JP7565770B2 - Vehicle turning control device - Google Patents

Description

The present invention relates to a vehicle turning control device.

2. Description of the Related Art In recent years, technologies for assisting a driver in driving a vehicle have been developed in order to improve safety during driving of the vehicle.
For example, the following Patent Document 1 discloses a vehicle driving operation assist device that aims to appropriately assist the driver's operation according to the future driving environment. The vehicle driving operation assist device detects the vehicle state and the driving environment around the vehicle using a laser radar, a front camera, a rear side camera, and a vehicle speed sensor. The controller predicts the future of the vehicle or the driving environment around the vehicle from the detected vehicle state and driving environment, and estimates the amount of driving operation required in the future, such as steering reaction force. The steering reaction force control device controls a servo motor to provide the required steering reaction force, and assists the driver's operation.

Patent No. 4173292

However, with the above-mentioned vehicle driving assistance device, the driver is always the main driver of the vehicle, and when the driver's attention is directed to something other than driving, for example, the vehicle driving assistance device may not provide the desired operation even when providing assistance.
In particular, when the vehicle is turning, the appropriate amount of steering operation varies depending on factors such as the vehicle's traveling speed and the curvature of the turning point, and more complicated operations are required than during normal driving (for example, when driving in a straight line).
The present invention has been made in consideration of the above circumstances, and has an object to provide a vehicle turning control device that improves safety when the vehicle turns.

In order to achieve the above-mentioned object, one embodiment of the present invention comprises an actuator that operates an operating member operated by a driver when driving a vehicle, a vehicle information acquisition unit that acquires information regarding the traveling state of the vehicle and the operation state of the operating member by the driver, a turning point detection unit that detects a turning point located in the traveling direction of the vehicle based on the information acquired by the vehicle information acquisition unit, a turning feasibility determination unit that determines whether the vehicle can turn at the turning point based on the information acquired by the vehicle information acquisition unit, and an operating member control unit that operates the operating member by the actuator to bring the operating member into an operating state that allows turning at the turning point, regardless of the operation of the operating member by the driver, if it is determined that the vehicle cannot turn, and is located in a position that does not interfere with the operation of the operating member by the driver.
One embodiment of the present invention is characterized in that the actuator further includes at least one of a first actuator that operates a brake pedal to brake the vehicle or a second actuator that operates an accelerator pedal to accelerate or decelerate the vehicle, and the turning possibility determination unit determines whether or not the vehicle can turn at the turning point based on the curvature of the turning point and the traveling speed of the vehicle, and if it is determined that the vehicle cannot turn at the turning point, the operating member control unit turns the vehicle at the turning point by depressing or releasing the brake pedal or the accelerator pedal using the first actuator or the second actuator, regardless of the driver's operation of depressing the brake pedal or the accelerator pedal.
One embodiment of the present invention is characterized in that the actuator further includes a third actuator that operates a steering wheel to steer the vehicle, and the turning feasibility determination unit determines whether or not the vehicle can turn at the turning point based on the curvature of the turning point and the amount of rotational operation of the steering wheel, and when it is determined that the vehicle cannot turn at the turning point, the operating member control unit turns the vehicle at the turning point by rotating the steering wheel using the third actuator, regardless of the rotational operation of the steering wheel by the driver.
One embodiment of the present invention further includes a positioning unit that determines the current position of the vehicle, and a map information acquisition unit that acquires map information around the current position of the vehicle, and the turning point detection unit detects the turning point located in the direction of travel of the vehicle by referring to the map information.
One embodiment of the present invention is characterized in that the vehicle further includes a camera that captures an image of the surroundings of the vehicle to generate image information, and the turning point detection unit detects the turning point located in the direction of travel of the vehicle by referring to the image information.
One embodiment of the present invention is characterized in that it further includes a notification unit that, when it is determined that turning at the turning point is impossible, warns the driver of this and notifies him or her that operational intervention will be performed by the actuator.
One embodiment of the present invention further includes a mode switching unit that switches between an operation intervention mode in which the operating member is operated by the actuator to perform turning regardless of the operation of the operating member by the driver, and a manual operation mode in which the driver can only manually operate the operating member, and the operating member control unit operates the operating member by the actuator when set to the operation intervention mode.
One embodiment of the present invention is characterized in that the vehicle information acquisition unit further detects the amount of operation of the operating member by the actuator, and when the operating member control unit is set to the operation intervention mode, it performs servo control of the actuator based on the amount of operation detected by the vehicle information acquisition unit to operate the operating member, and when the operating member control unit is set to the manual operation mode, it does not operate the operating member by making the actuator servo-free.
One embodiment of the present invention is characterized in that the actuator is detachably provided at a position that does not interfere with the operation of the operating member by the driver.

According to one embodiment of the present invention, an actuator that operates an operating member operated by the driver when driving a vehicle is provided in a location that does not interfere with the driver's operation of the operating member, and the vehicle's driving state and the operation state of the operating member by the driver are monitored to determine whether or not turning is possible at a turning point located in the vehicle's direction of travel.If it is determined that turning is not possible, the actuator operates the operating member so that the operating member is in an operating state that allows turning at the turning point regardless of the driver's operation of the operating member.
This allows a determination as to whether or not turning is possible at a turning point to be made based on the vehicle's driving state and the operation state of the operating member by the driver, and if turning is not possible, the actuator can be used to operate the operating member to turn the turning point regardless of the operation of the operating member by the driver, which is advantageous in improving the safety of the vehicle when turning as well as improving convenience for the driver.

According to one embodiment of the present invention, the vehicle further includes at least one of a first actuator that operates a brake pedal to brake the vehicle or a second actuator that operates an accelerator pedal to accelerate or decelerate the vehicle, and when it is determined that turning at a turning point is impossible due to the vehicle's traveling speed, the first actuator or the second actuator causes the brake pedal or accelerator pedal to be depressed or released, regardless of the driver's operation of depressing the brake pedal or accelerator pedal, thereby turning the vehicle at the turning point. This makes it possible to adjust the vehicle's traveling speed and make it possible to turn at the turning point, regardless of the driver's operation.

According to one embodiment of the present invention, the vehicle further includes a third actuator that operates a steering wheel for steering the vehicle, and when it is determined that turning at the turning point is impossible due to the amount of rotation of the steering wheel, the third actuator rotates the steering wheel to turn the vehicle at the turning point, regardless of the rotation of the steering wheel by the driver. This makes it possible to adjust the amount of turning of the vehicle and make it possible to turn the turning point, regardless of the operation by the driver.

According to one embodiment of the present invention, the current position of the vehicle is determined, and map information around the vehicle's current position is referenced to detect turning points located in the vehicle's travel direction. This makes it possible to reliably obtain information such as the position and curvature of turning points, improving the accuracy of turning control.

According to one embodiment of the present invention, the surroundings of the vehicle are captured by a camera, and the image information captured by the camera is referenced to detect turning points located in the direction of travel of the vehicle. This makes it possible to obtain information that is in line with the actual road conditions, and improves the accuracy of turning control.

According to one embodiment of the present invention, if it is determined that turning at a turning point is impossible, a notification unit is provided that warns the driver of this and notifies him or her that operational intervention will be performed by an actuator. This allows the driver to know in advance that operational intervention will be performed, improving convenience for the driver.

According to one embodiment of the present invention, a mode switching unit is provided that switches between an operation intervention mode in which the actuator operates the operating member to perform turning regardless of the driver's operation of the operating member, and a manual operation mode in which the driver can only manually operate the operating member. This allows the driver to decide whether or not to allow the actuator to intervene in driving, improving convenience for the driver.

According to one embodiment of the present invention, by detecting the amount of operation of the operating member by the actuator, servo control of the actuator is performed when the operation intervention mode is set, and when the manual operation mode is set, the actuator is made servo-free to release the operation intervention of the operating member. This makes it easy to switch between the operation intervention mode and the manual operation mode, improving convenience for the driver.

According to one embodiment of the present invention, the actuator is detachably mounted in a location that does not interfere with the driver's operation of the operating member. This makes it easy to attach and detach the actuator, which is advantageous for efficient maintenance of the actuator.

1 is a block diagram showing a functional configuration of a vehicle turning control device according to an embodiment; 3A is a side view of a first actuator for operating a brake pedal of a vehicle, as viewed in the vehicle width direction, and FIG. 3B is a side view of a second actuator for operating an accelerator pedal of the vehicle, as viewed in the vehicle width direction. 13 is a front view of a third actuator that operates a steering wheel of the vehicle, as seen from the driver's seat. FIG. FIG. 2 is a diagram showing a typical turning behavior of a vehicle; 4 is a flowchart showing a flow of a turning control process performed by a vehicle turning control device.

Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
The vehicle turning control device of this embodiment is mounted on a vehicle 10.
In the present embodiment, the vehicle 10 is described as a passenger car, but the present invention is not limited to passenger cars and can be applied to various conventionally known vehicles such as trucks, vans, wagons, etc. The vehicle 10 in the present embodiment is an automatic transmission vehicle that is driven by the user on general roads.

As shown in FIG. 1, a vehicle 10 includes a plurality of operating members 12 (12A to 12G) and a turning control device 14.
The multiple operating members 12 are members operated by the driver when driving the vehicle 10, and include an ignition switch 12A, a steering wheel 12B, a shift lever 12C, a brake pedal 12D, an accelerator pedal 12E, a parking pedal 12F, and a turn signal lever 12G.
In addition, the turning control device 14 is composed of a first actuator 16, a second actuator 18, a third actuator 19, four cameras 20 (front camera 20A, rear camera 20B, left camera 20C, right camera 20D) that constitute an image information generation unit, a mode switching switch 22, an operation input unit 24, a display unit 26, a vehicle speed sensor 27, a positioning unit 28, a map database 29, and a control unit 30.
In the following drawings, the symbol FR indicates the front of the vehicle, and the symbol UP indicates the upper side of the vehicle.

The ignition switch 12A is a member for operating the start and stop of an engine mounted in the vehicle 10, and is provided, for example, above the dash panel 1002 (see FIG. 2).
The ignition switch 12A has a push button that is constantly biased to a protruding position. When the push button is pressed, it moves from the protruding position to a retracted position, thereby starting and stopping the engine.

The steering wheel 12B is a member that is rotated to steer the vehicle 10.
3A and 3B, the steering wheel 12B includes a wheel body 1222 that has a circular cross section and extends in an annular shape, a steering shaft 1224 that stands upright from the vehicle body, and spokes 1226 that connect the steering shaft 1224 and the wheel body 1222. The steering shaft 1224 is covered by a steering column (not shown).

The shift lever 12C is a member that is swung to change the gears of the transmission of the vehicle 10.
The shift lever 12C includes a swing shaft that is provided on the center console so as to be swingable in the front-rear direction of the vehicle, and a gripped portion (shift knob) that is provided at the tip of the swing shaft and is gripped by hand.
The shift positions of the shift lever 12C are, for example, P (parking) range, R (reverse) range, N (neutral) range, and D (drive) range.
The P range is selected when parking, and when the P range is selected, the transmission gears are locked.
The R range is selected when the vehicle is moving backwards.
The N range is selected when the vehicle needs to be towed in the event of a breakdown, and when the N range is selected, engine power is not transmitted to the drive wheels.
The D range is selected when the vehicle is moving forward.

The brake pedal 12D is a member that is depressed by the driver to brake the vehicle 10.
As shown in FIG. 2A, the brake pedal 12D includes a pedal arm 1204 that is pivotally mounted via a support shaft 1202 on a bracket (not shown) attached to the lower part of a dash panel 1002 that separates the vehicle interior space from the engine room, and a pedal tread portion 1206 that is provided at the lower end of the pedal arm 1204 and against which the sole of the driver's foot comes into contact.
When the driver depresses the brake pedal 12D, a brake mechanism (not shown) is activated, causing the vehicle 10 to decelerate.

The accelerator pedal 12E is a member that is depressed by the driver to accelerate or decelerate the vehicle 10 (to increase or decrease the engine speed).
As shown in FIG. 2B, the accelerator pedal 12E, like the brake pedal 12D, has a pedal arm 1214 that is pivotally mounted via a support shaft 1212 on a bracket (not shown) attached to the lower part of the dash panel 1002, and a pedal tread portion 1216 that is provided at the lower end of the pedal arm 1214 and against which the sole of the driver's foot comes into contact.
When the driver depresses the accelerator pedal 12E, the engine speed increases, and the traveling speed of the vehicle 10 increases. When the driver releases the accelerator pedal 12E, the engine speed decreases, and the traveling speed of the vehicle 10 decreases.

The parking pedal 12F is a member that is depressed to apply the brakes when parking the vehicle 10.
Similar to the brake pedal 12D, the parking pedal 12F includes a pedal arm that is pivotally mounted via a support shaft on a bracket (not shown) that is attached to the lower part of the dash panel 1002, and a pedal tread portion that is provided at the lower end of the pedal arm and against which the sole of the driver's foot comes into contact.

The turn signal lever 12G is a member operated to turn on a turn signal (directional indicator) that notifies surrounding vehicles, pedestrians, etc. that the vehicle 10 is about to turn right or left. The turn signal lever 12G extends horizontally from the steering column, and when the turn signal lever 12G is pulled upward, the left turn signal lights up (flashes), and when the turn signal lever 12G is pulled downward, the right turn signal lights up (flashes).
The lighting state of the turn signals is also linked to the operating state of the steering wheel 12B. For example, when the steering wheel 12B is operated to the left (counterclockwise) by a predetermined amount or more while the left turn signal is on, the turn signal is turned off in the process of returning the steering wheel 12B to the neutral position, and the turn signal lever 12G is automatically returned to the neutral position.

The first actuator 16 , the second actuator 18 , and the third actuator 19 operate the operating member 12 that is operated by the driver when driving the vehicle 10 .
The first actuator 16 is an actuator that operates the brake pedal 12D.
As shown in FIG. 2A, the first actuator 16 is composed of a direct-acting cylinder 40A (direct-acting electric cylinder) and includes a cylinder body 4002, a motor (not shown) incorporated in the cylinder body 4002, and a piston rod 4004 incorporated in the cylinder body 4002.
The linear cylinder 40A is detachably mounted via a bracket B1 at a location (dash panel 1002) that does not interfere with manual operation (depression) of the brake pedal 12D by a driver seated in the driver's seat.
The cylinder body 4002 is arranged so that the direction in which the piston rod 4004 projects and retracts coincides with the front-rear direction of the vehicle.
The tip of the piston rod 4004 is connected to the middle part of the pedal arm 1204 in the longitudinal direction via a spherical bearing (not shown) of a connecting part 4006 .
Therefore, when a drive signal is supplied to the motor by the control unit 30 (more specifically, the operating member control unit 30D), the piston rod 4004 appears and disappears from the cylinder body 4002, causing the pedal arm 1204 to swing, thereby braking the vehicle 10.
In addition, when the drive signal supplied to the motor by the control unit 30 is turned off, the motor becomes servo-free, and the driver seated in the driver's seat can manually operate the brake pedal 12D.

The second actuator 18 is an actuator that operates the accelerator pedal 12E.
As shown in FIG. 2B, the second actuator 18 is composed of a direct-acting cylinder 42A (direct-acting electric cylinder) and includes a cylinder body 4202, a motor (not shown) incorporated in the cylinder body 4202, and a piston rod 4204 incorporated in the cylinder body 4202.
The linear cylinder 42A is detachably mounted via a bracket B2 at a location (dash panel 1002) that does not interfere with manual operation (depression) of the accelerator pedal 12E by a driver seated in the driver's seat.
The cylinder body 4202 is arranged so that the direction in which the piston rod 4204 projects and retracts coincides with the front-rear direction of the vehicle.
The tip of the piston rod 4204 is connected to the middle part of the pedal arm 1214 in the longitudinal direction via a spherical bearing (not shown) of a connecting part 4206 .
Therefore, when a drive signal is supplied to the motor by the control unit 30, the piston rod 4204 moves in and out of the cylinder body 4202, causing the pedal arm 1214 to swing, thereby controlling the rotation of the engine of the vehicle 10.
In addition, when the drive signal supplied to the motor by the control unit 30 is turned off, the motor becomes servo-free, and the driver seated in the driver's seat can manually operate the accelerator pedal 12E.

The third actuator 19 is an actuator that operates the steering wheel 12B.
As shown in FIGS. 3A and 3B, the third actuator 19 includes a motor 1902 and a drive roller 1904 .
The motor 1902 and the drive roller 1904 are detachably mounted via a bracket (not shown) in a location (eg, an instrument panel) that does not interfere with manual operation of the steering wheel 12B by a driver seated in the driver's seat.
The motor 1902 is attached to the instrument panel and is disposed so that its drive shaft 1906 is substantially perpendicular to the steering shaft 1224 .
The drive roller 1904 is attached to the end of a drive shaft 1906 .
The drive roller 1904 is disposed diagonally downward and in a portion of the circumferential direction of the wheel body 1222 at the front of the vehicle, and engages with the wheel body 1222, allowing the wheel body 1222 to rotate as the drive roller 1904 rotates.
The drive roller 1904 has a groove 1908 that engages with the surface of the wheel body 1222 that faces diagonally downward at the front of the vehicle body, and is designed to efficiently transmit the rotational driving force of the motor 1902 to the wheel body 1222 via the groove 1908 of the drive roller 1904.

The motor 1902 rotates the steering wheel 12B forward and backward via a drive shaft 1906 and a drive roller 1904 when a drive signal is supplied from the control unit 30 .
Therefore, when the motor 1902 rotates forward or backward, the wheel body 1222 is rotated forward or backward by the drive roller 1904, and the steering angle of the vehicle 10 is adjusted.
In addition, when the drive signal supplied to the motor 1902 by the control unit 30 is turned off, the motor 1902 becomes servo-free, and the driver seated in the driver's seat can manually operate the steering wheel 12B.

The four cameras 20, namely, the front camera 20A, the rear camera 20B, the left camera 20C, and the right camera 20D, capture images of the surroundings of the vehicle 10 and generate image information.
That is, the front camera 20A captures an image of the area in front of the vehicle 10 and generates image information.
The rear camera 20B captures an image of the rear of the vehicle 10 and generates image information.
The left camera 20C captures an image of the left side of the vehicle 10 and generates image information.
The right camera 20D captures an image of the right side of the vehicle 10 and generates image information.
These four pieces of image information are transmitted to the vehicle information acquisition unit 30A of the control unit 30.
The image information may be a moving image or a still image generated at regular time intervals.

The mode change switch 22 is operated to switch between an operation intervention mode (described later) and a manual operation mode, and outputs an operation signal indicating the operation corresponding to the operation position to the control unit 30.

The operation input unit 24 receives operations from the driver, and is configured, for example, by a touch panel provided on the display surface of the display unit 26 or a key switch provided independently of the display unit 26 .
The operation input unit 24 accepts, for example, an operation to confirm a message displayed on the display unit 26 by a notification unit 30F described later.

The display unit 26 displays warnings, messages, and the like regarding the operation of the vehicle 10 under the control of the notification unit 30F described later. In this embodiment, when it is determined that turning is impossible at a turning point located in the traveling direction of the vehicle 10, the display unit 26 displays that fact and that operational intervention will be performed by the actuators 16, 18, and 19. The display unit 26 may also display image information of the periphery of the vehicle 10 captured by the camera 20.
Furthermore, the display unit 26 may display the position of the vehicle 10 on map information read from the map database 29 based on the position information of the vehicle 10 generated by the positioning unit 28 described below. Specifically, the display unit 26 reads map information of the periphery of the vehicle 10 from the map database 29 based on the position information generated by the positioning unit 28, and displays an icon indicating the current position of the vehicle 10 by superimposing it on the map information.

The vehicle speed sensor 27 detects the traveling speed of the vehicle 10. For example, the vehicle speed sensor 27 detects the rotational speed of each wheel of the vehicle 10, and calculates the traveling speed of the vehicle 10 by averaging the travel distance per unit time obtained by multiplying the rotational speed of each wheel by the tire size (circumference).

The positioning unit 28 determines the current position of the vehicle 10 based on a positioning signal received from a positioning satellite, and generates position information (latitude, longitude, etc.) of the vehicle 10 .
Such positioning satellites are used in Global Navigation Satellite Systems (GNSSs), such as GPS, GLONASS, Galileo, and Quasi-Zenith Satellite System (QZSS), and one of the positioning satellites used in these positioning systems may be used, or two or more positioning satellites may be used in combination.

The map database 29 stores map information including locations where the vehicle 10 is traveling, and the map information is associated with location information on the earth (latitude, longitude, etc.).
The map information includes information necessary for the vehicle to travel, such as roads, intersections, and traffic lights, as well as information on stores, facilities, apartment complexes, etc. that are the starting point or destination of the vehicle 10, and information indicating the terrain, such as mountains, rivers, and ports.
In this embodiment, the control unit 30 functions as a map information acquisition unit that acquires map information around the current location of the vehicle 10 by reading out map information in the map database 29. However, it is also possible to provide a communication device that serves as an interface with a wide area network such as the Internet, and acquire map information around the current location of the vehicle 10 from a map database server or the like via the wide area network.

The control unit 30 is composed of a CPU, a ROM for storing and recording control programs, a RAM as an operating area for the control programs, an EEPROM for rewritably storing various data, and an interface unit for interfacing with peripheral circuits, etc.
By executing the above control program, the control unit 30 functions as a vehicle information acquisition unit 30A, a turning point detection unit 30B, a turning possibility determination unit 30C, an operation member control unit 30D, a mode switching unit 30E, and an alarm unit 30F.

The vehicle information acquisition unit 30A acquires information relating to the traveling state of the vehicle 10 and the operation state of the operating member 12 by the driver.
The vehicle information acquisition unit 30A acquires the traveling speed of the vehicle 10 from, for example, the vehicle speed sensor 27. The vehicle information acquisition unit 30A also acquires image information generated by, for example, the front camera 20A, the rear camera 20B, the left camera 20C, and the right camera 20D. The vehicle information acquisition unit 30A also acquires position information generated by, for example, the positioning unit 28.
The traveling speed, image information, and position information are examples of information regarding the traveling state of the vehicle 10.

In addition, the vehicle information acquisition unit 30A acquires information regarding the operation state of the driver's operating members 12 (ignition switch 12A, steering wheel 12B, shift lever 12C, brake pedal 12D, accelerator pedal 12E, parking pedal 12F, and turn signal lever 12G).
Specifically, the vehicle information acquisition unit 30A acquires information on whether or not the ignition switch 12A is pressed, the steering wheel 12B is rotated, the shift lever 12C is swung, the brake pedal 12D, the accelerator pedal 12E, the parking pedal 12F are depressed, and the turn signal lever 12G is swung, as well as the amount of operation of the levers and pedals.

The turning point detection unit 30B detects turning points located in the traveling direction of the vehicle 10 based on the information acquired by the vehicle information acquisition unit 30A.
Examples of turning points include intersections, T-junctions, and other points where one must turn right or left, and curves on the road (points where the road curvature is equal to or greater than a predetermined value).
In this embodiment, the turning point detection unit 30B detects a turning point by the following two methods.

<Method 1: Detecting turning points from map information>
As described above, the current position of the vehicle 10 is measured by the positioning unit 28, and the traveling direction of the vehicle 10 can be specified by continuously tracking the current position. The turning point detection unit 30B extracts map information around the current position of the vehicle 10 from the map database 29, and determines whether there is a right or left turn point (intersection) such as a crossroads or T-junction, or a curve on the road within a predetermined distance in the traveling direction. The above-mentioned predetermined distance may be changed, for example, depending on the traveling speed of the vehicle 10 (for example, a distance that can be reached in 30 seconds at the current traveling speed of the vehicle 10, etc.).
That is, in method 1, the turning point detection unit 30B detects turning points located in the traveling direction of the vehicle 10 with reference to map information.

For example, even if an intersection is located in the travel direction, the location is not a turning location if the vehicle 10 travels straight ahead. In this case, the turning location detection unit 30B may detect the turning location based on the operation state of the operating member 12 together with the map information.
For example, when there is a candidate for a turning point such as an intersection in the direction of travel of the vehicle 10 on map information, the turning point detection unit 30B may acquire the operation state of the turn signal lever 12G, and if the turn signal lever 12G is operated, it may determine that the vehicle 10 will turn at that point.
For example, when there is a candidate turning point such as an intersection in the direction of travel of the vehicle 10 on the map information, the turning point detection unit 30B may acquire the operation state of the steering wheel 12B, and if the steering wheel 12B is being operated (if a turning operation has begun), it may determine that the vehicle 10 will turn at that point.

In addition, for example, if the vehicle 10 is equipped with a car navigation system and the driving route of the vehicle 10 is set, the turning point detection unit 30B may detect a turning point based on the driving route. In other words, when there is a candidate turning point such as an intersection in the traveling direction of the vehicle 10 on the map information, the turning point detection unit 30B determines that the vehicle 10 will turn at the candidate turning point if it is set to turn at the candidate turning point on the preset driving route.

<Method 2: Detecting turning points from camera images>
As described above, the vehicle 10 is provided with cameras 20 (front camera 20A, rear camera 20B, left camera 20C, right camera 20D) that capture images of the surroundings. The turning point detection unit 30B performs image analysis on the image information captured by the cameras 20 to extract the road shape in the traveling direction of the vehicle 10 and the arrangement of surrounding objects, and determines whether there is a turning point such as a right or left turn point (intersection) such as a crossroads or T-junction, or a curve on the road in the traveling direction. The distance to the turning point can be estimated from the size of the object captured in the image information, the focal length of the camera 20, etc.
That is, in method 2, the turning point detection unit 30B refers to image information captured by the camera 20 and detects a turning point located in the traveling direction of the vehicle 10.

In the case of method 2, similarly to method 1, the turning point detection unit 30B may detect the turning point based on the operation state of the operating member 12 as well as the image information.
For example, when a candidate turning point such as an intersection is extracted from image information in the direction of travel of the vehicle 10, the turning point detection unit 30B may acquire the operation state of the turn signal lever 12G, and if the turn signal lever 12G is operated, it may determine that the vehicle 10 will turn at that point.
For example, when a candidate turning point such as an intersection is extracted from image information in the direction of travel of the vehicle 10, the turning point detection unit 30B may acquire the operation state of the steering wheel 12B, and if the steering wheel 12B is being operated (if a turning operation has begun), it may determine that the vehicle 10 will turn at that point.

In addition, for example, if the vehicle 10 is equipped with a car navigation system and the driving route of the vehicle 10 is set, the turning point detection unit 30B may detect a turning point based on the driving route. In other words, when a candidate turning point such as an intersection is extracted from image information in the traveling direction of the vehicle 10, the turning point detection unit 30B may determine that the vehicle 10 will turn at the candidate turning point if it is set to turn at the candidate turning point on the preset driving route.

The turning possibility determination unit 30C determines whether the vehicle 10 can turn at the turning point detected by the turning point detection unit 30B based on the information acquired by the vehicle information acquisition unit 30A. Specifically, the turning possibility determination unit 30C determines whether the vehicle 10 can turn at the turning point based on the curvature of the turning point and the traveling speed of the vehicle 10. The turning possibility determination unit 30C also determines whether the vehicle 10 can turn at the turning point based on the curvature of the turning point and the amount of rotation of the steering wheel 12B.

FIG. 4 is a diagram showing a schematic diagram of a determination as to whether or not a vehicle can turn.
In Fig. 4, a vehicle 10 is traveling on a road L having a turning point (sharp left curve) T. When the vehicle 10 is at a position P0, the turning point T is located in the traveling direction of the vehicle 10. In order for the vehicle 10 to curve along the road and reach a position P1, the driver is generally required to perform a deceleration operation and a steering operation before the turning point T.
For example, if the driver does not perform any steering operation, the vehicle 10 will travel straight from position P0 and deviate from the road L (position P2).
Furthermore, for example, if the driver's deceleration operation is insufficient and/or the amount of steering operation by the driver is insufficient, the vehicle 10 will not be able to follow the curvature of the road L at the turning point T and will deviate from the road L (position P3).
Furthermore, for example, if the driver steers too early or the amount of steering is excessive, the vehicle 10 will turn beyond the curvature of the road L at the turning point T and deviate from the road L (position P4).

Therefore, the turning feasibility determination unit 30C refers to the traveling speed and steering operation amount (rotational operation amount of the steering wheel 12B) of the vehicle 10 and determines whether the vehicle 10 can travel (turn) along the curvature at the turning point T.
In addition, since the traveling speed of the vehicle 10, the amount of steering operation, and the distance from the turning point change from moment to moment, it is preferable that the turning feasibility determination unit 30C continues to determine whether or not the vehicle 10 can turn from the time the current position of the vehicle 10 is within a predetermined distance from the turning point (which may be the same as the predetermined distance in method 1 above) until the vehicle passes the turning point.

Returning to the explanation of FIG. 1, when the turning possibility determination unit 30C determines that the vehicle 10 cannot turn at the turning point, the operating member control unit 30D operates the operating member 12 by the actuator so that the operating member 12 is in an operating state that allows turning at the turning point, regardless of the operation of the operating member 12 by the driver.

Specifically, when the operating member control unit 30D determines that turning at a turning point is impossible due to the traveling speed of the vehicle 10, the operating member control unit 30D turns the vehicle 10 at the turning point by pressing or releasing the brake pedal 12D or the accelerator pedal 12E using the first actuator 16 or the second actuator 18, regardless of the driver's pressing of the brake pedal 12D or the accelerator pedal 12E.
More specifically, when the traveling speed of the vehicle 10 is too high or when the driver is depressing the accelerator pedal 12E, the operation member control unit 30D causes the second actuator 18 to depress the accelerator pedal 12E to stop the acceleration of the vehicle 10. Furthermore, when the traveling speed is too high even after the accelerator pedal 12E is depress- ed or when the driver is not depressing the accelerator pedal 12E, the operation member control unit 30D causes the first actuator 16 to depress the brake pedal 12D to decelerate the vehicle 10.
Furthermore, if the traveling speed of the vehicle 10 is too slow or if the driver is depressing the brake pedal 12D, the operation member control unit 30D causes the first actuator 16 to depress the brake pedal 12D to stop the deceleration of the vehicle 10. Furthermore, if the traveling speed is too slow even after the brake pedal 12D is depress- ed back or if the driver is not depressing the brake pedal 12D, the operation member control unit 30D causes the second actuator 18 to depress the accelerator pedal 12E to accelerate the vehicle 10.

In addition, when the operating member control unit 30D determines that turning at the turning point is impossible due to the amount of turning operation of the vehicle 10, it turns the vehicle 10 at the turning point by rotating the steering wheel 12B using the third actuator 19, regardless of the driver's rotation operation of the steering wheel 12B.
More specifically, when the amount of rotation of the steering wheel 12B in the turning direction is insufficient, the operating member control unit 30D rotates the steering wheel 12B in the turning direction using the third actuator 19, thereby increasing the amount of rotation of the vehicle 10 in the turning direction.
In addition, when the amount of rotation of the steering wheel 12B in the turning direction is excessive, the operating member control unit 30D rotates the steering wheel 12B in the opposite direction to the turning direction using the third actuator 19, thereby reducing the amount of rotation of the vehicle 10 in the turning direction.

In reality, it is considered that there are few cases where turning at a turning point is impossible due to only the traveling speed or the amount of turning operation of the vehicle 10. Therefore, the operating member control unit 30D assists the turning of the vehicle 10 by appropriately combining the operations of the first actuator 16, the second actuator 18, and the third actuator 19.

The mode switching unit 30E switches between the operation intervention mode and the manual operation mode based on the operation signal output from the mode switching switch 22.
The operation intervention mode is a mode in which, when the turning possibility determination unit 30C determines that turning at the turning point is impossible, the actuator operates the operating member 12 to turn the vehicle regardless of the driver's operation of the operating member 12. The manual operation mode is a mode in which the actuator does not operate the operating member 12, and only manual operation of the operating member 12 by the driver is possible.

When the operation intervention mode is set by the mode switching unit 30E, the operating member control unit 30D operates the operating member 12 by servo-controlling the actuator based on the amount of operation of the operating member 12 detected by the vehicle information acquisition unit 30A. Also, when the manual operation mode is set by the mode switching unit 30E, the operating member control unit 30D does not operate the operating member by making the actuator servo-free.

When the turning feasibility determination unit 30C determines that turning at the turning point is impossible, the notification unit 30F warns the driver of this and notifies him or her that operational intervention will be performed by an actuator.
In this embodiment, the notification unit 30F displays on the display unit 26 a warning such as "There is a tendency for oversteer (or understeer)" and a message indicating that an intervention will be performed such as "The actuator will operate the brake pedal (or accelerator pedal, steering wheel)."
In this embodiment, the above-mentioned warnings and messages are displayed on the display unit 26, but a speaker may also be provided to notify the user by voice, for example.

Next, a flow of a turning control process using the turning control device 14 for a vehicle according to this embodiment will be described with reference to FIG.
While the vehicle 10 is traveling, the process shown in FIG. 5 is repeatedly executed.
While the vehicle 10 is traveling, the vehicle information acquisition unit 30A acquires information regarding the traveling state of the vehicle 10 (the traveling speed of the vehicle 10, image information captured by the camera 20, position information of the vehicle 10, etc.) (step S10).
In addition, the vehicle information acquisition unit 30A acquires information regarding the operation state of the driver's operating members 12 (ignition switch 12A, steering wheel 12B, shift lever 12C, brake pedal 12D, accelerator pedal 12E, parking pedal 12F, and turn signal lever 12G) (step S12).

The turning point detection unit 30B refers to map information around the current position of the vehicle 10 and image information captured by the camera 20, and detects turning points located in the traveling direction of the vehicle 10 at any time (step S14).
If a turning point is detected in the direction of travel of the vehicle 10 (step S14: Yes), the turning feasibility determination unit 30C determines whether or not turning is possible at the turning point based on the current driving state of the vehicle 10 and the operation state of the operating member 12 by the driver (step S16).
If rotation is possible (step S16: Yes), no operation intervention is made to the operating member 12, and the process returns to step S10 and the subsequent processes are repeated.

On the other hand, if turning is not possible (step S16: No), the operation member control unit 30D checks the mode setting state by the mode switching unit 30E (step S18).
If the manual operation mode is set (if the operation intervention mode is not set) (step S18: No), the operation member control unit 30D does not perform operation intervention on the operation member 12, and returns to step S10 to repeat the subsequent processes.
If the operation intervention mode is set (step S18: Yes), the operation member control unit 30D activates the actuators to operate the operation members 12 (the brake pedal 12D, the accelerator pedal 12E, and the steering wheel 12B) (step S20).
Until the vehicle 10 passes the turning point (step S22: No), the process returns to step S20 to continue the operation of the actuator of the operating member 12. When the vehicle 10 passes the turning point (step S22: Yes), the process returns to step S10 to repeat the subsequent processes.
Before and during operation of the actuator, it is preferable to notify the user that an operational intervention is to be performed by the notification unit 30F.

As described above, the turning control device 14 of the vehicle 10 in the embodiment has actuators 16, 18, and 19 that operate the operating members 12 (brake pedal 12D, accelerator pedal 12E, steering wheel 12B) operated by the driver when driving the vehicle 10, which are provided in locations that do not interfere with the operation of the operating members 12 by the driver, monitors the running state of the vehicle 10 and the operation state of the operating members by the driver, determines whether or not turning is possible at a turning point located in the direction of travel of the vehicle 10, and if it is determined that turning is not possible, operates the operating member 12 by the actuators 16, 18, and 19 so that the operating member 12 is in an operating state that allows turning at the turning point regardless of the operation of the operating member 12 by the driver.
This allows a determination as to whether or not turning is possible at a turning point to be made based on the driving state of the vehicle 10 and the operation state of the operating member 12 by the driver, and if turning is not possible, the actuator can operate the operating member 12 to turn the turning point regardless of the operation of the operating member 12 by the driver, which is advantageous in improving the safety of the vehicle when turning as well as improving convenience for the driver.

The turning control device 14 of the vehicle 10 according to the embodiment further includes at least one of a first actuator 16 that operates a brake pedal 12D for braking the vehicle 10 or a second actuator 18 that operates an accelerator pedal 12E for accelerating or decelerating the vehicle 10. When it is determined that turning at a turning point is impossible due to the traveling speed of the vehicle 10, the first actuator 16 or the second actuator 18 turns the vehicle 10 at the turning point by depressing or releasing the brake pedal 12D or the accelerator pedal 12E, regardless of the driver's operation of depressing the brake pedal 12D or the accelerator pedal 12E. This makes it possible to adjust the traveling speed of the vehicle 10 and turn the turning point regardless of the operation by the driver.

The turning control device 14 of the vehicle 10 according to the embodiment further includes a third actuator 19 that operates the steering wheel 12B for steering the vehicle 10, and when it is determined that turning at the turning point is impossible due to the amount of rotation of the steering wheel 12B, the third actuator 19 rotates the steering wheel 12B to turn the vehicle 10 at the turning point, regardless of the rotation of the steering wheel 12B by the driver. This makes it possible to adjust the amount of turning of the vehicle 10 and make it possible to turn the turning point, regardless of the operation by the driver.

The turning control device 14 of the vehicle 10 according to the embodiment measures the current position of the vehicle 10 and detects turning points located in the direction of travel of the vehicle by referring to map information around the current position of the vehicle 10. This makes it possible to reliably obtain information such as the position and curvature of the turning points, thereby improving the accuracy of turning control.

The turning control device 14 of the vehicle 10 according to the embodiment captures images of the surroundings of the vehicle 10 with the camera 20, and detects turning points located in the traveling direction of the vehicle 10 by referring to the image information captured by the camera 20. This makes it possible to obtain information that corresponds to the actual road conditions, and improves the accuracy of turning control.

The turning control device 14 of the vehicle 10 according to the embodiment is also provided with a notification unit 30F that warns the driver when it is determined that turning at the turning point is impossible and notifies the driver that operational intervention will be performed by the actuators 16, 18, and 19. This allows the driver to know in advance that operational intervention will be performed, improving convenience for the driver.

The turning control device 14 of the vehicle 10 according to the embodiment is provided with a mode switching unit 30E that switches between an operation intervention mode in which the actuators 16, 18, and 19 are used to operate the operating member 12 to turn the vehicle regardless of the operation of the operating member 12 by the driver, and a manual operation mode in which the driver can only manually operate the operating member 12. This allows the driver to decide whether or not to intervene in the driving using the actuators 16, 18, and 19, improving the convenience for the driver.

The turning control device 14 of the vehicle 10 according to the embodiment detects the amount of operation of the operating member 12 by the actuators 16, 18, 19, and performs servo control of the actuators 16, 18, 19 when the operation intervention mode is set, and releases the operation intervention of the operating member 12 by making the actuators 16, 18, 19 servo-free when the manual operation mode is set. This makes it easy to switch between the operation intervention mode and the manual operation mode, improving convenience for the driver.

In addition, the turning control device 14 of the vehicle 10 according to the embodiment is configured so that the actuators 16, 18, and 19 are detachably mounted at locations that do not interfere with the driver's operation of the operating members. This allows the actuators 16, 18, and 19 to be easily attached and detached, which is advantageous in efficiently performing maintenance work on the actuators 16, 18, and 19.

REFERENCE SIGNS LIST 10 Vehicle 12 Operation member 12A Ignition switch 12B Steering wheel 12C Shift lever 12D Brake pedal 12E Accelerator pedal 12F Parking pedal 12G Turn signal lever 14 Turning control device 16 First actuator 18 Second actuator 19 Second actuator 20 (20A to 20D) Camera 22 Mode changeover switch 24 Operation input unit 26 Display unit 27 Vehicle speed sensor 28 Positioning unit 29 Map database 30 Control unit 30A Vehicle information acquisition unit 30B Turning point detection unit 30C Turning feasibility determination unit 30D Operation member control unit 30E Mode changeover unit 30F Notification unit

Claims (6)

an actuator for operating an operating member operated by a driver when driving a vehicle;
a vehicle information acquisition unit that acquires information regarding a traveling state of the vehicle and an operation state of the operation member by the driver;
a turning point detection unit that detects a turning point located in a traveling direction of the vehicle based on the information acquired by the vehicle information acquisition unit;
a turning possibility determination unit that determines whether the vehicle is capable of turning at the turning point based on the information acquired by the vehicle information acquisition unit;
an operating member control unit that, when it is determined that the vehicle cannot turn, operates the operating member by the actuator so as to bring the operating member into an operating state that allows the vehicle to turn at the turning point, regardless of the operation of the operating member by the driver;
the actuators include a first actuator that operates a brake pedal for braking the vehicle, a second actuator that operates an accelerator pedal for accelerating or decelerating the vehicle, and a third actuator that operates a steering wheel for steering the vehicle;
the turning possibility determination unit determines whether or not the vehicle is able to turn at the turning point based on a curvature of the turning point, a traveling speed of the vehicle, and a rotation operation amount of the steering wheel;
when it is determined that turning at the turning point is impossible due to the traveling speed of the vehicle, the operation member control unit adjusts the traveling speed of the vehicle to turn the vehicle at the turning point by performing a depressing operation or a depressing release operation of the brake pedal or the accelerator pedal by the first actuator or the second actuator, regardless of a depressing operation of the brake pedal or the accelerator pedal by the driver;
the operation member control unit further adjusts the amount of turning of the vehicle by performing a rotation operation of the steering wheel using the third actuator, regardless of a rotation operation of the steering wheel by the driver, when it is determined that turning at the turning point is impossible due to a turning operation amount of the steering wheel, thereby turning the vehicle at the turning point;
The first actuator, the second actuator, and the third actuator are detachably provided at locations that do not interfere with the operation of the operating member by the driver.
A vehicle turning control device comprising: a positioning unit that measures a current position of the vehicle;
A map information acquisition unit that acquires map information around the current position of the vehicle,
the turning point detection unit detects the turning point located in the traveling direction of the vehicle by referring to the map information.
2. The vehicle turning control device according to claim 1 . Further, a camera is provided to capture an image of the surroundings of the vehicle and generate image information.
The turning point detection unit detects the turning point located in the traveling direction of the vehicle by referring to the image information.
2. The vehicle turning control device according to claim 1 . and a notification unit configured to, when it is determined that turning at the turning point is impossible, warn the driver of the impossible turning condition and notify the driver that an operation intervention by the actuator will be performed.
4. The vehicle turning control device according to claim 1 , wherein the vehicle turning control device is a vehicle turning control device. A mode switching unit is further provided for switching between a setting of an operation intervention mode in which the actuator is used to operate the operating member to perform turning independently of the operation of the operating member by the driver, and a setting of a manual operation mode in which only manual operation of the operating member by the driver is possible,
The operation member control unit operates the operation member by the actuator when the operation intervention mode is set.
5. The vehicle turning control device according to claim 1 , wherein the vehicle turning control device is a vehicle turning control device. The vehicle information acquisition unit further detects an amount of operation of the operation member by the actuator,
when the operation member control unit is set to the operation intervention mode, the operation member control unit operates the operation member by performing servo control of the actuator based on the operation amount detected by the vehicle information acquisition unit, and when the operation member control unit is set to the manual operation mode, the operation member control unit does not operate the operation member by making the actuator servo-free.
6. The vehicle turning control device according to claim 5 .

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