Vehicle driving support device

Abstract

To provide a driving support device of a vehicle which prevents a collision against an obstacle due to an erroneous stepping on an accelerator pedal in place of a brake pedal and an erroneous operation of a select lever.SOLUTION: A driving support device 2 of a vehicle 1 comprises outside recognition devices 3, 4, an automatic transmission 18, a select lever 22, actuators 41, 42, 51, 52, and a control unit 6. When starting the vehicle from a parking state, the control unit 6 drives and controls the actuators so as to prevent the select lever 22 from being shifted from a P position to a D position if an obstacle is detected in the front direction and drives and controls the actuators so as to prevent the select lever 22 from being shifted from the P position to an R position if an obstacle is detected in the rear direction.SELECTED DRAWING: Figure 5

Description

Technical Field

[0001] The present invention relates to a driving support device for a vehicle equipped with a select lever for changing the range of an automatic transmission.

Background Art

[0002] Conventional anti-misstep functions include various techniques for preventing the vehicle from jumping out by suppressing the torque of the engine, brake control, etc. For example, Patent Document 1 discloses a shift lock control device that does not release the lock of the select lever by the lever lock means when the accelerator pedal is depressed by the driver while the select lever is in the P (parking) range (position).

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] By the way, in conventional vehicles, as long as the transmission is in the D (drive) range or the R (reverse) range, the driver can override and move the vehicle by depressing the accelerator pedal. Also, if the driver is not aware of stepping on the brake pedal and the accelerator pedal incorrectly, or if the vehicle's traveling direction is mistaken due to an incorrect operation of the select lever, the vehicle may move in an unexpected direction, and there is a risk of accidents such as collisions with obstacles.

[0005] Therefore, an object of the present invention is to provide a driving support device for a vehicle that avoids collisions with obstacles due to missteps between the brake pedal and the accelerator pedal and incorrect operations of the select lever.

Means for Solving the Problems

[0006] The driving assistance device for a vehicle according to one aspect of the present invention includes an external recognition device that acquires front and rear environmental information, an automatic transmission that switches the gear ratio according to the rotational speed of the power unit, a select lever that switches the range of the automatic transmission, an actuator that prevents the select lever from mechanically entering the drive position or the reverse position, and a control unit that drives and controls the actuator based on the environmental information. The actuator includes a first solenoid and a second solenoid, and further includes a moving body in which a first regulating shaft of the first solenoid always protrudes and is held at the position of the drive position, a biasing member that biases the moving body in the direction from the drive position to the neutral position, and a detent plate that holds the operation position of the select lever and to which a second regulating shaft of the second solenoid is connected and that is driven to advance and retreat in a direction along the movable surface of the select lever. When starting from a parked state, if the control unit detects an obstacle ahead from the environmental information, the control unit will move the select lever The first regulating shaft is driven to be immersed so as to bias the moving body to the position of the neutral position. If the obstacle is detected behind from the environmental information, the select lever The second regulating shaft is driven to be immersed so as to separate the detent plate from the select lever so as not to be held in the reverse position. . [Effect of the Invention]

[0007] According to the present invention, it is possible to provide a driving assistance device for a vehicle that avoids collisions with obstacles caused by mistakes in stepping on the brake pedal and the accelerator pedal and operation errors of the select lever. [Brief Description of the Drawings]

[0008]

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Mode for Carrying Out the Invention

[0009] Hereinafter, embodiments of one aspect of the present invention will be described in detail with reference to the drawings. In the drawings used in the following description, the scale is different for each component in order to make each component large enough to be recognizable on the drawing surface. The present invention is not limited only to the quantity of the components described in these drawings, the shape of the components, the ratio of the sizes of the components, and the relative positional relationship of each component.

[0010] (First Embodiment) In FIG. 1, reference numeral 1 denotes a vehicle (own vehicle) such as an automobile, and a driving support device 2 is mounted on this vehicle 1. This driving support device 2 mainly includes, for example, a stereo camera 3 that photographs the front, a rear camera 4 that photographs the rear, an image recognition device 5, a control unit 6, an alarm device 7, and the like.

[0011] The vehicle 1 is provided with front and rear brake mechanisms 13 and 14 that apply braking force to the front and rear wheels when the driver depresses the brake pedal 12, an accelerator pedal 15 to which an accelerator opening sensor for detecting the amount of pedal depression (accelerator opening) by the driver is connected, and the like. The brake pedal 12 and the accelerator pedal 15 are also connected to the control unit 6 and output a depression signal to the control unit 6.

[0012] The stereo camera 3 is a front external recognition device configured here as a stereo optical system using, for example, a pair of cameras 3a and 3b (see FIG. 4) using solid-state imaging devices such as charge-coupled devices (CCD or CMOS). These pair of cameras 3a and 3b are respectively mounted at a certain interval in front of the ceiling inside the vehicle compartment. Then, the pair of cameras 3a and 3b perform stereo imaging of an object outside the vehicle in front of the vehicle 1 from different viewpoints and output stereo image data to the image recognition device 5.

[0013] The rear camera 4 is also a rear external recognition device configured by a camera using a solid-state imaging device such as a charge-coupled device (CCD or CMOS). This rear camera 4 is mounted at a predetermined position such as near the rear license plate or the rear gate on the rear side. Then, the rear camera 4 images the rear of the vehicle 1 and outputs the image data to the image recognition device 5.

[0014] The rear camera 4 mainly displays an image of the rear of the vehicle 1 on the screen of a car navigation (not shown) for rearward confirmation when parking in reverse. This rear camera 4 detects obstacles behind and alerts the driver, and may also be configured as a stereo camera composed of a pair of cameras similar to the front.

[0015] Here, the external recognition devices, which are the stereo camera 3 and the rear camera 4, may use various sensors such as millimeter-wave radar, laser radar, and lidar (LIDER: Light Detection and Ranging).

[0016] Environmental information in front of and behind the vehicle 1 recognized by the image recognition device 5 is input to the control unit 6. Further, the control unit 6 executes opening / closing control of the throttle valve 16 (engine output control) according to the pedal depression amount (accelerator opening) of the accelerator pedal.

[0017] A power unit 17 which is an engine is mounted in the front of the vehicle 1, and a transmission 18 for changing power is provided behind the power unit 17. Here, the transmission 18 is a so-called automatic transmission which automatically switches the gear ratio and the like according to the engine speed of the power unit 17.

[0018] The warning device 7 is connected to the control unit 6, and gives various warnings to the driver by means of a warning display on a screen of a car navigation (not shown), an instrument panel, a warning sound, and the like.

[0019] A select lever unit 10 is provided on the vehicle floor of the vehicle 1. The select lever unit 10 is a so-called straight type select lever unit, which exchanges signals with the control unit 6 and is an operating mechanism for switching the hydraulic control circuit of the transmission 18 according to each position such as parking (P), reverse (R), neutral (N), drive (D).

[0020] As shown in FIGS. 2 and 3, the select lever unit 10 has a select lever mechanism portion 21 serving as a base attached to the vehicle body floor, and a shift gate panel 30 having a gate 30a which is a long hole-shaped groove opened on the upper surface of the select lever mechanism portion 21 and a range display portion 30b provided thereon.

[0021] In the select lever mechanism section 21, a select lever 22 extends from a gate 30a of a shift gate panel 30. The select lever 22 includes a lever pipe 25, a knob 23 which is connected to one end of the lever pipe 25 and is a grip extending from the shift gate panel 30, a lock release button 24 provided on the knob 23, and a guide rod 25a which is accommodated in the lever pipe 25 so as to be able to move forward and backward.

[0022] When the lock release button 24 is pushed in, the end portion of the guide rod 25a protrudes from and retracts into the lever pipe 25. The knob 23 is arranged so as to protrude from the shift gate panel 30.

[0023] Here, the lock release button 24 is provided on the front side of the knob 23 and is pushed in when operating to the P position and the R position of the range display section 30b. At this time, the end portion of the guide rod 25a protruding from the lever pipe 25 moves into the lever pipe 25 and retracts by a predetermined length. The lever pipe 25 is connected to a support arm 26 which pivotally supports the lever pipe 25 around a rotation shaft 29.

[0024] One end portion of a cable attachment arm 27 is fixed to the rotation shaft 29, and the other end portion of the cable attachment arm 27 extends downward and is connected to a transmission 18 via a select cable 28.

[0025] A detent mechanism having a detent plate 31 for holding the select lever 22 at a P position, an R position, an N position, and a D position which are selection positions of the transmission 18 to a P range, an R range, an N range, and a D range by the select lever 22 is provided in the select lever mechanism section 21.

[0026] The detent plate 31 is biased by a biasing member (not shown) such as a spring on the select lever 22 side and is a plate body provided so as to be swingable. The detent plate 31 is formed with a concavo-convex guide portion 32 at the upper portion where the lower end portion of the guide rod 25a engages.

[0027] The guide portion 32 of the detent plate 31 has uneven portions of ridges and valleys corresponding to the P position, R position, N position, and D position arranged along the operation direction of the select lever 22. In addition, since the configuration of the detent mechanism is well-known, detailed descriptions thereof are omitted.

[0028] Also, as shown in FIG. 4, two first and second solenoids 41 and 42, which are actuators connected to the control unit 6, are provided in the select lever mechanism portion 21 of the select lever unit 10 of the present embodiment.

[0029] These first and second solenoids 41 and 42 are driven and controlled by the control unit 6. The first and second solenoids 41 and 42 cause their respective plungers 41a and 42a to project and retract in a direction orthogonal to the direction in which the select lever 22 is operated along the gate 30a.

[0030] The first solenoid 41 is disposed at a position where the plunger 41a, which is the first regulating shaft, projects and retracts between the N position and the D position. On the other hand, the second solenoid 42 is disposed at a position where the plunger 42a, which is the second regulating shaft, projects and retracts between the P position and the R position.

[0031] In this way, the first and second solenoids 41 and 42 can mechanically regulate the operation position of the select lever 22 by projecting their respective plungers 41a and 42a.

[0032] When an obstacle is detected based on the front and rear environmental information based on the image data of the stereo camera 3 that captures the front and the rear camera 4 that captures the rear in the driving support device 2 of the vehicle 1 configured as described above, the first and second solenoids 41 and 42 are driven and controlled by the control unit 6.

[0033] Here, a control example executed by the driving support device 2 of the vehicle 1 will be described based on the flowchart of FIG. 5, regarding the detection of an obstacle in the traveling direction of the vehicle 1 and according to the presence or absence of the obstacle. Note that the vehicle 1 exemplifies the control executed by the driving support device 2 when the power unit 17, which is an engine, starts and the vehicle starts moving from a state where the select lever 22 of the select lever unit 10 is in the P position and the vehicle is stopped (parked).

[0034] When the power unit 17, which is an engine, starts (S1), the control unit 6 of the driving support device 2 of the vehicle 1 determines whether an obstacle is detected in front (S2).

[0035] In this step S2, the front environment information of the image recognition device 5 based on the image data of the stereo camera 3 that captures the front of the vehicle 1 is input to the control unit 6, and the presence or absence of an obstacle in front is detected.

[0036] When the control unit 6 detects an obstacle in front, it drives the plunger 41a of the first solenoid 41 to protrude (S3). On the other hand, when the control unit 6 does not detect an obstacle in front, it proceeds to the control routine of step S8 described later.

[0037] In step S3, as shown in FIG. 6, the plunger 41a of the first solenoid 41 protrudes. Since this plunger 41a of the first solenoid 41 protrudes between the N position and the D position, the movement of the select lever 22 of the select lever unit 10 into contact with the plunger 41 mechanically restricts the movement operation to the D position.

[0038] That is, the select lever 22 can only move within the range from the P position to the N position. As a result, the select lever 22 cannot move to the D position, and the vehicle 1 is in a drive - disabled setting state where it cannot move forward. Note that since the select lever 22 can move to the R position, the vehicle 1 can move backward and is in a state where it can be reverse - driven.

[0039] Then, the control unit 6 drives and controls the warning device 7 to execute a warning that there is an obstacle ahead (S4). The warning device 7 notifies the driver that there is an obstacle ahead by means of warning displays on the car navigation screen, instrument panel, etc., and warning sounds.

[0040] Next, the control unit 6 determines whether the brake has been depressed (S5). Here, based on the depression operation of the brake pedal 12 by the driver, the control unit 6 determines according to the presence or absence of the input of the depression signal. Note that the determination in step S5 is executed by the control unit 6 until the depression signal of the brake pedal 12 is input.

[0041] When the control unit 6 determines that the brake has been depressed, it drives the plunger 41a of the first solenoid 41 to be immersed (S6), cancels the warning by the warning device 7 (S7), and ends this control routine.

[0042] That is, when the depression signal of the brake pedal 12 is input, the control unit 6 drives the plunger 41a of the first solenoid 41 to be immersed to return to the normal state and cancels the warning by the warning device 7. As a result, the select lever 22 can move to the D position and the R position, and the vehicle 1 is in a drive and reverse release state where normal forward and backward movement is possible.

[0043] Also, in step S2, when the control unit 6 determines that no obstacle has been detected ahead, it determines whether an obstacle has been detected behind (S8).

[0044] In this step S8, the rear environment information of the image recognition device 5 based on the image data of the rear camera 4 that photographs the rear of the vehicle 1 is input to the control unit 6, and the presence or absence of an obstacle behind is detected.

[0045] When an obstacle is detected behind, the control unit 6 drives the plunger 42a of the second solenoid 42 to protrude (S9). On the other hand, when no obstacle is detected behind, the control unit 6 enables the movement operation of the select lever 22 to the D position and the R position, and ends the control routine with the vehicle 1 in a drive and reverse release state where normal forward and backward movement is possible.

[0046] Note that in step S9, as shown in FIG. 7, the plunger 42a of the second solenoid 42 protrudes. Since this plunger 42a of the second solenoid 42 protrudes between the P position and the R position, the select lever 22 of the select lever unit 10 abuts against the plunger 41, and the movement operation of the select lever 22 from the P position to other positions is mechanically restricted. That is, the select lever 22 cannot be moved from the P position.

[0047] Then, the control unit 6 drives and controls the warning device 7 to execute a warning that there is an obstacle behind (S10). Here too, the warning device 7 notifies the driver that there is an obstacle behind by warning displays on the car navigation screen, the instrument panel, etc., and warning sounds.

[0048] Next, the control unit 6 determines whether or not the brake has been depressed (S11) in the same routine as step S5. When the brake is depressed, the control unit 6 drives the plunger 42a of the second solenoid 42 to retract (S12) and proceeds to step S7.

[0049] Here, when a depression signal of the brake pedal 12 is input, the control unit 6 drives the plunger 42a of the second solenoid 42 to retract to return to the normal state, and cancels the warning by the warning device 7. As a result, the select lever 22 can be moved to the D position and the R position, and the vehicle 1 is in a drive and reverse release state where normal forward and backward movement is possible. Then, the control unit 6 cancels the warning by the warning device 7 (S7) and ends the control routine.

[0050] As described above, the driving support device 2 of the vehicle 1 detects that there is an obstacle in the traveling direction, and when there is an obstacle in the traveling direction, suppresses the operation of the select lever so that the vehicle cannot travel in that direction.

[0051] That is, when the vehicle 1 recognizes an obstacle ahead, it controls so that the select lever 22 does not enter the D position after the N position. Also, when detecting an obstacle behind, it controls so that the select lever 22 does not enter the R position and subsequent positions after the P position.

[0052] Note that before returning to the normal drive state where forward and backward are possible and the reverse state where reverse is possible, in the warning of step S4 or step S10, it is preferable for the driving support device 2 of the vehicle 1 to notify the driver that there is an obstacle in the traveling direction, so step on the brake pedal to confirm the traveling direction.

[0053] From the above, when the driving support device 2 of the vehicle 1 detects an obstacle ahead, it prevents the transmission 18 from entering the D range, and when detecting an obstacle behind, it prevents the transmission 18 from entering the R range. Therefore, even if the driver steps on the accelerator pedal 15, the vehicle 1 cannot start in the direction where the obstacle is detected. Even if there is a mistake in stepping on the brake pedal 12 and the accelerator pedal 15, the vehicle 1 does not move in an unexpected direction, and a collision with an obstacle can be avoided.

[0054] Therefore, the driving support device 2 of the vehicle 1 is configured to be able to avoid a collision with an obstacle due to a mistake in stepping on the brake pedal 12 and the accelerator pedal 15 or an operation error of the select lever 22.

[0055] (Second Embodiment) As a second embodiment, when an obstacle is recognized in the front, the select lever 22 is prevented from entering the D position, and when an obstacle is detected in the rear, another aspect of the driving support device 2 of the vehicle 1 that controls the select lever 22 from entering the R position will be described below. Regarding the configurations described in the first embodiment, the descriptions and operations of those configurations are omitted, and the same reference numerals are used.

[0056] As shown in FIGS. 8 and 9, the select lever unit 10 of the present embodiment includes a first solenoid 51 and a second solenoid 52 provided in the biasing unit 50.

[0057] Here, the biasing unit 50 is provided with a block-shaped moving body 55, a biasing spring 56 that biases the moving body 55 in a direction along the D position to the N position of the select lever 22, and a block-shaped fixed base 57 fixed to the housing of the select lever mechanism unit 21.

[0058] The moving body 55 is formed with a recess 55a that serves as a receiving portion that abuts against the lever pipe 25 of the select lever 22, and a moving range from the D position to the N position corresponding to the expansion and contraction range of the biasing spring 56 is set.

[0059] Normally, the moving body 55 is pressed so that the plunger 51a of the first solenoid 51 abuts against and holds it at a position where the biasing spring 56 is contracted, and the select lever 22 is in a state where it does not mechanically restrict movement to the N position.

[0060] The first solenoid 51 has a plunger 51a that projects and retracts orthogonally to the direction in which the moving body 55 moves under the biasing force of the biasing spring 56. As shown in FIG. 9, the second solenoid 52 has a plunger 52a connected to the other edge opposite to one edge where the guide portion 32 of the detent plate 31 is formed here.

[0061] And the second solenoid 52 drives the detent plate 31 to move forward and backward along the longitudinal axis direction of the select lever 22, precisely along the movable surface, by the protrusion and retraction of the plunger 52a. Note that the first and second solenoids 51 and 52 are driven and controlled by the control unit 6 for the protrusion and retraction of their respective plungers 51a and 52a.

[0062] Also in the driving support device 2 of the vehicle 1 according to the present embodiment configured as described above, when an obstacle is detected based on the front and rear environmental information from the image data of the stereo camera 3 that captures the front and the rear camera 4 that captures the rear, the first and second solenoids 51 and 52 are driven and controlled by the control unit 6.

[0063] Here, a control example executed by the driving support device 2 will be described based on the flowchart of FIG. 10, regarding the detection of an obstacle in the traveling direction of the vehicle 1 and according to the presence or absence of the obstacle. For the same control routines as the flowchart of FIG. 5 described above, their descriptions will be omitted or briefly described. Here too, the vehicle 1 is an example of the control executed by the driving support device 2 when the select lever 22 of the select lever unit 10 is in the P position and the power unit 17, which is the engine, starts and the vehicle starts moving from a parked (stopped) state.

[0064] When the power unit 17, which is the engine, is started (S21), the control unit 6 of the driving support device 2 of the vehicle 1 determines whether an obstacle is detected in front (S22).

[0065] When the control unit 6 detects an obstacle in front, it drives the plunger 41a of the first solenoid 41 to retract (S23). On the other hand, when the control unit 6 does not detect an obstacle in front, it proceeds to the control routine of step S29 described later.

[0066] In step S23, as shown in FIGS. 11 and 12, when the plunger 51a of the first solenoid 51 is immersed, the moving body 55 of the biasing unit 50 held by the plunger 51a moves so as to protrude from the D position to the N position by the biasing force of the biasing spring 56.

[0067] Therefore, the driver can perform the operation of moving the select lever 22 from the P position to the N position in the same manner as usual. However, when trying to move the select lever 22 to the D position, the lever pipe 25 abuts against the moving body 55, and the driver feels a sense of resistance as if being returned to the N position by the biasing force of the biasing spring 56.

[0068] As a result, it is difficult for the select lever 22 to move to the D position, and resistance occurs more than the normal operating feeling, giving the driver a sense of discomfort. Even if the driver moves the select lever 22 to the D position against the biasing force of the biasing spring 56 and then releases the hand from the knob 23, the select lever 22 moves so as to be deflected back to the N position by the biasing force of the biasing spring 56.

[0069] As a result, the select lever 22 does not stay in the D position but moves to the N position, so that the vehicle 1 enters a drive inhibition state where it does not move forward. Since the select lever 22 can be moved to the R position, the vehicle 1 can move backward and can be in a state where it can be reverse-driven.

[0070] Then, the control unit 6 drives and controls the warning device 7 to execute a warning that there is an obstacle ahead (S24). Next, the control unit 6 determines whether the brake has been depressed (S25). Note that the determination in step S25 is executed until a depression signal of the brake pedal 12 is input to the control unit 6.

[0071] Next, when the brake is depressed, the control unit 6 determines whether the select lever 22 is positioned at the D position continuously for a predetermined time (for example, 2 to 3 seconds) while the brake is depressed (S26).

[0072] Here, the control unit 6 determines whether a state in which the driver continuously depresses the brake pedal 12 and moves the select lever 22 to the D position against the biasing force of the biasing spring 56 has continued for a predetermined time. Note that the control unit 6 repeatedly executes the determination in this step S26.

[0073] That is, when moving the select lever 22 to the D position, since there is a greater sense of resistance than normal due to the biasing force of the biasing spring 56, it is considered that the driver operates the select lever 22 in a state where it is recognized that there is no operation error.

[0074] Then, when the control unit 6 determines that the select lever 22 is located at the D position for a predetermined time while the brake is depressed, the plunger 51a of the first solenoid 51 is driven to protrude (S27).

[0075] As a result, as shown in FIG. 13, when the plunger 51a of the first solenoid 51 protrudes, the moving body 55 abuts against the plunger 51a and is pressed and held at the position of the D position, which is the normal state in which the biasing spring 56 of the biasing unit 50 is contracted.

[0076] Therefore, the select lever 22 can be operated to the D position and the R position, and the vehicle 1 is in a drive and reverse release state in which normal forward and backward movement is possible. Then, the control unit 6 cancels the warning by the warning device 7 (S28) and ends the control routine.

[0077] Also, in step S22, when no obstacle is detected in front, the control unit 6 determines whether an obstacle is detected behind (S29).

[0078] When an obstacle is detected behind, the control unit 6 drives the plunger 42a of the second solenoid 42 to be immersed (S30). On the other hand, when no obstacle is detected behind, the control unit 6 ends the control routine with the vehicle 1 in a drive and reverse release state where normal forward and reverse movement is possible.

[0079] Note that in step S30, as shown in FIG. 14, when the plunger 42a of the second solenoid 42 is immersed, the detent plate 31 connected to the plunger 42a moves in a direction away from the end of the guide rod 25a protruding from the lever pipe 25 of the select lever 22.

[0080] Therefore, the select lever 22 is in a state where the end of the guide rod 25a does not contact the concave-convex guide portion 32 formed on the detent plate 31. That is, the end of the guide rod 25a is not guided to the R position, and the select lever 22 is moved so as to slip out from the P position to the D position without stopping at the R position.

[0081] As a result, when the driver tries to move the select lever 22 from the P position to the R position, the select lever 22 moves to the D position without resistance and slips out.

[0082] On the other hand, even if the driver tries to move the select lever 22 from the D position to the R position, the select lever 22 moves to the P position without resistance and slips out. Therefore, the vehicle 1 cannot be put into the P range of the transmission 18 with the select lever 22 in the P position.

[0083] Then, the control unit 6 drives and controls the warning device 7 to execute a warning that there is an obstacle behind (S31), and determines whether or not the brake has been depressed (S32). When the brake is depressed, the control unit 6 drives the plunger 42a of the second solenoid 42 to protrude (S33) and shifts to step S28.

[0084] Here, when the control unit 6 receives the stepping signal of the brake pedal 12, it drives the plunger 42a of the second solenoid 42 to protrude, moves the detent plate 31 to the end side of the guide rod 25a, and returns it to the normal state.

[0085] As a result, the selector lever 22 is guided by the guide portion 32 of the detent plate 31 at the end of the guide rod 25a, can be operated to the D position and the R position, and the vehicle 1 is in a drive and reverse release state where normal forward and backward movement is possible. Then, the control unit 6 cancels the warning by the warning device 7 (S28) and ends the control routine.

[0086] Note that the driving support device 2 of the vehicle 1 in this embodiment has been exemplified by the control executed when the power unit 17, which is an engine, starts and starts moving from a stopped state. However, when an obstacle is detected in front during forward driving of the vehicle 1 with the selector lever 22 in the D position, the biasing unit 50 may move the selector lever 22 so as to deflect it to the N position.

[0087] As described above, also in the driving support device 2 of the vehicle 1 according to the second embodiment, it is possible to detect that there is an obstacle in the traveling direction, and when there is an obstacle in the traveling direction, the operation of the selector lever 22 can be suppressed so that the vehicle cannot travel in that direction.

[0088] And, with the configuration of the driving support device 2 of the vehicle 1 in each of the above-described embodiments, even if the driver does not notice the mistake in stepping on the accelerator and the brake, an accident can be avoided by restricting the traveling direction of the vehicle 1.

[0089] Furthermore, when the driving support device 2 of the vehicle 1 detects an obstacle in the traveling direction, since the operation feeling of the selector lever 22 is different from normal, an effect of making the driver notice an operation mistake of the selector lever 22 can be expected.

[0090] In addition, the driving support device 2 of the vehicle 1 controls the operation of the select lever 22, so that when stepping on the brake pedal 12 and operating the select lever 22, operations by hands and feet are required, and it can be operated in the normal D position and R position. It takes time to return the vehicle 1 to the drive and reverse release states where normal forward and reverse are possible, and it is possible to give the driver time to confirm the operation of the select lever 22.

[0091] Note that in the above embodiment, a configuration for recognizing the driving environment from the stereo images of the two cameras 3a and 3b is illustrated. However, it does not necessarily have to be a stereo image, and it may be configured to recognize the movement of other vehicles from the image of a monocular camera.

[0092] In addition, the control unit 6 of the driving support device 2 has a processor including a storage device such as a central processing unit (CPU), a ROM, and a RAM. Further, all or part of the configuration of the plurality of circuits of the processor may be executed by software. For example, the CPU may read and execute various programs corresponding to each function stored in the ROM.

[0093] Furthermore, all or part of the functions of the processor may be configured by a logic circuit or an analog circuit, and the processing of various programs may be realized by an electronic circuit such as an FPGA.

[0094] The invention described in the above embodiments is not limited to those forms, and various modifications can be implemented without departing from the gist thereof at the implementation stage. Furthermore, each of the above forms includes inventions at various stages, and various inventions can be extracted by appropriate combinations of a plurality of disclosed constituent elements.

[0095] For example, even if some constituent elements are deleted from all the constituent elements shown in each form, if the described problems can be solved and the described effects can be obtained, the configuration from which these constituent elements are deleted can be extracted as an invention.

Explanation of Reference Numerals

[0096] 1…Vehicle 2…Driving support device 3…Stereo camera 3a, 3b…Camera 4…Rear camera 5…Image recognition device 6…Control unit 7…Warning device 10…Select lever unit 12…Brake pedal 13, 14…Brake mechanism 15…Accelerator pedal 18…Transmission 21…Select lever mechanism part 22…Select lever 23…Knob 24…Unlock button 25…Lever pipe 25a…Guide rod 26…Support arm 29…Rotating shaft 30…Shift gate panel 30a…Gate 30b…Range display part 31…Detent plate 32…Guide 41, 42, 51, 52…Solenoid 41a, 42a, 51a, 52a…Plunger 50…Biasing unit 55…Moving body 55a…Recessed part 56…Biasing spring 57…Fixed base

Claims

1. An external recognition device that acquires environmental information before and after; An automatic transmission that switches the gear ratio according to the rotational speed of the power unit; A select lever that switches the range of the automatic transmission; An actuator that prevents the select lever from mechanically entering the drive position or the reverse position; A control unit that drives and controls the actuator based on the environmental information; Comprising; The actuator includes a first solenoid and a second solenoid; A moving body in which a first regulating shaft of the first solenoid protrudes and is held at the drive position during normal times; A biasing member that biases the moving body in the direction from the drive position to the neutral position; A detent plate that holds the operation position of the select lever and is connected to a second regulating shaft of the second solenoid and is driven to advance and retreat in a direction along the movable surface of the select lever; Further comprising; When starting from a parked state, when the control unit detects an obstacle ahead from the environmental information, the control unit drives the first regulating shaft to retract so as to bias the select lever to the neutral position by the moving body, and when detecting the obstacle behind from the environmental information, the control unit drives the second regulating shaft to retract so as to separate the detent plate from the select lever so that the select lever is not held in the reverse position. A vehicle driving support device characterized by this.

2. The vehicle driving support device according to claim 1, wherein when the select lever is moved to the drive position while the depression of the brake is detected, the control unit causes the first regulating shaft of the first solenoid to protrude to hold the moving body.

3. The vehicle driving support device according to claim 1, further comprising an alarm device that is driven and controlled by the control unit and warns when an obstacle is detected in front or behind.

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