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    • 专利摘要:
    A vehicle driving control device comprises: - a vehicle control part (13) causing the vehicle (1, 1 ') to follow the target trajectory, and executing: * an adaptive course control (ACC) function conducting a constant speed line and / or a tracking line maintaining a predetermined inter-vehicle distance; * a Lane Keeping Assist (LKA) function maintaining driving in the lane (51, 52); * an override function stopping the ACC function by a driver intervention operation; and * a function performing the backup control of the ACC function by notifying the ACC function stop and driver support, - the device modifies an ACC override threshold, to a higher value to the value at a time of normal operation of the LKA function [Fig. 4]
    公开号:FR3077052A1
    申请号:FR1900556
    申请日:2019-01-22
    公开日:2019-07-26
    发明作者:Katsuhiko Sato
    申请人:Suzuki Motor Co Ltd；
    IPC主号:
    专利说明:

    Title of the invention: DRIVING CONTROL DEVICE FOR VEHICLE
    Technical Field [0001] The present invention relates to a driving control device for a vehicle and, more particularly, a neutralization function (in English: override function) in a partially automated track driving system.
    PRIOR ART [0002] Various technologies aimed at reducing constraints and assisting safe driving for drivers, for example an adaptive cruise control system (ACCS) and a system of Lane Keeping Assistance System (LKAS) have been implemented. In addition, the implementation or international standardization of a partially automated lane driving system (PADS) based on these systems is underway.
    Such a driving control system is equipped with a neutralization function to switch the automated driving to manual driving by forced intervention of a driver during operation. For example, Document Patent 1 discloses a technology in which, when characteristics of a steering angle detected by a steering angle detection means and a lateral force detected by a lateral force detection means differ from characteristics of reference in a case where a steering wheel is in an unstressed state, it is determined that an intervention by the driver consisting in steering is carried out.
    Technical problem [0004] Document Patent 1 JP 2016-088383 A does not contain any particular description relating to neutralization by an operation on an accelerator pedal or an operation on a brake pedal by a driver at a time of failure of function of a steering system, i.e. relating to intervention by operation of an acceleration / deceleration control system, but due to neutralization by intervention by operation of the control system d acceleration / deceleration, rapid deceleration behavior or rapid acceleration behavior can occur in a vehicle.
    For example, in the case where the failure of a function occurs in the LKAS, caused by a failure of an external sensor, an anomaly of an EPS controller or the like during the operation of the function of Driving on partially automated track, the LKA function (in English lane keeping assistance function) stops at the same time as the occurrence of the failure and the ACCS goes into emergency control mode. At this point, first of all, a stop of the ACC function (in English "adaptive cruise control function" or an adaptive course control function) and a request to take over operations are notified to a driver and a emergency control by the ACC is launched after several seconds have elapsed. When a target speed reaches a predetermined value and the target deceleration reaches 0 m / s2, the ACC function is stopped and the operation on the accelerator pedal and the operation on the brake pedal are supported by the driver.
    However, when stopping the LKA function, stopping the ACC function and the request to take over operations are notified to the driver, the driver having panicked during the failure notification of function can execute the neutralization (ACC neutralization) by an excessive operation on the brake pedal or by an excessive operation on the accelerator pedal.
    For example, as illustrated in Lig. 5, the driver having panicked when the LKA function was stopped and on the ACC request notification, he carried out an excessive operation on the brake pedal (deactivation by the ACC brake pedal ), a vehicle 3 traveling at the rear can approach the vehicle Γ and decelerate quickly.
    In addition, as illustrated in Lig. 6 (a), during the automated steering to the right to stay in a lane, the driver having panicked when the LKA function was stopped and the ACC request notification was carried out an operation excessive on the accelerator pedal (ACC acceleration by the accelerator pedal), a vehicle accelerating rapidly Γ can approach a neighboring lane 52.
    In addition, as illustrated in Lig. 6 (b), when automated steering to the left to stay in a lane, a driver who has panicked when the LKA function is stopped and the ACC request notification is carried out excessive on the accelerator pedal (ACC accelerating the accelerator pedal), a vehicle accelerating rapidly Γ which can approach a side strip, a side wall, a middle zone, etc.
    The present invention was designed taking into account real problems and aims to provide a driving control device for a vehicle, which can prevent rapid deceleration behavior or rapid acceleration behavior caused by neutralization by neutralization by excessive operation in a process of transition to emergency control by the ACC at a time of failure of the LKA function.
    To solve the problems, the present invention provides a driving control device for a vehicle, comprising:
    an environmental condition estimation part comprising a periphery recognition function which recognizes the vehicle's own lane and another vehicle traveling in the lane, and a function which obtains the vehicle's own driving state; a trajectory generation part which generates a target trajectory as a function of information obtained by the estimation part of environmental conditions; and a vehicle control part which performs speed control and direction control to cause an own vehicle to follow the target trajectory, and configured to be capable of performing: an ACC function which performs driving at constant speed in accordance with a target speed in a case where another vehicle in front is not present in the vehicle's own lane and performs a follow-up drive while maintaining a predetermined inter-vehicle distance in a case in which a vehicle is present at the front; an LKA function which keeps driving in the vehicle's own lane by monitoring control on the target trajectory; a neutralization function which stops the ACC function via intervention by operation of 'a driver ; and a function which performs an emergency control of the ACC function by notifying a stop of the ACC function and taking over of the operations to a driver at a time of failure of the LKA function, in which the the device is also configured to modify an ACC neutralization threshold forming a reference for determining the intervention by operation stopping the ACC function until it reaches a value greater than that in normal operating time of the function d'LKA, at the time of the failure of the LKA function.
    According to the vehicle driving control device, according to the present invention, while the stopping of the function and the resumption of operation are notified at the time of the failure of the LKA function and that the control of ACC function backup is executed, the ACC deactivation threshold is modified until reaching a value higher than the value in normal operating time. Therefore, even when the driver who has panicked when the LKA and ACC functions have been stopped and the operations takeover notification has performed an excessive operation on the brake pedal or an excessive operation on the accelerator pedal, it is possible to switch to emergency control in a state in which neutralization is avoided and the ACC function continues. Therefore, it is possible to prevent the neutralization of the ACC by an excessive operation and the confusion caused on the traffic, such as a fast approach towards the other vehicle and a rapid lane change due to the neutralization of the 'ACC, which is an advantage for smooth management of operations.
    BRIEF DESCRIPTION OF THE DRAWINGS Other characteristics, details and advantages of the invention will appear on reading the detailed description below, and on analysis of the appended drawings, in which: Fig.l [0014] [ fig.l] is a schematic diagram illustrating a driving control system for a vehicle.
    Fig. 2 [fig.2] is a schematic top view illustrating a group of external sensors for a vehicle.
    Fig. 3 [fig.3] is a block diagram illustrating the driving control system for the vehicle.
    Fig. 4 [fig.4] is a flowchart illustrating a control of prevention of excessive operation at a time of failure of the LKA function.
    Fig. 5 [fig.5] is a schematic top view illustrating an approach to another vehicle after excessive neutralization of the brake pedal at the time of a failure of the LKA function.
    Fig. 6 [fig.6] is a schematic top view illustrating (a) an approach to another vehicle or (b) a lane departure following excessive neutralization of the accelerator pedal at the time of a failure of the function of LKA.
    Description of the embodiments Hereinafter, an explanation of embodiments of the present invention is given in detail with reference to the drawings.
    In Fig. 1, a vehicle 1 provided with a driving control system for a vehicle according to the present invention is provided with components of a conventional automobile, such as an engine and a vehicle body, and moreover, for carrying out reconnaissance, determinations and operations, conventionally carried out by a driver, on the vehicle side, an external sensor 21 for detecting the peripheral environment of the vehicle, an internal sensor 22 for detecting vehicle information, a group of controllers and actuators for control speed and direction control, an ACC 14 (Adaptive Cruise Control) controller for inter-vehicle distance control, an LKA 15 controller for assistance control keeping in the lane, and an automated driving controller 10 for their integration in order to carry out a trajectory following control.
    The group of controllers and actuators for speed control and direction control includes an EPS 31 controller (in English electric power steering) for direction control, an engine controller 32 for acceleration / deceleration control and an ESP / ABS controller 33. ESP (registered trademark; in English Electronic Stability Program) integrates the ABS system (in English Antilock Brake System, or anti-lock braking system) to configure a stability control system (vehicle behavior stability control system).
    The external sensor 21 comprises a plurality of detection means for entering the automated driving controller 10 of the relative distances with respect to the lines of the taxiways 5s, 5c on a road defining its own taxiway 51 and a lane traffic 52 near it, and the presence of other vehicles, obstacles, people or the like present in the environment of the own vehicle, in the form of image data or data in point clouds. For example, as illustrated in FIG. 2, the vehicle 1 is provided with a millimeter wave radar 211 and a camera 212 serving as front detection means 211, a LIDAR (in English “Laser Image Detection And Ranging”, ie "Telemetry / laser image detection") forming front lateral detection means 213 and rear lateral detection means 214, and a camera (rear camera) forming rear detection means 215, making it possible to cover 360 degrees in the environment of the vehicle itself - even for detecting positions and distances of vehicles, obstacles and the like, and a position in the lane of travel at a predetermined distance from the vehicle itself in the front, rear, left and right directions.
    The internal sensor 22 comprises a plurality of detection means which measures a physical variable representing a state of movement of a vehicle, such as a vehicle speed sensor, a yaw sensor and an acceleration sensor, and as illustrated in Fig. 3, the respective measured values are entered into the automated driving controller 10, the ACC controller 14, the LKA controller 15 and the EPS controller 31.
    The automated driving controller 10 comprises an estimation part of environmental conditions 11, a trajectory generation part 12 and a vehicle control part 13, and is formed by a computer making it possible to execute functions as described below, namely a ROM memory storing programs and data, a CPU executing a calculation process, a RAM reading the programs and the data for storing the kinetic data and the results of the calculation process, the interfaces entry / exit, etc.
    The environmental conditions estimation part 11 obtains the absolute position of a vehicle itself by using positioning means 24 of a GPS or the like and estimates the positions of the lines of the traffic lanes of its own lane 51 and neighboring lane 52, the positions and speeds of other vehicles as a function of external image data, point cloud data and the like, obtained by the external sensor 21. In addition, the state of movement of the vehicle itself is obtained from internal data measured by the internal sensor 22.
    The trajectory generation part 12 generates a target trajectory from the proper position of the vehicle. In addition, the trajectory generation part 12, with reference to the mapping information 23, generates a target trajectory from the vehicle's own position during a lane change towards a target arrival point according to the position of the lines of the traffic lanes of the neighboring lane, the position and the speed of another vehicle, estimated by the estimation part of environmental conditions 11, and of the state of movement of the own vehicle.
    The vehicle control part 13 calculates a target speed and a target steering angle on the basis of the target trajectory generated by the trajectory generation part 12, sends a speed command for driving at constant speed or Inter-vehicle distance tracking / tracking to the ACC controller 14, and sends a steering angle command for trajectory tracking to the EPS controller 31 via the LKA controller 15.
    Note that the vehicle speed is also entered in the EPS 31 controller and in the ACC controller 14. Since the steering torque varies depending on the speed of the vehicle, the EPS 31 controller refers to a steering torque versus steering angle map for each vehicle speed in order to send a torque command to a 4L steering mechanism Movements in a longitudinal direction and in a lateral direction of the vehicle 1 are controlled by controlling a motor 42, a brake 43 and the steering mechanism 41 by the motor controller 32, the ESP / ABS controller 33 and the EPS controller 31.
    (Description of a partially automated track driving system) [0031] Below, a description of a partially tomatized track driving system (PADS) will be detailed based on the assumption of displacement. within a single lane while following a previous vehicle on a highway.
    The partially automated track driving (PADS driving) is made executable in a state in which the ACC controller 14 configuring the ACCS and the LKA controller 15 configuring the LKAS with the automated driving controller 10 are all two in operation.
    The automated driving controller 10 (trajectory generation part 12) generates, at the same time as an operation of the partially automated track driving system, a target trajectory and a target speed within a single track on the external information base (the lanes, a position of the vehicle, a lane of the vehicle, as well as the positions and speeds of other vehicles moving within the lane of the vehicle and the neighboring lane) obtained in the part for estimating the environmental conditions 11 via the external sensor 21 and on the basis of internal information (vehicle speeds, yaw and acceleration) obtained in the internal sensor 22.
    The automated driving controller 10 (vehicle control part 13) estimates a speed, posture, lateral movement of a vehicle after At seconds from a relationship between a yaw and an acceleration variable lateral (d 2 y / dt 2 ) generated by a movement of the vehicle, by a specific position of the vehicle and of the movement characteristics of the vehicle itself, i.e. a steering angle of a front wheel ô generated when the steering torque T is transmitted to the steering mechanism 41 when driving at vehicle speed V, and gives a steering command to cause the lateral displacement to be yt after At seconds to the EPS 31 controller via the LKA controller 15 and gives a speed command to bring the speed to be Vt after At seconds to the ACC controller 14.
    When driving on a partially automated lane, a vehicle ahead in the front in the lane and the lane traffic lane lines are detected by the external sensor 21 to continuously monitor the vehicle itself to to follow the target trajectory generated.
    (Relationship with ACC, EPS, ESP / ABS, LKA and engine control) The ACC 14 controller, LKA 15 controller, EPS controller 31, the motor controller 32 and the ESP / ABS controller 33 can be used independently of the automated steering, but can be used even by command input from the automated driving controller 10 during the operation of the driving function on partially automated route (PADS).
    The ESP / ABS controller 33 having received a deceleration command from the ACC controller 14 sends a hydraulic command to an actuator and controls a braking force of a brake 43, thus controlling the speed of the vehicle. In addition, the motor controller 32 having received an acceleration / deceleration command from the ACC controller 14 controls an actuator output (degree of throttle opening), thus giving a torque command to the motor 42 to control a driving force and thus control the speed of the vehicle.
    The ACC function (ACCS) operates within a combination of equipment comprising the millimeter wave radar 211 forming an external sensor 21, the ACC controller 14, the engine controller 32, the ESP controller / ABS 33 and the like, and software.
    In other words, in a case in which there is no preceding vehicle, driving at constant speed is carried out by defining a set speed of course control as the target speed, and in case of the preceding vehicle (in a case where the speed of the preceding vehicle is less than the set speed of the course control), the driving of the preceding vehicle is carried out while maintaining an inter-vehicle distance in accordance with a time interval (inter-vehicle time = inter-vehicle distance / vehicle speed) defined in accordance with the speed of the vehicle ahead.
    The LKA function (LKAS) detects the lane lines and a proper position of the vehicle via the environmental condition estimation part 11 of the automated driving controller 10 on the basis of image data obtained in the external sensor 21 (cameras 212, 215) and performs the direction control via the LKA controller 15 and the EPS controller 31 to be able to move in the center of the track.
    In other words, the EPS 31 controller, in response to a steering command issued by the LKA controller 15, refers to a speed card, the steering angle and the torque steering system to issue a torque command for an actuator (EPS motor), providing a front wheel steering angle as a target of the steering mechanism 41.
    The partially automated track driving function (PADS) is performed by a combination of longitudinal control (speed control and inter-vehicle distance control) by the ACC controller 14 and lateral control (control of steering and driving control with lane keeping) by the LKA 15 controller, as described above.
    (Neutralization function) During operation of the partially automated track driving function (PADS), it is possible to have the longitudinal control system (ACCS) and the system neutralized by a driver. lateral control (LKAS).
    The longitudinal control system (ACCS) is neutralized in a case in which a request for engine torque by an operation on an accelerator pedal by the driver or a request for deceleration by an operation on a brake pedal is equal or higher than a respective neutralization threshold. Each of the neutralization thresholds is defined on an operation value on an accelerator pedal (engine torque control value) or on an operation value on a brake pedal (hydraulic control value ESP) by which it is determined that a driver has intentionally performed an acceleration / deceleration operation, and is also defined in terms of acceleration / deceleration characteristics and a driving condition of a vehicle.
    In other words, the neutralization of the ACC prevents the control of the ACC in a case in which a value or an operating speed, by which it is determined that a driver has executed an operation on a pedal d acceleration or operation on a brake pedal with the intention of accelerating or decelerating the control speed of the vehicle, on an accelerator pedal or on a brake pedal, and the vehicle switches to driving by operation on the accelerator pedal and operation of the brake pedal by the driver.
    The lateral control system (LKAS) is neutralized in a case in which the steering torque by the manual steering 34 of the driver is equal to or greater than a neutralization threshold. A deactivation threshold by the intervention of the steering is defined in accordance with steering characteristics and driving conditions of a vehicle.
    That is to say, in a case in which, by the turning operation, is given the turning torque by which it is determined that a driver has carried out a turning with an intention to change the route or avoid an obstacle, or has executed the steering (reverse steering) with an intention opposite to the control of LKA, the neutralization of the steering stops the control of LKA and the vehicle switches to driving by manual operation by the driver.
    (Switching to the emergency control mode of the ACCS at the time of a failure of the LKAS function) Incidentally, in a case in which a failure of the LKAS function occurs due an external sensor failure, an EPS controller anomaly or similar during the operation of the partially automated lane control function (PADS), the LKAS function is stopped at the same time as the occurrence of the fault and the ACCS goes into emergency control mode. In addition, the stop of the ACC function and the request to take over the operations are notified to the driver and, after several seconds (for example, 4 seconds), the ACC emergency control is started. and the target speed reaches a predetermined value, and when the target deceleration reaches 0 m / s 2 , the ACC function is stopped and the operation on the accelerator pedal and operation on the brake pedal is operated by the driver.
    The ACC emergency control progressively reduces up to 0 km / h / s an acceleration / deceleration control value (vehicle speed control) to be entered into the engine controller 32 with an inclination predetermined and reduces a deceleration command value to be entered into the ESP controller up to Om / s 2 with a predetermined tilt. Thus, the adjustment is made in order to be able to switch smoothly to manual driving by an operation on the accelerator pedal and by an operation on the brake pedal.
    As described above, in a case in which a LKAS function failure occurs during the operation of the partially automated track driving function, the ACC function and the LKA function are stopped, and longitudinal control and lateral control by these functions are carried out by a driver. However, at this time, the rapid deceleration or rapid acceleration behavior may occur in a vehicle due to the overriding by an excessive operation (ACC deactivation) of the driver who panicked at the stop notification. support function / request, as described above.
    (Excessive operation prevention function at the time of a failure of the LKAS function) Therefore, the automated driving controller 10 according to the present invention comprises an excessive operation prevention function which modifies the ACC deactivation threshold up to a value greater than the value at a normal operating moment in a period from the stopping of the partially automated track driving function (stopping the LKA / ACC function stop notification) when the ACC function stops (for example, from 4 seconds after notification, between the start of the ACC emergency control and the end of the ACC) when the failure of the LKAS function occurs during operation of the partially automated lane control function to stop the LKA function and the ACC function, and the catch in charge of longitudinal and lateral control by a driver.
    By making the ACC neutralization threshold higher than the threshold during normal operation, at the time of a failure of the LKAS function, even in the event of such a high operating level that it risks causing rapid acceleration / deceleration in a situation prior to a modification of the threshold by excessive operation on the acceleration pedal or excessive operation on the brake pedal by a driver having panicked during the notification of failure of the function, the ACC control continues to execute without being in a neutralized state. Consequently, it is possible to limit the rapid acceleration / deceleration of the vehicle to avoid quickly approaching another vehicle, leaving the lane and causing confusion in the traffic flow.
    (Neutralization threshold by the accelerator pedal during a period of normal operation) In a case in which an engine torque control value by pressing on an accelerator pedal by a driver is greater than one engine torque command value to maintain a speed of regulation by the ACC (speed of course regulation or speed of following vehicle) or a acceleration of regulation by the ACC, the operation on the accelerator pedal by the driver gets priority because it becomes neutralization by the accelerator pedal. The threshold is determined by an engine torque map defined in accordance with a vehicle speed and a transmission ratio. An engine torque command value giving an acceleration equivalent to, for example, a speed of 4 km / h at the speed of regulation by the ACC or an engine torque command value as acceleration of 0.3 m / s 2 at the acceleration of regulation by the ACC is designated by a threshold Td.
    (Neutralization threshold by the brake pedal at a time of normal operation) In a case in which an ESP hydraulic control as deceleration to a regulation speed by the ACC (regulation speed previous vehicle tracking speed or speed) or until acceleration of regulation by ACC is given by depressing a brake pedal by a driver, the operation on the brake pedal by the driver obtains priority because it becomes neutralization by the brake pedal. The hydraulic control value ESP as an equivalent deceleration, for example at a speed of 2 km / h up to the speed of regulation by ACC or the hydraulic control value ESP as a deceleration equivalent to 0.2 m / s 2 at the acceleration of regulation by the ACC is designated by a threshold Pd.
    (Threshold for neutralization by the accelerator pedal at the instant of failure of the LKAS function) The threshold is chosen from values greater than a threshold for neutralization by the accelerator pedal by l '' ACC at a normal time, preferably in the range of 120% to 250% of the ACC neutralization threshold by the accelerator pedal at the normal time, more preferably in the range of 150% to 220% . For example, an engine torque command value giving an acceleration equivalent to a speed of 8 km / h at the speed of regulation by the ACC or an engine torque command value as an acceleration equivalent to 0.6 m / s 2 at the acceleration of regulation by the ACC is designated by a threshold Te.
    (Threshold for neutralizing the brake pedal at the instant of failure of the LKAS function) The threshold is chosen from values greater than a threshold for neutralizing the ACC by the brake pedal at a normal time, preferably in a range of 120% to 250% of the threshold for neutralization of the brake pedal by the ACC at the normal time, more preferably still in a range of 150% to 220%. For example, an ESP hydraulic control value as deceleration equivalent to a speed of 4 km / h in relation to the speed of regulation by the ACC or an ESP hydraulic control value as deceleration equivalent to 0.4 m / s 2 at the acceleration of regulation by the ACC is designated by a threshold Pe.
    (Sequence at the time of the failure of the LKAS function) We detail below a sequence at a time of failure of the LKAS function with reference to FIG. 4.
    (1) Driving by the partially automated track driving system (driving by PADS) When driving by PADS is chosen by a driver's operation, the ACCS and the LKAS are activated via a verification of the system, and a dashboard or similar displays that one is driving by PADS (step 100). In driving by PADS, the ACCS and the LKAS are co-operated to offer a constant speed of the vehicle while maintaining its driving in a single lane at a target speed (speed of course control) or a driving of tracking while maintaining a predetermined inter-vehicle distance. In this case, a target path in the lane is defined at a predetermined offset distance from a center of a lane line or a left / right lane line, or the like.
    (2) Determination of failure of the LKAS function [0070] When driving by PADS (ACCS / LKAS), the failures or the presence / absence of anomalies of components including the external sensor 21, the internal sensor 22 and the group of actuators are always monitored to determine the possible operating failure of the LKAS (step 101).
    (3) Stopping the LKA function In the case of failures of the components configuring the LKAS, such as a failure of the front detection camera 212 configuring the external sensor 21 or a failure of the controller d 'EPS 31 while driving by PADS (ACCS / LKAS), the LKAS function is immediately stopped to issue a failure signal of the LKAS function (step 102).
    (4) Notification of failure of the LKAS function, notification of cessation and assumption of responsibility for the ACC [0074] A simultaneous occurrence of the failure of the function of LKAS, and stopping of the ACC and the taking over of operations are notified to the driver by a head-up display, by a display in a dashboard or by a voice. At the same time, a countdown of a predetermined duration (for example, 4 seconds) until passage to the ACC emergency control is started.
    (5) Alternation of ACC neutralization thresholds Simultaneously, a neutralization threshold by the accelerator pedal Td and a neutralization threshold by the brake pedal Pd of the ACC during a normal operation are modified to become a neutralization threshold by the accelerator pedal Te (Te> Td) and a neutralization threshold by the brake pedal Pe (Pe> Pd) at a time of function failure (step 103).
    For example, the ACC neutralization threshold is modified from the ACC neutralization threshold by the accelerator pedal Td (an engine torque control value giving an acceleration equivalent to a speed of 4 km / h at ACC regulation speed or a motor torque control value equivalent to 0.3 m / s 2 at ACC regulation acceleration) during normal operation, to become the neutralization threshold of the accelerator pedal via ACC Te (engine torque control value giving an acceleration equivalent to a speed of 8 km / h at the ACC regulation speed or an engine torque control value equivalent to a acceleration of 0.6 m / s 2 at acceleration of ACC regulation) at the time of function failure.
    Simultaneously, the ACC neutralization threshold is modified from the ACC neutralization threshold by the brake pedal Pd (a hydraulic control value ESP as deceleration equivalent to a speed of 2 km / h at the ACC regulation speed or a hydraulic control value ESP as deceleration equivalent to 0.2 m / s 2 at ACC regulation acceleration) during normal operation, to become the neutralization threshold of l 'ACC by the brake pedal (hydraulic control value ESP as deceleration equivalent to a speed of 4 km / h at the speed of ACC regulation or a hydraulic control value ESP as deceleration equivalent to 0.4 m / s 2 at ACC acceleration) at the time of function failure.
    (6) Determination of the presence / absence of operation on the accelerator / brake pedal [0080] At this stage, the ACC is in operation and the presence / absence of operation on the accelerator pedal or operation on the brake pedal by a driver is determined by positioning sensors mounted on the accelerator pedal and on the brake pedal (step 104).
    (7) Determination on acceleration / deceleration request In a case in which an operation on the accelerator pedal or an operation on the brake pedal by a driver is detected, it is determined whether a neutralization on the part of the driver is a request for acceleration or a request for deceleration (step 105).
    (8) Determination on neutralization by the accelerator pedal In the case of the acceleration request, an engine torque control value by pressing a driver on the accelerator pedal is compared at the neutralization threshold Te (step 106).
    I) In a case in which the engine torque control value T> neutralization threshold Te, the neutralization by the acceleration pedal is determined and the neutralization is immediately executed to switch to manual control via an operation on accelerator pedal and an operation on the brake pedal by the driver.
    Ii) In the case where the engine torque control value T ❖ Te is used, the neutralization is not executed and the driving by ACC continues.
    (9) Determination of neutralization by the brake pedal In the case of the deceleration request, a hydraulic control value ESP by pressing a driver on the brake pedal is compared with the threshold of neutralization Pe (step 107).
    I) In a case in which the hydraulic control value ESP P> Pe, the neutralization by the brake pedal is determined and the neutralization is immediately executed in order to switch to manual control via an operation on the accelerator pedal and an operation on the brake pedal by the driver.
    Ii) In the case where the hydraulic control value ESP P ❖ Pe is used, the neutralization is not carried out and the driving by ACC continues.
    (10) Determination of the period elapsed until assumption of responsibility In a case in which driving by ACC continues, a countdown of an elapsed period from the moment when the notification of assumption of the ACC emitted in step 102 continues (step 108), and when a predetermined period has elapsed (for example, 4 seconds), the emergency control of the ACC is launched (step 110).
    (11) End of ACC emergency control / stop of ACC function / Resumption of operations [0094] An acceleration / deceleration command value (vehicle speed control) to be entered in the motor controller 32 is gradually lowered to 0 km / h / s with a predetermined incline, and when ACC emergency control lowering a deceleration command value to be entered into the ESP controller 33 to 0 m / s 2 with a predetermined incline ends, the ACC function is stopped and operations are taken over by a driver (step 111) to switch completely to manual driving via an accelerator pedal and a brake pedal by a driver (step 112).
    (Operation and Effect) As described in detail above, the control device for the vehicle according to the present invention is configured so that while stopping the LKA function and the function of ACC and taking charge of longitudinal and lateral control are notified to the driver to perform the emergency control of the ACC function at the time of the failure of the LKAS function, the ACC deactivation threshold as a reference for determining the intervention by operation stopping the ACC function is changed to the value greater than the ACC neutralization threshold at a normal operating moment of the LKA function. Therefore, even in a case where the driver having panicked when stopping the LKA / ACC function and the notification of takeover of operations performs an excessive operation on the brake pedal or on the brake pedal. accelerator, the override procedure can be bypassed to switch to emergency control in a state in which the ACC function continues to be performed, and it is possible to prevent the approach to the other vehicle which would be due the neutralization of ACC by excessive operation on the brake pedal or on the accelerator pedal, which has an advantage for the execution of smooth recovery of operations.
    For example, in a case in which the driver, having panicked when the LKA function was stopped, stops and on notification of the request for treatment by the ACC, performs the excessive operation on the pedal. brake, neutralization by the brake pedal of the ACC function is avoided, thanks to which, as illustrated in Eig. 5, the inter-vehicle distance from the previous vehicle 2 is maintained by the ACC function to prevent the approach of the next vehicle 3.
    In addition, as illustrated in FIG. 6 (a), in a case where the driver who has panicked when the LKA function has been stopped and the ACC request notification has been carried out the excessive operation on the accelerator pedal for automatic steering to the right to stay in the lane, neutralization of the accelerator pedal of the ACC function is avoided, whereby it can be prevented that the vehicle accelerating rapidly from approaching the neighboring lane 52. Furthermore, as illustrated in FIG. 6 (b), in a case where the driver, having panicked when the LKA function is stopped and the ACC request notification takes place, performs the excessive operation on the accelerator pedal for automatic steering to the left to stay in the lane, neutralization of the accelerator pedal of the ACC function is avoided, whereby the ACC regulation speed is maintained in order to prevent approaching the side band, the side wall of the middle zone, etc. which would be due to rapid acceleration.
    In addition, the ACC neutralization threshold during the failure of the LKA function is maintained since the stopping of the LKA function and the ACC function and the notification of the taking into account. in charge of operations until the end of the emergency control. Therefore, takeover of operations can be carried out gradually in a state in which acceleration / deceleration control by the ACC function acts partially to perform smooth takeover of the steering, and furthermore returning to the ACC neutralization threshold at the normal time when the ACC emergency control ends to switch to manual driving, in a case where the LKAS function is restored, it is possible to operate immediately l 'ACCS with the neutralization threshold at normal time.
    It should be noted that the embodiment describes a case in which the threshold for neutralizing the accelerator pedal is adjusted on the basis of the request for engine torque by the operation on the accelerator pedal by the driver, but can be configured so that the accelerator pedal deactivation threshold is adjusted on the basis of a value on the accelerator pedal or a position of the accelerator pedal a driver.
    Similarly, the embodiment describes a case in which the neutralization threshold of the brake pedal is adjusted on the basis of the request for deceleration by the operation on the brake pedal by the driver, but can be configured so that the brake pedal override threshold is set based on a value of pressing the brake pedal or a position of a driver's brake pedal.
    As described above, descriptions are made of some embodiments of the present invention, but the present invention is not limited to the embodiments, and it can further be said that various modifications and changes are further made possible based on the technical concept of the present invention.
    权利要求:
    Claims (1)
    [1" id="c-fr-0001]
    A driving control device for a vehicle, comprising:
    a part for estimating environmental conditions (11) comprising a periphery recognition function capable of recognizing a lane (51, 52) of circulation of a vehicle (1, 1 ') and another vehicle (2, 3, 4) circulating in the traffic lane (51, 52), and a function capable of obtaining the displacement state of the vehicle (1, 1 ');
    - a trajectory generation part (12) capable of generating a target trajectory as a function of information obtained by the estimation part of environmental conditions (11); and
    - a vehicle control part (13) capable of carrying out a speed control and a direction control to cause the vehicle (1, 1 ’) to follow the target trajectory, and configured to be able to execute:
    * an adaptive route control (ACC) function capable of driving at a constant speed in accordance with a target speed in a case where another vehicle (2, 3, 4) which is at the front is not present in the lane (51, 52) of circulation of the vehicle (1, 1 ') and to carry out a follow-up driving while maintaining a predetermined inter-vehicle distance in a case in which the vehicle (2, 3, 4) at the before is present;
    * a lane keeping assist function (LKA) able to maintain driving in the lane (51, 52) of vehicle circulation (1, 1 ’) by the following control on the target trajectory;
    * a neutralization function capable of stopping the adaptive path control function (ACC) by a driver intervention operation; and * a function capable of performing the emergency control of the adaptive path control function (ACC) by notifying the stop of the adaptive path control function (ACC) and taking over of the operation by the driver at the time of a fault in the lane keeping assist function (LKA),
    - in which the device is further configured to modify a neutralization threshold of the adaptive path control function (ACC), as a reference for determining the intervention operation stopping the adaptive path control function (ACC) ), up to a value greater than the value at a normal operating time of the lane keeping assist function (LKA), at the time of [Claim 2] failure of the lane keeping assist function the way (LKA). The vehicle driving control device according to claim 1, wherein the threshold for deactivation of the adaptive course control function (ACC) at the time of the failure of the lane keeping assistance function (LKA) is additionally configured to be maintained from the notification of the end of the adaptive route control (ACC) function and the taking over of operations until the end of the emergency control
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    同族专利:
    公开号 | 公开日
    JP6950546B2|2021-10-13|
    US20190227546A1|2019-07-25|
    FR3077052B1|2021-01-01|
    US10996672B2|2021-05-04|
    JP2019127136A|2019-08-01|
    DE102019100178A1|2019-07-25|
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    法律状态:
    2019-11-28| PLFP| Fee payment|Year of fee payment: 2 |
    2020-04-17| PLSC| Publication of the preliminary search report|Effective date: 20200417 |
    2020-11-30| PLFP| Fee payment|Year of fee payment: 3 |
    2021-12-17| PLFP| Fee payment|Year of fee payment: 4 |
    优先权:
    申请号 | 申请日 | 专利标题
    JP2018009698A|JP6950546B2|2018-01-24|2018-01-24|Vehicle travel control device|
    JP2018-009698|2018-01-24|
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