control. If the selection operation information of the auto-cruise control button 32 is for switching to setting, the CPU 23 determines that the selection operation of the auto-cruise control button 32 is an operation for setting the auto-cruise control, and proceeds to step ST44. If the selection operation information of the auto-cruise control button 32 is for switching to cancel the setting, the CPU 23 determines that the selection operation of the auto-cruise control button 32 is an operation for canceling the auto-cruise control, and proceeds to step ST47.

[0062] In step ST44, the CPU 23 judges whether the standby flag of the X mode is set. The CPU 23 may judge whether the standby flag of the X mode is set from the memory 24. If the standby flag of the X mode is set, the CPU 23 advances the process to step ST45. If the standby flag of the X mode is not set, the CPU 23 advances the process to step ST46.

[0063] In step ST45, the CPU 23 cancels the setting (set) of the standby flag of the X mode. The CPU 23 may overwrite the standby flag in the memory 24 with a release value. This allows the CPU 23 to delete from the memory 24 the automatic return information of the braking / driving force distribution function recorded in the memory 24.

[0064] In step ST46, the CPU 23 executes a process for setting the auto-cruise control. The CPU 23 outputs setting information for the auto-cruise control to the driving support control device 13. The driving support control device 13 starts the auto-cruise control. After that, the CPU 23 ends this control.

[0065] In step ST47, the CPU 23 executes a process for canceling the auto-cruise control. The CPU 23 outputs cancellation information for the auto-cruise control to the driving support control device 13. The driving support control device 13 ends the auto-cruise control being executed. After that, the CPU 23 ends this control.

[0066] In this manner, the CPU 23 of the driving assistance setting device 11 accepts the selection operation of the auto-cruise control in the operation unit 18 when the conditions for turning on the auto-cruise function are met. When an operation to select the X mode as the braking / drive distribution control is performed on the operation unit 18 and then an operation to select the auto-cruise control is performed, the CPU 23 cancels the standby flag for the X mode recorded in the memory 24 and cancels the subsequent automatic return to the X mode. Then, the CPU 23 outputs setting information for the auto-cruise control to the driving support control device 13. As a result, the CPU 23 causes the driving support control device 13 to execute the auto-cruise control exclusively with the braking / drive distribution control mode. In this way, when an operation to select the auto-cruise control is performed after an operation to select the X mode, the occupant is likely to estimate or judge that there will be no bad roads in the future driving environment. The driving assistance control device 13 can continue to perform driving assistance so as to respond appropriately to such a judgment of the occupant. Even if the speed decreases during driving assistance by the auto-cruise control thereafter, the driving assistance control device 13 does not inadvertently switch the assistance control from the auto-cruise control to the X mode.

[0067] FIG. 9 is a transition diagram of an example of driving support setting by the driving support setting device 11 of the automobile 1 of FIG.

[0068] In FIG. 9, examples of current settings for six driving assistance functions, numbered 1 to 6, are arranged horizontally. In the first current setting, the auto-cruise control mode is off and the X mode is off, and the speed of the automobile 1 is a low speed equal to or lower than the low acceptable speed. In the second current setting, the auto-cruise control mode is on and the X mode is off, and the speed of the automobile 1 is a low speed equal to or lower than the low acceptable speed. In the third current state setting, the auto-cruise control mode is off and the X mode is on, and the speed of the automobile 1 is a low speed equal to or lower than the low acceptable speed. The fourth current state setting is that the auto-cruise control mode is on and the X mode is off, and the speed of the automobile 1 is high and equal to or higher than the high acceptance speed. The high acceptance speed is higher than the low acceptance speed. The fifth current state setting is that the auto-cruise control mode is off, and the X mode is in a standby state (off), and the speed of the automobile 1 is high, equal to or higher than the high acceptance speed. In the sixth current state setting, the auto-cruise control mode is off and the X mode is off, and the speed of the automobile 1 is high, which is equal to or higher than the high acceptance speed. In this manner, as in the examples of the first to sixth current state settings, the driving support setting device 11 controls the settings so that the auto-cruise control mode and the X mode are not turned on at the same time.

[0069] Moreover, each row in FIG. 9 is an example of an operation that changes the current setting or a change in the driving state.

[0070] The first row corresponds to the case where the speed of the vehicle 1 changes to a speed higher than the automatic release speed. In this case, the first current setting is changed to the sixth setting state. Even if the speed increases due to acceleration, the auto-cruise control mode is maintained off (disabled) and the X-mode is maintained off. The second current setting is changed to a fourth setting state. Even if the speed increases due to acceleration, the auto-cruise control mode is maintained on (set) and the X-mode is maintained off. The third current setting changes to the fifth setting. Even if the speed increases due to acceleration, the auto cruise control mode remains off. However, the X mode changes from on to the standby state (off). In this way, when the speed of the automobile 1 increases due to acceleration, the driving control in the X mode by the driving assistance control device 13 is turned off. In addition, in the fourth to sixth current settings, which are already high speed in the current settings, each current setting is maintained.

[0071] In the second row, the speed of the vehicle 1 changes to a low speed below the automatic return speed. In this case, the fourth current setting is changed to the second setting state. Even if the speed decreases due to deceleration, the auto-cruise control mode is maintained on and the X-mode is maintained off. The fifth current setting changes to the third setting state. Even if the speed decreases due to deceleration, the auto-cruise control mode is maintained in the OFF state, and the X mode changes from the standby state (OFF) to the ON state. The sixth current setting is changed to the first setting state. Even if the speed decreases due to deceleration, the auto-cruise control mode is maintained off and the X-mode is maintained off. In this way, when the speed of the automobile 1 decreases due to deceleration, if the X mode was in the standby state (off) before that, the X mode is switched to the on state. In addition, in the first to third current settings, which are already low speed in the current settings, each current setting is maintained.

[0072] The third row corresponds to the case where the drive switching button 31 is operated so as to turn on the X mode. In this case, the first current setting and the second current setting, in which the current speed remains low, change to a third current setting, which remains in the third setting state. In this way, when the X mode is turned on by the drive switching button 31 while the current speed is equal to or lower than the low acceptance speed, the auto-cruise control mode is turned off and the X mode is turned on. In addition, in the fourth to sixth current settings, which are high-speed current settings, the X mode ON operation is ignored and each current setting is maintained.

[0073] The fourth line corresponds to the case where the auto-cruise control button 32 is operated so as to turn on the auto-cruise control mode. In this case, the fifth and sixth current status settings, in which the current speed remains high, change to the fourth current status setting, and the fourth current status setting remains in the fourth setting state. In this way, when the auto-cruise control mode is turned on by the auto-cruise control button 32 while the current speed is equal to or higher than the high acceptance speed, the standby state (off) of the X mode is cancelled and the auto-cruise control mode is turned on. In the first to third current settings in which the current setting is a low speed, the on operation of the auto-cruise control mode may basically be ignored and each current setting may be maintained. 9, the first current setting in which the auto-cruise control mode is off becomes the second current setting in which the auto-cruise control mode is on. In this case, the auto-cruise control mode is turned on by the on operation of the auto-cruise control mode. In addition, in the third current setting where the X mode is on, the operation to turn on the auto-cruise control mode is ignored and the X mode is maintained on. If the X mode is already set, the operation to turn on the auto-cruise control mode is ignored and the X mode is maintained on.

[0074] Thus, in this embodiment, the CPU 23, as the driving assistance setting device 11, basically accepts the selection operation of the X mode on the operation unit 18 when the speed of the automobile 1 is below the low acceptance speed, and accepts the selection operation of the auto-cruise control mode on the operation unit 18 when the speed of the automobile 1 is equal to or above the high acceptance speed which is higher than the low acceptance speed.

[0075] FIG. 10 is an explanatory diagram of an example of a change in the driving support state in the automobile 1 of FIG. In FIG. 10, a number of driving assistance states, including vehicle speed, selection operations, and driving assistance contents, are arranged in chronological order from top to bottom.

[0076] 10, in the first driving assistance state, the automobile 1 is stopped at a speed of 0 km / h. The X mode, which is the driving assistance mode, is off (disabled), and the auto-cruise control mode is also off. After that, the car 1 starts moving.

[0077] In the second driving support state, the automobile 1 is traveling at a speed of 15 km / h. The driver performs a selection operation to turn on the X mode. This changes the X mode from the OFF state to the ON (set) state, and the auto-cruise control mode is maintained in the OFF state. In the third driving support state, the speed of the automobile 1 increases to 40 km / h. As the vehicle speed increases, the X mode changes from the ON state to the OFF state (standby state) from which the vehicle can automatically return. The auto-cruise control mode is maintained in the OFF state. In the fourth driving assistance state, the speed of the vehicle 1 is reduced to 20 km / h. As the vehicle speed decreases, the X-mode is automatically switched from the resettable OFF state (standby state) to the ON state without the driver's selection operation. The auto-cruise control mode is maintained in the OFF state. In the fifth driving support state, the speed of the automobile 1 increases again to 40 km / h. As the vehicle speed increases, the X mode changes from the ON state to the OFF state (standby state) from which the vehicle can automatically return. The auto-cruise control mode is maintained in the OFF state.

[0078] In the sixth driving support state, the speed of the automobile 1 further increases to 80 km / h. The driver also performs a selection operation to turn on the auto-cruise driving support. This cancels (deactivates) the automatic return in the X mode, and the X mode changes from the off state (standby state) in which automatic return is possible to a simple off state. The auto-cruise control mode then changes from the off state to the on state. In the seventh driving support state, the speed of the automobile 1 is reduced to 20 km / h. Even though the vehicle speed is reduced, the auto cruise control mode is maintained in the ON state. The X mode is maintained in the OFF state without automatically returning.

[0079] In the eighth driving support state, the speed of the automobile 1 is further decreased to 15 km / h. The driver performs a selection operation to turn on the X mode. As a result, the auto-cruise control mode is changed from the ON state to the OFF state and canceled. The X mode is changed from the OFF state to the ON state.

[0080] In this way, when an operation to select the X mode is performed on the operation unit 18, and then an operation to select the auto-cruise control mode is performed, and then an operation to select the X mode is performed again, the CPU 23 as the driving assistance setting device 11 outputs cancellation information for the auto-cruise control mode to the driving assistance control device 13 under the control of FIG. 5, and can output setting information for the X mode to the driving assistance control device 13.

[0081] As described above, in this embodiment, the driving assistance control device 13 can automatically repeat driving assistance of the automobile 1 in the X mode while the automobile 1 is traveling at a low speed below the automatic return speed, regardless of the increase or decrease in the traveling speed thereafter, by the occupant only having to perform a single selection operation of the X mode (braking / driving force distribution function) on the operation unit 18. The occupant can continue to enjoy the driving support by the X mode without repeating the selection operation of the X mode on the operation unit 18 every time the vehicle 1 is driven on a rough road or the like by slowing down the speed of the vehicle 1. For example, when the vehicle 1 is driving on a road where a rough road where the vehicle 1 needs to drive on a slower speed and a paved road where the vehicle 1 can drive on at a high speed are intermittently repeated, the occupant does not need to select the X mode on the operation unit 18 every time the vehicle 1 is driven on a rough road or the like by slowing down the speed. In this way, in this embodiment, even when the vehicle 1 is driving on a special driving environment different from the normal one where the vehicle 1 is driving on a paved road, an excessive operation load can be prevented from being imposed on the occupant. The present invention reduces the burden on the occupant and enables the occupant to continue to receive the desired driving assistance regardless of changes in the driving environment.

[0082] For this reason, in this embodiment, for example, when the ACC is set while the X mode is temporarily released, the ACC operation is given priority, and the X mode is not automatically returned when the vehicle speed decreases. In addition, in this embodiment, if the X mode is turned ON again while the vehicle speed is decreasing, the X mode operation is given priority and the ACC can be canceled.

[0083] The above-described embodiment is an example of a preferred embodiment of the present invention, but the present invention is not limited to this, and various modifications and changes are possible without departing from the gist of the invention.

[0084] For example, in the embodiment described above, in the control system 10 serving as the driving assistance system of the automobile 1, the CPU 23 of the driving assistance setting device 11 executes all the setting controls shown in FIGS. The other devices 12 to 16 provided in the control system 10 have an input / output unit connected to the in-vehicle network and a CPU, similar to the driving support setting device 11. The CPUs of these other devices 12 to 16 may execute some or all of the processing of the CPU 23 of the driving support setting device 11 described above. A plurality of CPUs may work together to distribute and execute the processing of the CPU 23 of the driving support setting device 11 described above.

[0085] In the above-described embodiment, only the X mode among the multiple drive system control modes in FIG. 3 is set to be exclusive with the auto-cruise control mode, and the X mode is automatically released and automatically returned according to the speed. In addition, for example, exclusive setting with the auto-cruise control mode, and automatic release and automatic return of the I mode or S mode according to the speed may be realized in the I mode or S mode in Fig. 3. In particular, when the I mode or S mode is a control mode that involves adjusting the distribution of driving force and the distribution of braking force to the multiple wheels 9, unlike the example in Fig. 3, it is preferable to realize exclusive setting with the auto-cruise control mode, and automatic release and automatic return of the I mode or S mode according to the speed. [Explanation of symbols]

[0086] 1...Automobile 1 (vehicle), 2...Vehicle body, 3...Vehicle compartment, 4...Seat, 5...Dashboard, 6...Steering wheel, 7...Meter panel device, 9...Wheels, 10...Control system (driving assistance system), 11...Driving assistance setting device, 12...Sensor device, 13...Driving assistance control device, 14...Drive control device, 15...Braking control device, 16...Steering control device, 17...In-vehicle network, 18...Operation unit, 21...Timer, 22...Input / output unit, 23...CPU, 24...Memory, 25...System bus, 31...Drive switch button, 32...Auto cruise control button, 41...Speed ​​sensor, 42...External camera, 43...Power source, 44...Drive force distribution mechanism, 45...Braking force generating member, 46...Braking force distribution mechanism

Claims

1. a driving assistance control unit capable of assisting driving of a vehicle in a driving / braking distribution control mode that adjusts distribution of driving force or distribution of braking force to a plurality of wheels of the vehicle while the vehicle is traveling at a low speed, and capable of assisting driving in an auto-cruise control mode compatible with all vehicle speeds; An operating unit operated by an occupant of the vehicle; a driving support setting unit that outputs setting information of the driving support selected by the operation unit to the driving support control unit; having The driving support setting unit is After an operation for selecting the braking / driving force distribution function is performed on the operation unit, When the speed of the vehicle becomes equal to or higher than an automatic release speed at which the driving support control unit automatically releases the driving support by the braking / driving force distribution function and further becomes equal to or lower than an automatic return speed which is lower than the automatic release speed, setting information of the braking / driving force distribution function is automatically output to the driving support control unit without a selection operation on the operation unit. Vehicle driving assistance system.

2. A memory for recording automatic return information of the braking / driving force distribution function even when the vehicle speed becomes equal to or higher than an automatic release speed at which the driving support control unit releases driving support by the braking / driving force distribution function when an operation for selecting the braking / driving force distribution function is performed on the operating unit, The driving support setting unit is When the vehicle speed becomes equal to or lower than the automatic return speed after being equal to or higher than the automatic release speed, and automatic return information of the braking / driving force distribution function is recorded in the memory, setting information of the braking / driving force distribution function is automatically output to the driving assistance control unit without a selection operation in the operation unit.

2. A vehicle driving assistance system according to claim 1.

3. The driving support setting unit is When an operation for selecting the auto-cruise function is performed after an operation for selecting the braking / driving force distribution function is performed in the operation unit, The automatic return information of the braking / driving force distribution function recorded in the memory even when the speed of the vehicle becomes equal to or higher than the automatic release speed is deleted from the memory, outputting setting information of the auto-cruise function to the driving assistance control unit; 3. A vehicle driving assistance system according to claim 2.

4. The driving support setting unit is When an operation to select the brake / drive distribution function is performed in a state where the speed of the vehicle is equal to or lower than a low acceptance speed after an operation to select the auto-cruise function is performed in the operation unit, outputting cancellation information of the auto-cruise function to the driving assistance control unit; outputting setting information of the braking / driving force distribution function to the driving assistance control unit; 4. A vehicle driving assistance system according to claim 2 or 3.

Images