JP6951262B2 - Driving support device for towing vehicles - Google Patents

Description

The present invention relates to a driving support device for a towed vehicle that enables traveling by automatic driving even when the towed vehicle is connected to the own vehicle to travel.

In recent vehicles, various driving support technologies have been proposed to reduce the burden on the driver and enable comfortable and safe driving, and some of them have already been put into practical use. This type of driving assistance is equipped with an Adaptive Cruise Control (ACC) function and a Lane Keeping (Lane Keeping) function, so that the vehicle can be moved along the driving lane while maintaining the distance from the preceding vehicle. It can be driven automatically.

Furthermore, a driving route to the destination is set, and the target traveling path for the vehicle to follow along this driving route (for example, if there are three lanes, the vehicle travels in the left lane, and if an obstacle is detected in front of the vehicle, the vehicle travels in the left lane. It is also possible to drive the own vehicle fully automatically by setting the target course by changing lanes, etc.) up to a predetermined distance ahead.

The driving mode of this driving support includes a driving support mode (hereinafter referred to as "first driving support mode") in which the driver takes over the operation when the control system determines that it is difficult to continue the automatic driving. There is a driving support mode (hereinafter referred to as "second driving support mode") that does not need to be handed over to a person.

In the first driving support mode, the driver must be on standby in a situation where the driver can grasp the steering wheel (hereinafter, this state may be referred to as "steering") and always take over the driving. Is the driving support that is the main driver. On the other hand, in the second driving support mode, when it is determined that it is difficult to continue the automatic driving, the driving mode is changed to the automatic evacuation mode without the driver taking over the operation, and the own vehicle is safely evacuated such as on the shoulder. It is a driving support in which the control system is the main driver, which performs evacuation control to automatically stop the vehicle at a place.

By the way, when a towed vehicle such as a camping trailer or a boat trailer is connected to a vehicle and traveled, the vehicle balance changes due to the influence of the weight of the entire vehicle including the towed vehicle and the increase in vehicle length. The steering characteristics change significantly. Therefore, the vehicle behavior tends to be unstable when the towed vehicle is connected, and therefore, it is preferable to cancel the driving support as described above and perform manual driving.

However, the driver is less frequently driven with the towed vehicle connected than when the towed vehicle is not connected alone, and therefore the towed vehicle is unfamiliar and stable. It is possible to reduce the burden on the driver by providing driving support in order to obtain a good driving performance.

Therefore, for example, in Patent Document 1 (Japanese Unexamined Patent Publication No. 2017-146653), when the own vehicle connects the towed objects to perform automatic driving, lane change, lane merging section, branching section, etc. are automatically driven. A technique for reducing the burden on the driver by setting a prohibited section and permitting automatic driving in other sections is disclosed.

Japanese Unexamined Patent Publication No. 2017-146653

However, in the technique disclosed in the above-mentioned document, the automatic operation is canceled and the operation shifts to the manual operation in the preset prohibited section. Therefore, for example, when the driver tries to change lanes, the automatic driving is suddenly switched to the manual driving, so that the manual driving feeling of the driver when the towed vehicle is connected and traveled is not restored. There is a disadvantage that wobbling is likely to occur.

In view of the above circumstances, the present invention is automatic driving in a state where the towed vehicle is connected, and when changing lanes, the driving mode is changed from the second driving support mode to the manual driving mode, which does not require gripping the steering wheel. It is an object of the present invention to provide a driving support device for a towing vehicle that can reduce the burden on the driver without sudden transition.

According to the present invention, as the driving mode of the own vehicle, a first driving support mode in which automatic driving is performed on condition that the driver grips the handle at least, and a second driving mode in which automatic driving is performed without the condition that the driver grips the handle. It has a driving support mode and an automatic evacuation mode in which the own vehicle is guided to a retracted position and stopped, and a driving mode setting calculation means for setting each mode according to driving conditions and the driving mode for the driver. In a driving support device including a notification means for notifying a transition situation, the own vehicle can connect a towed vehicle, a connection detecting means for detecting the connection of the towed vehicle, and the second driving mode. It further has a limited second driving support mode in which the driving support mode is applied only when the vehicle continuously travels in the same lane, and the driving mode setting calculation means detects the connection of the towed vehicle by the connection detecting means. If so, the driving mode is set to the restricted second driving support mode, and when the lane is changed, the driving mode is changed to the first driving support mode.

According to the present invention, when the own vehicle is connected to the towed vehicle and travels, the vehicle continuously travels in the same lane in the second driving support mode in which the vehicle automatically drives without the condition of gripping the steering wheel of the driver. This is applied only when the vehicle is changed, and when the lane is changed, the driving mode is changed to the first driving support mode. The burden on the driver can be reduced without suddenly transitioning to the manual operation mode.

A state in which a towed vehicle is connected to the own vehicle is shown, (a) is a plan view, and (b) is a side view. Schematic configuration diagram of the driving support system Flowchart showing towed vehicle detection routine Flowchart showing operation mode setting processing routine at the time of towing (A) is an explanatory diagram showing a state in which the target traveling road merges with the main road, and (b) is an explanatory diagram showing a state in which the main road on the target traveling road branches. Is an explanatory diagram showing a state in which the target traveling lane changes lanes from the main lane to the branch road. Is an explanatory diagram showing the state of merging from a branch road to a main road.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings. As shown in FIG. 1, left and right rear side radars 2L and 2R are respectively arranged on the left and right side portions of the rear bumper 1a provided at the rear portion of the own vehicle M which is a towing vehicle. As the rear side radars 2L and 2R, millimeter wave radar, microwave radar, infrared laser radar and the like are known.

Further, the scan areas 2La and 2Ra, which are the rear side detection areas of the left and right rear side radars 2L and 2R, are set in advance, and are set as an area that covers from the rear of the own vehicle M to the left and right sides. There is. Further, the rear view camera 3 is arranged at the center in the vehicle width direction above the rear bumper 1a of the own vehicle M (the rear gate in FIG. 1). The rear view camera 3 takes an image of the rear of the own vehicle M, recognizes the following vehicle when traveling, and recognizes the rear environment when parking backward. Further, based on the image captured by the rear view camera 3, it is detected whether or not the towed vehicle Mt, which will be described later, is connected to the own vehicle M. Therefore, the rear view camera 3 has a function as a connection detection means of the present invention. The connection detection means may be a manual switch operated by the driver. In this case, when the driver connects the towed vehicle Mt, the manual switch is turned on.

Further, a hitch member 4 is fixedly attached to a rear frame (not shown) that supports the rear bumper 1a of the own vehicle M, and the hitch support portion 4a extends from the center of the hitch member 4 in the vehicle width direction to the rear. A hitch ball is fixed at the rear end. On the other hand, a hitch connecting bar 6 extends from the center in the front vehicle width direction of the towed vehicle Mt such as a trailer towed by the own vehicle M to the front, and a hitch ball is formed at the tip of the hitch connecting bar 6. The hitch coupler to be connected is fixed. Then, the towed vehicle Mt is towed following the running of the own vehicle M via the hitch connecting bar 6 and the hitch member 4 which are connected to each other. In the following, for convenience, the portion where the hitch ball and the hitch coupler are connected will be collectively referred to as a connecting portion 5.

Further, the driving support device 11 is mounted on the own vehicle M. The driving support device 11 can freely communicate bidirectionally with the driving mode setting calculation unit 12 as a driving mode setting calculation means for setting the driving mode of the own vehicle M according to the driving conditions and the driving mode setting calculation unit 12. It has an automatic operation control unit 13 connected to. The automatic operation control unit 13 executes the operation mode set by the operation mode setting calculation unit 12.

The operation mode setting calculation unit 12 and the automatic operation control unit 13 are mainly composed of a well-known microcomputer having a CPU, ROM, RAM, non-volatile memory, etc., and various programs executed by the CPU are stored in the ROM. Various fixed data etc. are stored.

The operation mode set by the operation mode setting calculation unit 12 has four modes: a manual operation mode, a first operation support mode, a second operation support mode, and an automatic evacuation mode. This operation mode is applied according to the driving conditions even when the own vehicle M is traveling with the towed vehicle Mt connected. Here, the first driving support mode and the second driving support mode have in common that the own vehicle M is automatically driven (automatically driven) along the target traveling path, but the first driving support mode is the driver. The second driving support mode is an operation mode that does not require the driver's steering. Further, in the manual driving mode, all the driving of the own vehicle M is entrusted to the driving operation of the driver.

Further, when the driver sets the destination in the navigation system 22 described later, a traveling route connecting the current position of the own vehicle M and the destination is created on the road map, and the own vehicle M is added to this traveling route. Set the target travel path (in the case of three lanes, the center of the left and right lanes of the left lane, the center lane, or the right lane) to a predetermined distance (for example, 20 [Km]) ahead. Then, when the driving mode is set to the first driving support mode or the second driving support mode, the own vehicle M is automatically driven along the target traveling path. On the other hand, when the destination is not set in the navigation system 22, a target traveling path for maintaining the lane is set in front of the center of the lane in which the current own vehicle M is traveling.

Further, the automatic evacuation mode is changed when it is determined that it is difficult to continue the automatic driving in the first driving support mode and the second driving support mode, and guides the own vehicle M to a safe evacuation place such as a road shoulder. And stop. Even if it is difficult to continue the automatic driving in the second driving support mode, the first driving support mode or the first driving support mode in which the driver can take over the driving operation without transitioning to the automatic evacuation mode under a predetermined condition, or The mode may be changed to the manual operation mode. Similarly, when it is difficult to continue the automatic operation in the first operation support mode, the mode may be changed to the manual operation mode.

Further, when the connection of the towed vehicle Mt is detected in the own vehicle M, a part of the function of the above-mentioned second driving support mode is limited. That is, as shown in FIG. 1A, when the towed vehicle Mt is connected to the own vehicle M, the scan areas 2La and 2Ra of the left and right rear side radars 2L and 2R are obstructed by the towed vehicle Mt. Since it is difficult to detect the rear side and the rear side, it is narrowed. Therefore, it becomes difficult to change lanes when traveling in the second driving support mode. On the other hand, since the traveling along the lane is not hindered by the towed vehicle Mt, the traveling in the second driving support mode is possible.

Further, since the first driving support mode is a state in which the driver can take over the driving on the condition that the driver keeps the steering wheel, the driving support device 1 detects the driver's intention to change lanes. In that case, it is possible to have the lane change automatically performed.

Therefore, the driving mode setting calculation unit 12 has a towing driving mode to be executed when the state in which the towed vehicle Mt is connected to the own vehicle M is detected. This towing operation mode has a first operation support mode, a limited second operation support mode, and a start / retract mode, and the manual driver mode is executed in the normal operation mode.

A camera unit 21 as a driving environment recognition means and a navigation system 22 are connected to the input side of the operation mode setting calculation unit 12 as units for acquiring parameters required for setting the operation mode. The camera unit 21 is an in-vehicle camera composed of a main camera 21a and a sub camera 21b which are fixed to the upper center of the front part of the vehicle interior of the own vehicle M and are arranged symmetrically with respect to the center in the vehicle width direction. It includes a (stereo camera), an image processing unit (IPU) 21c, and a front environment information recognition unit 21d. The camera unit 21 processes the traveling environment image information in front of the own vehicle M captured by both cameras 21a and 21b in a predetermined manner by the IPU 21c, and transmits the image processing to the front environment information recognition unit 21d.

Based on the received driving environment image information, the forward environment information recognition unit 21d obtains the width (vehicle width) between the lane markings that divide the left and right of the lane in which the own vehicle M travels, and calculates the center (center of the lane). , The center of this lane is set as the target course of the own vehicle M.

On the other hand, the navigation system 22 is composed of a well-known microcomputer equipped with a CPU, RAM, ROM and the like, and peripheral devices thereof, and the ROM stores in advance fixed data such as a program executed by the CPU and a base map. ing. Further, the navigation system 22 has a high-precision road map database composed of a large-capacity storage medium such as an HDD, and high-precision road map information (dynamic map) is stored in this high-precision road map database. .. This highly accurate road map information (hereinafter, simply referred to as "road map information") includes lane data (lane width data, lane center position coordinate data, lane travel direction angle data, etc.) required for automatic driving. It has speed limits, etc.), and this lane data is stored in each lane on the road map at intervals of several meters.

The navigation system 22 receives a positioning signal from a positioning satellite such as a GNSS (Global Navigation Satellite System) satellite, acquires the position coordinates of the own vehicle M, maps-matches the position coordinates on the road map information, and roads. Estimate the position of your vehicle on the map. Further, in an environment where the navigation system 22 cannot receive a valid positioning signal from the positioning satellite, such as when traveling in a tunnel, the navigation system 22 switches to autonomous navigation and switches to the vehicle speed detected by the vehicle speed sensor or the angular velocity detected by the gyro sensor. , The position of the vehicle on the road map is estimated based on the front-rear acceleration detected by the front-rear acceleration sensor. Then, the vehicle position on the road map information and the road map information around it are acquired. Further, for example, when the driver sets the destination in the road map information, the navigation system 22 calculates and sets the traveling route from the vehicle position (current location) to the destination based on the road map information.

The camera unit 21 and the navigation system 22 form a completely independent multiplex system that does not depend on each other, and the operation mode setting calculation unit 12 has acquired each of the acquired road shapes (for example, road curvature). ) Matches, the first driving support mode or the second driving support mode is selected. The information acquired by the camera unit 21 and the navigation system 22 is also read when the automatic driving control unit 13 sets a target traveling path for traveling the own vehicle M.

Sensors and switches for detecting voluntary operations by the driver are further connected to the input side of the operation mode setting calculation unit 12, and as a notification means including a voice speaker and a monitor on the output side. The notification device 35 is connected.

Specifically, the above-mentioned sensors and switches are an automatic operation switch 31 that selects ON / OFF of automatic operation, and as a grip detection means that detects and turns on the steering holding state (handle gripping state) of the driver. The steering wheel touch sensor 32, the turn signal switch 33 as a lane change intention detecting means that is operated when the driver changes lanes to blink the turn signal on the lane change side, and the steering torque due to the driver's steering wheel operation are detected. The steering torque sensor 34, the rear view camera 3, and the like.

The driving mode setting calculation unit 12 detects the road shape (for example, road curvature) on which the own vehicle M is traveling recognized by the camera unit 21 and the road shape (for example, road curvature) on the road map on which the own vehicle M is located, which is detected by the navigation system 22. , Road curvature) with a high degree of similarity, and when the automatic driving switch 31 is turned on, the conditions of each mode are determined according to the preset priority order, and the mode in which the conditions are satisfied is determined. Set as the operation mode. When the connection of the towed vehicle Mt is detected, the towing operation mode is set.

The driving mode setting calculation unit 12 described above first detects the connection and non-connection of the towed vehicle Mt, and when the connection of the towed vehicle Mt is detected, sets the towing operation mode. Specifically, when the own vehicle M starts running after the system of the own vehicle M is turned on, the towed vehicle detection routine shown in FIG. 3 is executed only once.

Then, in step S1, an image captured by the rear view camera 3 is acquired, and it is examined from the image whether or not the hitch connecting bar 6 of the towed vehicle Mt is connected to the connecting portion 5. The means for checking whether or not the towed vehicle Mt is connected to the own vehicle M is not only the image from the rear view camera 3, but also, for example, based on the scan data from the left and right rear side radars 2L and 2R. Can be done. That is, based on the scan data read from the start to the set vehicle speed (or from the start to the set time), the object moving while maintaining a substantially constant distance from the own vehicle M Detects if there is. Then, when an object moving while maintaining a certain distance is detected, it is determined that the towed vehicle Mt is connected. Alternatively, when the towed vehicle Mt is connected to the own vehicle M, the tail lamp or brake lamp of the towed vehicle Mt, or the electric wiring (for example, ground connection) connecting the turn signal lamp and the own vehicle M is detected. Therefore, the connection of the towed vehicle Mt may be detected.

After that, the process proceeds to step S2, and based on the detection result in step S1, it is checked whether or not the towed vehicle Mt is connected. Then, when the towed vehicle Mt is connected, the process proceeds to step S3, the connection determination flag Fm is set (Fm ← 1), and the routine ends. If they are not connected, the process branches to step S4, the connection determination flag Fm is cleared (Fm ← 0), and the routine ends.

This connection determination flag Fm is read by the towing operation mode setting processing routine shown in FIG. In this routine, first, the value of the connection determination flag Fm is checked in step S11, and when the towed vehicle Mt with Fm = 0 is in the unconnected state, the routine is exited as it is. As a result, the operation mode setting calculation unit 12 sets a normal operation mode according to the operation conditions during traveling.

Further, when it is determined that the towed vehicle Mt having Fm = 1 is connected and the process proceeds to step S12, it is checked whether or not the traveling path of the own vehicle M is an expressway which is a representative of the motorway. Whether or not the road on which the own vehicle M is traveling is an expressway is recognized by map matching the position information determined by the navigation system 22 on the road map information. Alternatively, the camera unit 21 recognizes by detecting the appearance indicating the characteristics of the expressway, such as the road shape on which the own vehicle M travels, the expressway sign, and the tollhouse. Alternatively, if the own vehicle M is equipped with an ECT (Electronic Toll Collection System) on-board unit, the expressway is recognized by reading the tollhouse passage (entrance, exit) detected by this ECT (Electronic Toll Collection System) on-board unit. You may. Therefore, the navigation system 22, the camera unit 21, and the ETC on-board unit function as the automobile-only road recognition means of the present invention.

Since there are no pedestrians, bicycles, etc. on the motorways including the expressway, it is easy for the own vehicle M to travel with the towed vehicle Mt connected, and the speed is higher than that of the general road. Moreover, it often drives a long distance. Therefore, when the own vehicle M connects the towed vehicle Mt, the driver's driving mode is not uniformly set to the manual driving mode, and the driver is assisted by automatic driving even if there is a limitation. The burden can be reduced.

Then, if it is determined that the road is other than the expressway, the routine is exited as it is. If it is determined that the road is an expressway, the process proceeds to step S13. In step S13, the operation mode is set to the limited second operation support mode, and the process proceeds to step S14. When the driving mode is set to the limited second driving support mode, the automatic driving control unit 13 is applied only when the second driving support mode is driven on the highway and continuously travels in the same lane.

As described above, when the own vehicle M connects the towed vehicle Mt, the scan areas of the left and right rear side radars 2L and 2R are obstructed by the towed vehicle Mt. Therefore, it becomes difficult to detect the lane in which the own vehicle M is traveling and the following vehicle traveling in the adjacent lane. Therefore, in the restricted second driving support mode, the functions executed in the second driving support mode are limited to the non-steering ACC (Adaptive Cruise Control) function and the lane keeping control function in highway driving. Enables automatic driving.

Proceeding to step S14, it is checked whether or not there is a lane change point on the target travel path (for example, 20 [Km] ahead of the own vehicle M) set on the travel route on the road map, and if so, the lane change point. The arrival value (arrival distance or arrival time) TL up to is calculated. In this case, if the arrival value TL is the arrival distance, the arrival distance is defined as the own vehicle position on the road map and the distance to the lane change point, and the arrival time is calculated based on the distance and the vehicle speed. If there is no lane change point on the target travel path, the arrival value TL is set to a preset fixed value (however, a value larger than the first threshold value SL1 described later).

Then, in step S15, the reached value TL is compared with the preset first threshold value SL1. This first threshold SL1 is the reach distance or arrival time to the lane change point where the driver can make a transition from the restricted second driving support mode in the non-steering state to the first driving support mode with a margin. Yes, it is set in advance by obtaining it from experiments. Incidentally, in the present embodiment, the first threshold value SL1 is set to about 4 to 14 [Km] for the reach distance and about 3 to 10 [min] for the reach time.

In addition, the lane change point is not limited to the branch point or the confluence point of the expressway, and when it is necessary to change the lane due to an obstacle on the lane such as a broken vehicle, an accident, road construction, etc., that is, the same Includes all situations where it is difficult to stay in the lane. In this case, the position information of obstacles on the lane such as a broken vehicle, an accident, road construction, etc. is acquired from the road-to-vehicle information represented by VICS (Vehicle Information and Communication System: registered trademark) information received by the navigation system 22. .. The navigation system 22 obtains the distance from the own vehicle M by map-matching the acquired information on the road map.

Then, when TL ≧ SL1 or when the lane change point is not detected on the target traveling road, the process returns to step S13 and the restricted second driving support mode is continued. On the other hand, when TL <SL1, the process proceeds to step S16, the notification device 35 is driven, and the driver is requested to hold the steering wheel, that is, "the first operation support mode is entered, so hold the steering wheel." The steering wheel holding request is notified by voice and one or both of the monitor display.

After that, the process proceeds to step S17, and it is checked whether or not the driver who has the steering wheel touch sensor 32 turned on holds the steering wheel. Then, in the case of non-steering (OFF), the process branches to step S18, and when the steering (ON) is detected, the process proceeds to step S19.

In step S18, the arrival value TL from the current own vehicle position to the lane change point is obtained, and the arrival value TL is compared with the second threshold value SL2. This second threshold value SL2 is the arrival distance or arrival time to the lane change point that can safely stop the own vehicle M near the lane change point while alerting the following vehicle in the automatic evacuation mode described later. , It is set in advance by obtaining it from experiments. Incidentally, in the present embodiment, the second threshold value SL2 is set to about 1 to 2 [Km] for the arrival distance and about 45 to 90 [sec] for the arrival time.

Then, when TL ≧ LS2, the process returns to step S16, and the driver is notified of the steering hold request again. After that, if ON of the handle touch sensor 32 is not detected in TL <LS2, the process proceeds to step S24.

Further, when the process proceeds to step S19, the operation mode is set to the first operation support mode, and the process proceeds to step S20. When the operation mode is set to the first operation support mode, the automatic operation control unit 13 continues the automatic operation in a situation where the driver can take over the operation (steering state).

Proceeding to step S20, the arrival value TL to the current own vehicle position and the lane change point is obtained, the arrival value TL is compared with the second threshold value SL2, and when TL ≧ LS2, the process returns to step S19 and the first step is performed. Continue the driving support mode. Then, when TL <LS2 is reached, the process proceeds to step S21, and it is checked whether or not the turn signal switch 33 on the lane change side is turned on.

When the turn signal switch 33 on the lane change side is turned on, the driving mode setting calculation unit 12 recognizes that the driver can safely change lanes and determines that he / she intends to change lanes. Proceed to step S22, permitting the lane change, and exiting the routine. When the lane change is permitted, the automatic driving control unit 13 automatically causes the own vehicle M to change lanes along the target traveling path.

If an attempt is made to change lanes with the towed vehicle Mt connected, the towed vehicle Mt is likely to be swung outward with respect to the behavior of the own vehicle M. Therefore, as in the past, when the driving mode suddenly changes from the automatic driving mode to the manual driving mode when changing lanes, the driver who is unfamiliar with driving in the towed state steers by wobbling due to the towed vehicle Mt being shaken. Is prone to instability.

On the other hand, in the present embodiment, when the driver recognizes that it is safe and intends to change lanes when changing lanes, the automatic driving is continued in the first driving support mode. Therefore, even a driver who is unfamiliar with driving in a towed state can safely change lanes of his / her own vehicle M without causing wobbling. When the target traveling path after the lane change is completed is set on the changed lane, the driving mode setting calculation unit 12 shifts the driving mode to the limited second driving support mode in step S13.

On the other hand, when the turn signal switch 33 on the lane change side is OFF, the driver cannot change lanes because he / she is aware of the existence of a following vehicle or a parallel running vehicle in the lane to be changed. , It is determined that the timing of changing lanes is being measured, the process proceeds to step S23, and an automatic deceleration command is transmitted to the automatic driving control unit 13. Then, the automatic operation control unit 13 executes the automatic deceleration control.

Since the driver keeps the steering wheel, the steering wheel can be easily operated when the automatic deceleration control is executed by the automatic operation control unit 13. When the driver tries to change the lane of the own vehicle M by operating the steering wheel, and the steering torque detected by the steering torque sensor 34 at that time exceeds the override determination value, the operation mode setting calculation unit 12 determines that the steering override is obtained. Then, the automatic operation is canceled and the operation mode is changed to the manual operation mode. Then, after manually changing the lane of the own vehicle M, the restricted second driving support mode can be restarted by turning on the automatic driving switch 31.

On the other hand, when the driver does not override at all, the automatic driving control unit 13 gradually decelerates by automatic deceleration control, and as shown in FIG. 5A, when the traveling lane disappears, the own vehicle M is finally decelerated. As a means of stopping, stop near the lane change point on the driving lane. This makes it possible to prevent deviation from the dead end at the confluence as shown in FIG. 5A, for example.

Further, as shown in FIG. 5B, when the traveling lane continues to exist, the vehicle is decelerated to a predetermined vehicle speed (for example, the minimum vehicle speed limit on the expressway). This prevents a rear-end collision from the following vehicle.

Then, the driving mode setting calculation unit 12 reads the vehicle speed detected by the vehicle speed sensor (not shown) connected to the automatic driving control unit 13, and when the target vehicle speed is reached, the program proceeds to step S25.

Further, when the process proceeds from step S18 to step S24, the operation mode is set to the automatic evacuation mode. When the driving mode is set to the automatic evacuation mode, the automatic driving control unit 13 has the own vehicle position obtained by the navigation system 22 connected to the driving mode setting calculation unit 12 and the road map information around the own vehicle position. Based on the above, as shown in FIG. 5, the evacuation position where the own vehicle M can be safely stopped on the road shoulder or the like is searched in front of the own vehicle M.

Then, the automatic driving control unit 13 sets the searched evacuation position as a destination, sets a new target traveling path, guides the own vehicle M to the evacuation position, and stops the vehicle. The driving mode setting calculation unit 12 reads the vehicle speed from the automatic driving control unit 13, detects the vehicle speed = 0, and then advances the program to step S25.

As a result, even if the driver is seated in a relaxed state and the response to the notification of the steering hold request from the notification device 35 is delayed, the own vehicle M can be safely stopped. Can be done. The automatic operation control unit 13 blinks the hazard lamp when the own vehicle M is automatically decelerated or when the operation mode is changed to the automatic evacuation mode.

Then, when the process proceeds from step S23 or step S24 to step S25, the automatic operation in the first operation support mode or the automatic evacuation mode is canceled, and the routine ends. Then, the automatic driving control unit 13 shifts the driving mode to the manual driving mode, and causes the driving of the own vehicle M to be taken over by the driving operation by the driver. In this case, the driver can restart the automatic operation by turning on the automatic operation switch 31.

As described above, according to the present embodiment, when the own vehicle M performs automatic driving with the towed vehicle Mt connected, the second driving support mode in which the driver is not required to hold the steering wheel is set on the highway. Since the driver is limited to the ACC function and the lane keeping control, the driver can relax at least when driving on a straight road, and the burden on the driver is reduced accordingly. Can be made to.

In addition, when changing lanes, first, after requesting the driver to maintain the steering, when approaching the lane change point (TL <SL2), the driving mode is changed from the second driving support mode to the first driving support mode. Therefore, when changing lanes, the driving mode does not suddenly change from the second driving support mode to the manual driving mode, and automatic driving is continued, so even a driver who is unfamiliar with towing You can safely change lanes. Further, when changing lanes, if the driver does not indicate the intention to change lanes after shifting the driving mode to the first driving support mode (turn signal switch 33 is OFF), the vehicle automatically stops or is predetermined on the driving lane. Since the vehicle speed is reduced to the maximum speed, overrun can be prevented.

Hereinafter, a control example executed by the towing operation mode setting processing routine will be described for each aspect based on FIGS. 5 to 7. In each figure, the first threshold value SL1 and the second threshold value SL2 are described in a state of being close to the course change point for convenience, but in reality, they are set considerably in front as described above.

[Lane change due to merging with the main lane]
FIG. 5A shows a control mode when the branch road merges with the main road. As shown by the arrow in the figure, when the target travel path of the own vehicle M is set in the direction of merging from the branch road to the main lane, the arrival value TL of the own vehicle M to which the towed vehicle Mt is connected is set. When the position of the first threshold SL1 is reached from the merging point which is the lane change point, the operation mode setting calculation unit 12 notifies the driver that the own vehicle M is approaching the merging point and keeps the vehicle M. Notify the steering request (S16).

Then, when the driver's steering is detected (the steering wheel touch sensor 32 is ON), the operation mode is changed to the first operation support mode (S19). On the other hand, if the steering hold is not detected even if the reached value TL reaches the second threshold value SL2 (the steering wheel touch sensor 32 is OFF), the operation mode shifts to the automatic evacuation mode (S24). Then, the automatic driving control unit 13 searches the map information of the current surroundings of the own vehicle M for a retreat position where the own vehicle M can safely stop without changing lanes, and the road shoulder near the confluence searched as the retreat position. Automatically retracts the own vehicle M.

Further, even if the arrival value TL of the own vehicle M reaches the second threshold value SL2 after the driving mode shifts to the first driving support mode, if the driver does not turn on the turn signal switch 33 on the lane change side, automatic driving is performed. The control unit 13 automatically stops at or slightly before the end position of the course change along the branch road.

[Changing lane from the driving lane directly connected to the branch road]
In the control mode of FIG. 5A described above, the traveling lane of the own vehicle M shown in FIG. 5B is directly connected to the branch road, while the target traveling route is set to the main lane as shown by the arrow. If so, the same applies. If the driver does not turn on the turn signal switch 33 on the lane change side even if the arrival value TL of the own vehicle M reaches the second threshold SL2 after the driving mode shifts to the first driving support mode, the vehicle is on the main lane. If the vehicle is stopped at, there is a risk of a rear-end collision with the vehicle behind, so the vehicle should be driven at a predetermined speed.

[Changing lane from main lane to branch road]
FIG. 6 shows a control mode in which a branch road is connected to the main road and the target traveling path is set in the direction of the branch road as shown by an arrow. In this case, when the arrival value TL of the own vehicle M reaches the position of the first threshold SL1 from the branch point which is the lane change point, the operation mode setting calculation unit 12 tells the driver that the own vehicle M is the branch point. Notifies that the vehicle is approaching, and also notifies the steering hold request (S16).

Then, when the driver's steering is detected (the steering wheel touch sensor 32 is ON), the operation mode is changed to the first operation support mode (S19). On the other hand, if the steering hold is not detected even if the reached value TL reaches the second threshold value SL2 (the steering wheel touch sensor 32 is OFF), the operation mode shifts to the automatic evacuation mode (S24). Then, the automatic driving control unit 13 searches the map information of the current surroundings of the own vehicle M for a retreat position where the own vehicle M can safely stop without changing lanes, and the road shoulder near the confluence searched as the retreat position. Automatically retracts the own vehicle M.

Further, even if the arrival value TL of the own vehicle M reaches the second threshold SL2 after the driving mode shifts to the first driving support mode, if the driver does not turn on the turn signal switch 33 on the lane change side, automatic driving is performed. The control unit 13 decelerates the own vehicle M along the traveling lane and lowers the own vehicle M to a predetermined vehicle speed at or slightly before the branch point.

[Changing lane from branch road to main lane]
In FIG. 6 described above, when the driver turns on the turn signal switch 20 on the lane change side, the automatic driving control unit 13 causes the own vehicle M to change lanes to the branch road along the target traveling path. Then, when the lane change is completed predeterminedly, the driving mode is changed to the second driving support mode.

Further, as shown in FIG. 7, the operation mode setting calculation unit 12 obtains the arrival value TL to the branch point which is the lane change point, and when the arrival value TL reaches the position of the first threshold value SL1, the driver is notified. On the other hand, it notifies that the own vehicle M is approaching the merging point and also notifies the steering hold request (S16).

Then, when the driver's steering is detected (the steering wheel touch sensor 32 is ON), the operation mode is changed to the first operation support mode (S19). On the other hand, if the steering hold is not detected even if the reached value TL reaches the second threshold value SL2 (the steering wheel touch sensor 32 is OFF), the operation mode is changed to the automatic evacuation mode (S24). Then, the automatic driving control unit 13 searches for a retracted position where the own vehicle M can safely stop from the map information of the current surroundings of the own vehicle M, and puts the own vehicle M on the road shoulder near the confluence searched as the evacuation position. Automatically save.

Further, even if the arrival value TL of the own vehicle M reaches the second threshold SL2 after the driving mode shifts to the first driving support mode, if the driver does not turn on the turn signal switch 33 on the lane change side, automatic driving is performed. The control unit 13 lowers the own vehicle M to a predetermined vehicle speed at or slightly before the end position of the branch road (that is, near the confluence point).

The present invention is not limited to the above-described embodiment. For example, the driver's intention to change lanes is not limited to signal detection from the turn signal switch 20, and dedicated lane change switches are provided on the left and right sides of the steering wheel. , It may be detected by turning on the switch on the lane change side.

1 ... Driving support device,
1a ... Rear bumper,
2L, 2R ... Left and right rear side radar,
2La, 2Ra ... Scan area,
3 ... Rear view camera,
4 ... Hitch member,
4a ... Hitch support,
5 ... Connecting part,
6 ... Hitch connection bar,
11 ... Driving support device,
12 ... Operation mode setting calculation unit,
13 ... Automatic operation control unit,
20 ... Turn signal switch,
21 ... Camera unit,
21a ... Main camera,
21b ... Sub camera,
21c ... Image processing unit,
21d ... Forward environmental information recognition unit,
22 ... Navigation system,
31 ... Automatic operation switch,
32 ... Handle touch sensor,
33 ... Turn signal switch,
34 ... Steering torque sensor,
35 ... Notification device,
Fm ... Connection judgment flag,
M ... own vehicle,
Mt ... Towed vehicle,
SL1 ... 1st threshold,
SL2 ... 2nd threshold,
TL ... Reached value

Claims (7)

The driving modes of the own vehicle include a first driving support mode in which automatic driving is performed on condition that the driver grips the steering wheel at least, and a second driving support mode in which automatic driving is performed without the condition that the driver grips the steering wheel. An operation mode setting calculation means that has an automatic evacuation mode that guides the own vehicle to a retracted position and stops the vehicle, and sets each mode according to the operating conditions.
In a driving support device provided with a notification means for notifying the driver of a situation in which the operation mode changes.
The own vehicle can be connected to a towed vehicle,
A connection detecting means for detecting the connection of the towed vehicle and
As the driving mode, it further has a limited second driving support mode that is applied only when the second driving support mode is continuously driven in the same lane.
When the connection detecting means detects the connection of the towed vehicle, the driving mode setting calculation means sets the driving mode to the restricted second driving support mode, and when the lane is changed, the driving mode is changed to the first driving mode. 1 A driving support device for a towing vehicle, which is characterized by transitioning to a driving support mode. Further having a vehicle-only road recognition means for recognizing whether or not the road on which the own vehicle travels is a vehicle-only road,
When the driving mode setting calculation means detects the connection of the towed vehicle by the connection detecting means and recognizes the driving mode as a car-only road by the car-dedicated road recognition means, the driving mode is set to the limited second driving support mode. The driving support device for a towed vehicle according to claim 1, wherein the towing vehicle is set to. It also has a navigation system that estimates the position of the own vehicle on the road map based on the positioning signal from the positioning satellite and sets the target course on which the own vehicle should travel on the road map.
The driving mode setting calculation means examines whether or not there is a lane change point on the target traveling road, and if there is a lane change point, calculates an arrival value to the lane change point and sets the arrival value in advance. The first or second aspect of the present invention, wherein the operation mode is changed to the first operation support mode when the reached value is lower than the first threshold value in comparison with the first threshold value. Driving support device for towing vehicles. The towing vehicle according to claim 3, wherein the driving mode setting calculation means notifies the driver of a request to grip the steering wheel when the driving mode is changed to the first driving support mode. Driving support device. Further having a grip detecting means for detecting the steering wheel gripping state of the driver,
When the operation mode setting calculation means reaches the preset second threshold value smaller than the first threshold value but the grip detection means does not detect the steering wheel gripping state of the driver, the operation mode setting calculation means does not detect the steering wheel gripping state of the driver. The driving support device for a towing vehicle according to claim 4, wherein the driving mode is set to the automatic evacuation mode. As the driving mode, there is a manual driving mode in which the driving of the own vehicle is entrusted to the driving operation of the driver.
The operation mode setting calculation means is characterized in that when the operation mode is set to the automatic evacuation mode and the own vehicle stops at the evacuation position, the operation mode is changed to the manual operation mode. 5. The driving support device for a towing vehicle according to 5. Further having a lane change intention detecting means for detecting the driver's intention to change lanes,
4. The driving mode setting calculation means shifts the driving mode to the first driving support mode when the driver's intention to change lanes is detected by the lane change intention detecting means. The driving support device for the tow vehicle described.

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