JP2017043271A - Drive support apparatus and drive support method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive support apparatus capable of balancing safety and comfort in a vehicular travel.SOLUTION: A drive support apparatus 30, for use in supporting driving of a vehicle, includes: an information obtainment part 31 for obtaining a travel parameter that includes at least one of a vehicular speed of the vehicle, a relative speed of a preceding vehicle relative to the vehicle, and an inter-vehicular distance between the vehicle and the preceding vehicle; a travel control part 32 for performing automatic travel control for controlling a drive system 10 of the vehicle 1 and a brake system 20 thereof so that the travel parameter approaches a given target value; a control disengagement part 33 for disengaging the automatic travel control at given timing; an alarm output part 34 for starting an alarm output that continues for given time when the automatic travel control is disengaged; an operation determination part 35 for determining whether a driver of the vehicle 1 has performed a given operation; and an alarm disengagement part 36 for interrupting the alarm output when the given operation is performed while the alarm output is continued.SELECTED DRAWING: Figure 2

Description

  The present disclosure relates to a driving support device and a driving support method that support driving of a vehicle.

  In recent years, adaptive cruise control (hereinafter referred to as “ACC”) has attracted attention as one of the technologies for supporting driving of a vehicle (see, for example, Patent Document 1). The ACC acquires the vehicle speed of the vehicle, the relative speed of the preceding vehicle with respect to the vehicle, the inter-vehicle distance from the preceding vehicle, etc., and the vehicle drive system so that the vehicle speed and the inter-vehicle distance from the preceding vehicle are kept constant. And a technology for controlling a braking system.

  The ACC can reduce the burden on the driver's acceleration / deceleration operation. On the other hand, when the vehicle speed is low, it is desirable that an acceleration / deceleration operation is performed by the driver from the viewpoint of traveling safety. For this reason, a vehicle traveling by ACC normally releases ACC and outputs an alarm sound indicating the release of ACC when the vehicle speed drops to a predetermined value such as 35 km / h. Such a warning sound continues for a relatively long time such as 3 seconds so that the driver can reliably recognize the release of the ACC.

Japanese Patent Laid-Open No. 7-17295

  However, since the speed of recognizing the release of the ACC varies depending on the driver and the situation, the warning sound may be uncomfortable depending on the driver. For example, the driving comfort is impaired when the warning sound continues to sound despite the driver recognizing the release of the ACC and starting the deceleration operation at an early stage. Therefore, a technique that can achieve both safety and comfort in vehicle travel is desired.

  An object of the present disclosure is to provide a driving support device and a driving support method that can achieve both safety and comfort in vehicle travel.

  The driving support device according to the present disclosure is a driving support device that supports driving of a vehicle, and includes a vehicle speed of the vehicle, a relative speed of a preceding vehicle with respect to the vehicle, and an inter-vehicle distance between the vehicle and the preceding vehicle. An information acquisition unit that acquires a travel parameter including at least one, a travel control unit that performs an automatic travel control that controls a drive system and a braking system of the vehicle so that the travel parameter approaches a predetermined target value, and a predetermined A control canceling unit that cancels the automatic traveling control at a timing, an alarm output unit that starts an alarm output that continues for a predetermined time when the automatic traveling control is cancelled, and a predetermined operation performed by a driver of the vehicle. An operation determination unit that determines whether or not the alarm is output, and an alarm release unit that interrupts the alarm output when the predetermined operation is performed while the alarm output is continued.

  The driving support method of the present disclosure is a driving support method for supporting driving of a vehicle, and includes a vehicle speed of the vehicle, a relative speed of a preceding vehicle with respect to the vehicle, and an inter-vehicle distance between the vehicle and the preceding vehicle. Starting acquisition of a travel parameter including at least one, starting automatic travel control for controlling a drive system and a brake system of the vehicle so that the travel parameter approaches a predetermined target value, A step of releasing the automatic travel control at a timing, a step of starting an alarm output that continues for a predetermined time when the automatic travel control is canceled, and whether or not a predetermined operation is performed by a driver of the vehicle. And a step of interrupting the alarm output when the predetermined operation is performed while the alarm output is continued.

  According to the present disclosure, both safety and comfort in vehicle travel can be achieved.

The block diagram which shows an example of a structure of the vehicle in one embodiment of this indication The figure which shows an example of a structure of the driving assistance device which concerns on this Embodiment. A flowchart showing an example of a travel control process in the present embodiment A flowchart showing an example of a control release process in the present embodiment The flowchart which shows an example of the alarm cancellation | release process in this Embodiment

  Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.

<Vehicle configuration>
First, a configuration of a vehicle including a driving support device according to an embodiment of the present disclosure will be described.

  FIG. 1 is a block diagram illustrating an example of a configuration of a vehicle including a driving support apparatus according to the present embodiment. Here, the illustration and description will be made with a focus on the parts related to the driving support device.

  A vehicle 1 shown in FIG. 1 is, for example, a large vehicle such as a truck equipped with an inline 6-cylinder diesel engine. As shown in FIG. 1, the vehicle 1 includes a drive system 10 that travels the vehicle 1, a braking system 20 that decelerates the vehicle 1, and a driving support device 30 that assists the driver in driving the vehicle 1.

  The drive system 10 includes an engine 11, a clutch 12, a transmission (transmission) 13, a propulsion shaft (propeller shaft) 14, a differential gear (differential gear) 15, a drive shaft (drive shaft) 16, wheels 17, an engine ECU 18, And a power transmission ECU 19.

  The engine ECU 18 and the power transmission ECU 19 are connected to the driving support device 30 by an in-vehicle network such as a CAN (Controller Area Network), and can transmit / receive necessary data and control signals to / from each other. The engine ECU 18 controls the output of the engine 11 in accordance with a drive command from the driving support device 30. The power transmission ECU 19 controls the connection and disconnection of the clutch 12 and the shift of the transmission 13 in accordance with a drive command from the driving support device 30.

  The power of the engine 11 is transmitted to the transmission 13 via the clutch 12. The power transmitted to the transmission 13 is further transmitted to the wheel 17 via the propulsion shaft 14, the differential device 15, and the drive shaft 16. Thereby, the motive power of the engine 11 is transmitted to the wheels 17 and the vehicle 1 travels.

  The braking system 20 includes a service brake 21, auxiliary brakes 22 and 23, a parking brake (not shown), and a brake ECU 24.

  The service brake 21 is a brake generally called a main brake, a friction brake, a foot brake, or a foundation brake. The service brake 21 is, for example, a drum brake that obtains a braking force by pressing a brake lining against the inside of a drum that rotates together with the wheels 17.

  The auxiliary brake 22 is a retarder that obtains a braking force by directly applying a load to the rotation of the propulsion shaft 14 (hereinafter referred to as “retarder 22”), and is, for example, an electromagnetic retarder. The auxiliary brake 23 is an exhaust brake that uses the rotational resistance of the engine to enhance the effect of the engine brake (hereinafter referred to as “exhaust brake 23”). By providing the retarder 22 and the exhaust brake 23, the braking force can be increased and the frequency of use of the service brake 21 can be reduced, so that wear such as brake lining can be suppressed.

  The brake ECU 24 is connected to the driving support device 30 through an in-vehicle network such as CAN, and can transmit and receive necessary data and control signals to and from each other. The brake ECU 24 controls the braking force of the service brake 21 (the brake fluid pressure of the wheel cylinder of the wheel 17) according to the braking command from the driving support device 30.

  The braking operation of the service brake 21 is controlled by the driving support device 30 and the brake ECU 24. The braking operation of the retarder 22 and the exhaust brake 23 is controlled on / off by the driving support device 30. Since the braking force of the retarder 22 and the exhaust brake 23 is substantially fixed, the service brake 21 capable of finely adjusting the braking force is suitable for accurately generating the desired braking force.

  The driving support device 30 acquires various information from the inter-vehicle distance detection unit 41, the ACC operation unit 42, the accelerator operation detection unit 43, the brake operation detection unit 44, and the vehicle speed sensor 45, and based on the acquired information, the drive system 10 and the operation of the braking system 20 are controlled.

  In addition, the driving support device 30 outputs various information related to traveling from the information output unit 50.

  In addition, the driving support device 30 realizes ACC (adaptive cruise control). That is, the driving support device 30 performs constant speed traveling control and follow-up traveling control (hereinafter collectively referred to as “automatic traveling control”) in the vehicle 1.

  The constant speed traveling control means that the traveling speed of the vehicle 1 (hereinafter referred to as “vehicle speed”) approaches a predetermined target value (value or a range of values) when there is no preceding vehicle in a predetermined range. This is control for operating the driving system 10 and the braking system 20.

  In the follow-up running control, when a preceding vehicle is present in a predetermined range, the driving system 10 and the braking system 20 are set so that the inter-vehicle distance is within a predetermined target range and the relative speed is close to zero. It is the control which operates. Details of the driving support device 30 will be described later.

  The inter-vehicle distance detection unit 41 measures (detects) the inter-vehicle distance (hereinafter simply referred to as “inter-vehicle distance”) between the vehicle 1 and the preceding vehicle, and outputs the measurement result to the driving support device 30. For example, a laser radar, a millimeter wave radar, an imaging device, or the like can be applied to the inter-vehicle distance detection unit 41 alone or in combination. The above-described driving support device 30 controls the operation of the drive system 10 and the braking system 20 during constant speed traveling and following traveling based on the detection result of the inter-vehicle distance detection unit 41.

  The ACC operation unit 42 includes a main switch for enabling execution of ACC and an ACC setting switch for setting / releasing ACC. The ACC operation unit 42 includes a speed setting button for setting a target value of the vehicle speed and an inter-vehicle distance setting button for setting the inter-vehicle distance. These switches and buttons may be a user interface displayed on a display with a touch panel. The ACC operation unit 42 outputs an operation signal indicating the content of the operation performed in the ACC operation unit 42 to the driving support device 30. The above-described driving support device 30 sets information related to automatic travel control based on an operation signal from the ACC operation unit 42 (operation of the driver performed through the ACC operation unit 42).

  The accelerator operation detection unit 43 detects whether or not the accelerator pedal for accelerating the vehicle has been depressed, and the amount of depression of the accelerator pedal, and outputs the detection result to the driving support device 30. The driving support device 30 sends a drive command to the engine ECU 18 and the power transmission ECU 19 based on the depression amount of the accelerator pedal.

  The brake operation detection unit 44 detects whether or not the brake pedal for operating the service brake 21 has been depressed, and the amount of depression of the brake pedal. The brake operation detection unit 44 detects whether or not an auxiliary brake lever that operates the retarder 22 or the exhaust brake 23 is operated. Then, the brake operation detection unit 44 outputs detection results regarding the brake pedal and the auxiliary brake lever to the driving support device 30. The above-described driving support device 30 sends a braking command to the brake ECU 24 based on the depression amount of the brake pedal. The driving assistance device 30 controls the on / off operation of the retarder 22 or the exhaust brake 23 based on the operation of the auxiliary brake lever.

  The vehicle speed sensor 45 is attached to the propulsion shaft 14, for example, detects the vehicle speed, and outputs the detection result to the driving support device 30.

  The information output unit 50 includes, for example, a speaker and a display unit (display) such as a so-called instrument panel or a display (not shown) of a navigation system. The driving support device 30 uses the information output unit 50 to display various instruments such as a speedometer, a tachometer, a fuel meter, a water temperature meter, a distance meter, and information related to automatic travel control, output an alarm sound, and the like. Do.

  The engine ECU 18, the power transmission ECU 19, the brake ECU 24, and the driving support device 30 are not shown, but are, for example, a storage medium such as a CPU (Central Processing Unit) and a ROM (Read Only Memory) storing a control program. , A working memory such as a RAM (Random Access Memory), and a communication circuit. In this case, for example, the function of each part described later constituting the driving support device 30 is realized by the CPU executing the control program. Note that all or part of the engine ECU 18, the power transmission ECU 19, the brake ECU 24, and the driving support device 30 may be configured integrally.

  The vehicle 1 having such a configuration can perform not only normal traveling based on the operation of the driver but also traveling by automatic traveling control based on the vehicle speed, the inter-vehicle distance, and the like by the driving support device 30.

<Configuration of driving support device>
Next, the configuration of the driving support device 30 will be described.

  FIG. 2 is a diagram illustrating an example of the configuration of the driving support device 30.

  As illustrated in FIG. 2, the driving support device 30 includes an information acquisition unit 31, a travel control unit 32, a control release unit 33, an alarm output unit 34, an operation determination unit 35, and an alarm release unit 36.

  The information acquisition unit 31 acquires a target value of the vehicle speed, relative speed, or inter-vehicle distance based on, for example, input information from the ACC operation unit 42, and outputs the acquired target value to the travel control unit 32.

  In addition, the information acquisition unit 31 is based on input information from the vehicle speed sensor 45 and the inter-vehicle distance detection unit 41, the relative speed of the preceding vehicle with respect to the vehicle 1 (hereinafter simply referred to as “relative speed”), and the inter-vehicle distance. And get. For example, the information acquisition unit 31 records the input information and calculates the relative speed from the time change of the inter-vehicle distance. Then, the information acquisition unit 31 outputs the acquired vehicle speed, relative speed, and inter-vehicle distance to the travel control unit 32 and the control release unit 33.

  For example, the information acquisition unit 31 appropriately sets the target value of the vehicle speed and the target value of the inter-vehicle distance based on the current vehicle speed and the inter-vehicle distance and the inter-vehicle range preset by the user (inter-vehicle distance level). It may be set. For example, when the engine 11 is started, the information acquisition unit 31 receives an operation for selecting one of a plurality of preset inter-vehicle ranges from the driver via the inter-vehicle distance setting button of the ACC operation unit 42. . And the information acquisition part 31 sets the target value of inter-vehicle distance with a larger value, so that the longer inter-vehicle range is selected or the present vehicle speed is large. The information acquisition unit 31 may cause the information output unit 50 to display information indicating the set inter-vehicle range.

  The information acquisition unit 31 also includes an ACC start / release operation signal output from the ACC operation unit 42, an accelerator operation signal output from the accelerator operation detection unit 43, and a brake output from the brake operation detection unit 44. Get the operation signal. Then, the information acquisition unit 31 outputs the acquired operation signals to the travel control unit 32 and the control release unit 33.

  When the operation signal for starting the ACC is input, the travel control unit 32 is configured so that at least one of the vehicle speed, the relative speed, and the inter-vehicle distance approaches each target value and the driving system 10 and the braking system of the vehicle 1. 20 control is started. That is, the traveling control unit 32 starts the above-described automatic traveling control.

  For example, the traveling control unit 32 performs proportional control (P control) on the difference between the vehicle speed and the target value and the difference between the relative speed and the target value, and the inter-vehicle distance and the target value (inter-vehicle range). Integral control (I control) is performed on the difference. Thereby, the traveling control unit 32 calculates the acceleration / deceleration that brings each of these differences close to 0 as a target value of acceleration / deceleration (hereinafter referred to as “target acceleration / deceleration”), and a value corresponding to the calculated target acceleration / deceleration Is output as a control value for the drive system 10 and the braking system 20.

  The traveling control unit 32 includes the drive system 10 and the braking system 20 based on the operation of an operation interface (all not shown) such as an accelerator, a brake, a shift lever, and a handle when the ACC is not working. Each part of the vehicle 1 is controlled. Since such control is the same as control in normal running in a conventional vehicle, description thereof is omitted here.

  The control cancellation unit 33 cancels the automatic travel control of the travel control unit 32 at a predetermined timing, and notifies the alarm output unit 34 to that effect. For example, when the vehicle speed decreases to a predetermined threshold (35 km / h lower limit speed) such as 35 km / h, the control canceling unit 33 cancels only the automatic control of the main brake among the ACC functions when the vehicle speed decreases to a predetermined threshold (ACC lower limit speed) Let When the vehicle speed further decreases to a predetermined threshold (ACC release speed) such as 15 km / h, the control release unit 33 releases the ACC function including automatic control of the main brake to the travel control unit 32. And switch to normal driving by the driver's operation.

  When the automatic travel control is canceled in the travel control unit 32, the alarm output unit 34 uses the information output unit 50 to start an alarm output that continues for a predetermined time (for example, 3 seconds). To notify. The alarm output is, for example, an alarm sound output from a speaker of the information output unit 50.

  The operation determination unit 35 determines whether or not a predetermined operation has been performed by the driver of the vehicle 1, and notifies the alarm canceling unit 36 when the predetermined operation has been performed. In the present embodiment, the predetermined operation is an operation of depressing the accelerator pedal by a predetermined depression amount or more and an operation of depressing the brake pedal by a predetermined depression amount or more. In this case, the operation determination unit 35 determines whether or not a predetermined operation has been performed based on input information from the accelerator operation detection unit 43 and the brake operation detection unit 44 acquired by the information acquisition unit 31.

  The alarm release unit 36 interrupts the alarm output when the above-described predetermined operation is performed while the alarm output started by the alarm output unit 34 continues.

  Such a driving support device 30 interrupts the output of the warning sound when the driver operates the brake pedal while the warning sound indicating the cancellation of the automatic travel control is continuously output for a predetermined time. Can do. The brake pedal operation by the driver indicates that the driver has recognized the cancellation of the automatic travel control. Therefore, the driving assistance device 30 can avoid a situation in which the alarm sound continues to sound despite the driver recognizing the cancellation of the automatic travel control.

<Operation of driving support device>
Next, the operation of the driving support device 30 will be described.

  Here, the operation of the driving support device 30 includes processing related to automatic travel control (hereinafter referred to as “travel control processing”), processing related to cancellation of automatic travel control (hereinafter referred to as “control release processing”), and processing related to cancellation of an alarm. (Hereinafter referred to as “alarm release processing”).

  For example, when an ACC start operation is performed in the ACC operation unit 42, the driving support device 30 starts a travel control process, a control release process, and an alarm release process described below. However, the information acquisition unit 31 may invalidate the ACC start operation when the vehicle speed is less than a predetermined value (for example, 35 km / h) or when the vehicle speed exceeds another predetermined value (for example, 110 km / h). . For example, when the ACC is completely canceled, the driving support device 30 starts a travel control process, a control cancellation process, and an alarm cancellation process described below.

  The driving support device 30 performs normal traveling control according to the driver's operation when the ACC is not working, but illustration and description thereof are omitted here.

  FIG. 3 is a flowchart illustrating an example of the travel control process.

  In step S1100, the information acquisition unit 31 acquires the vehicle speed v, the relative speed vr, and the inter-vehicle distance d, and records them in the memory or the like of the driving support device 30.

  In step S1200, the traveling control unit 32 determines the target acceleration / deceleration A based on the vehicle speed v, the relative speed vr, and the inter-vehicle distance d. The target acceleration / deceleration A is an amount of change per unit time of speed, and takes a positive value in the case of acceleration and takes a negative value in the case of deceleration.

  In step S1300, the traveling control unit 32 determines whether or not the target acceleration / deceleration A is greater than a predetermined threshold value α (where α> 0). If the target acceleration / deceleration A is greater than the threshold value α (S1300: YES), the traveling control unit 32 advances the process to step S1400. In addition, when the target acceleration / deceleration A is equal to or less than the threshold value α (S1300: NO), the traveling control unit 32 advances the process to step S1500 described later.

  In step S1400, the traveling control unit 32 increases the fuel injection amount of the engine 11 and accelerates the vehicle 1 so that the acceleration / deceleration of the vehicle 1 approaches the target acceleration / deceleration A.

  In step S1500, the traveling control unit 32 determines whether or not the target acceleration / deceleration A is smaller than a predetermined threshold β (where β <0). If the target acceleration / deceleration A is smaller than the threshold β (S1500: YES), the traveling control unit 32 advances the process to step S1600. In addition, when the target acceleration / deceleration A is equal to or greater than the threshold value β (S1500: NO), the traveling control unit 32 advances the process to step S1700 described later. When the target acceleration / deceleration A is equal to or greater than the threshold value β, the traveling control unit 32 may return the process to step S1100.

  In step S1600, the traveling control unit 32 reduces the fuel injection amount of the engine 11 and decelerates the vehicle 1 so that the acceleration / deceleration of the vehicle 1 approaches the target acceleration / deceleration A.

  In step S1700, the traveling control unit 32 determines whether the target acceleration / deceleration A is smaller than a predetermined threshold γ (where γ <β). If the target acceleration / deceleration A is smaller than the threshold γ (S1700: YES), the traveling control unit 32 advances the process to step S1800. In addition, when the target acceleration / deceleration A is equal to or greater than the threshold γ (S1700: NO), the traveling control unit 32 advances the process to step S1900 described later. Note that if the target acceleration / deceleration A is equal to or greater than the threshold γ, the traveling control unit 32 may return the process to step S1100.

  In step S1800, the traveling control unit 32 operates the retarder 22 and the exhaust brake 23, which are auxiliary brakes, so that the acceleration / deceleration of the vehicle 1 approaches the target acceleration / deceleration A, and decelerates the vehicle 1.

  In step S1900, the traveling control unit 32 determines whether the target acceleration / deceleration A is smaller than a predetermined threshold δ (where δ <γ). If the target acceleration / deceleration A is smaller than the threshold value δ (S1900: YES), traveling control unit 32 advances the process to step S2000. Moreover, the traveling control part 32 returns a process to step S1100, when the target acceleration / deceleration A is more than threshold value (delta) (S1900: NO).

  In step S2000, the traveling control unit 32 operates the service brake 21, which is the main brake, so that the acceleration / deceleration of the vehicle 1 approaches the target acceleration / deceleration A, and decelerates the vehicle 1.

  By such a travel control process, the driving support device 30 realizes ACC. However, part or all of the ACC is appropriately canceled by the control canceling unit 33 as described above.

  FIG. 4 is a flowchart illustrating an example of the flow of control release processing.

  In step S <b> 3100, the control release unit 33 determines whether or not an ACC release operation has been performed in the ACC operation unit 42. Control release part 33 advances processing to Step S3200, when ACC cancellation operation is performed (S3100: YES). Control release part 33 advances processing to Step S3300, when ACC cancellation operation is not performed (S3100: NO).

  In step S3200, the control release unit 33 releases ACC. In other words, the traveling control unit 32 returns to normal control on the premise that the driver voluntarily performs a brake operation or the like. In addition, the traveling control unit 32 may perform control such as operation of an emergency brake separately from the control of the braking system 20 by the ACC even in a state where the ACC is released.

  In step S3300, the control release unit 33 determines whether or not the vehicle speed v has decreased below a first value such as 35 km / h. Note that the first value is not limited to 35 km / h. If the vehicle speed v has not decreased below the first value (S3300: NO), the control release unit 33 returns the process to step S3100. Control release part 33 advances processing to Step S3400, when vehicle speed v falls below the 1st value (S3300: YES).

  In step S3400, the alarm output unit 34 starts alarm output. The alarm output may be a continuous sound output such as “Pi ...” or an intermittent continuous sound output such as “PipiPi ...”.

  In step S3500, the control release unit 33 releases the ACC other than the main brake. For example, the control release unit 33 causes the travel control unit 32 to skip the processes in steps S1300 to S1800 in FIG.

  In step S3600, the control release unit 33 determines whether or not the vehicle speed v has decreased below a second value such as 15 km / h. Note that the second value is not limited to 15 km / h. If the vehicle speed v has not decreased below the second value (S3600: NO), the control canceling unit 33 advances the process to step S3700. Control release part 33 advances processing to Step S3800, when vehicle speed v falls below the 2nd value (S3600: YES).

  In step S3700, the operation determination unit 35 determines whether an ACC release operation, an accelerator operation, or a brake operation (driving operation by the driver) has been performed. Operation determination part 35 returns processing to Step S3600, when neither ACC cancellation operation and driving operation are performed (S3700: NO). Moreover, the operation determination part 35 advances a process to below-mentioned step S3900, when ACC cancellation | release operation or driving | operation operation is performed (S3700: YES).

  In step S3800, the alarm output unit 34 starts alarm output. The alarm output in step S3400 may be the same as or different from the alarm output in step S3800.

  In step S3900, the control release unit 33 further releases the main brake in the ACC. For example, the control release unit 33 causes the travel control unit 32 to end the travel control process of FIG.

  With such a control release process, the driving support device 30 releases part or all of the ACC according to the vehicle speed or operation, and starts alarm output when releasing the ACC based on the vehicle speed. Note that the driving support device 30 may output a warning even when canceling the ACC release according to the operation (steps S3200 and S3700: YES).

  FIG. 5 is a flowchart illustrating an example of the alarm release processing.

  In step S4100, the alarm release unit 36 determines whether alarm output has been started. The alarm release unit 36 repeats the determination process in step S4100 while alarm output is not started (S4100: NO). When alarm output is started (S4100: YES), the alarm canceling unit 36 starts timing using a timer (not shown) or the like, and advances the process to step S4200.

  In step S4200, the operation determination unit 35 determines whether an accelerator operation or a brake operation has been performed. If neither the accelerator operation nor the brake operation is performed (S4200: NO), operation determination unit 35 advances the process to step S4300.

  In step S4300, the alarm output unit 34 determines whether or not a predetermined time such as 3 seconds has elapsed since the alarm output was started. If the predetermined time has not elapsed (S4300: NO), the alarm output unit 34 returns the process to step S4200.

  If the accelerator operation or the brake operation is performed before the predetermined time has elapsed (S4200: YES), operation determination unit 35 advances the process to step S4400.

  In step S4400, the alarm release unit 36 interrupts the started alarm output to the alarm output unit 34, and returns the process to step S4100.

  On the other hand, when the predetermined time has elapsed without performing either the accelerator operation or the brake operation (S4300: YES), alarm output unit 34 advances the process to step S4500.

  In step S4500, alarm output unit 34 ends the alarm output and returns the process to step S4100.

  By such an alarm release process, the driving support device 30 interrupts the alarm output when a predetermined operation is performed while the alarm output is continued when the automatic travel control is released and the alarm output is started. Can be made.

<Effects of the present embodiment>
As described above, the driving support device 30 according to the present embodiment includes the information acquisition unit 31 that acquires a travel parameter including at least one of the vehicle speed, the relative speed, and the inter-vehicle distance. In addition, the driving support device 30 automatically controls the driving system 10 and the braking system 20 of the vehicle 1 so that the driving parameter approaches a predetermined target value, and performs automatic driving control at a predetermined timing. And a control canceling unit 33 that cancels the traveling control. Then, the driving support device 30 determines whether or not a predetermined operation has been performed by the alarm output unit 34 that starts an alarm output that continues for a predetermined time and the driver of the vehicle 1 when the automatic travel control is canceled. An operation determination unit 35 and an alarm release unit 36 that interrupts the alarm output when a predetermined operation is performed while the alarm output is continued are included.

  As a result, the driving support device 30 according to the present embodiment outputs an alarm sound for causing the driver to recognize the cancellation of the automatic travel control, while the driver recognizes the cancellation of the automatic travel control. It is possible to avoid a situation in which an alarm sound continues to sound. Therefore, the driving support device 30 according to the present embodiment can achieve both safety and comfort in vehicle travel.

<Modification of the present embodiment>
The operation that the alarm canceling unit 36 uses as a trigger for interrupting the alarm output is not limited to the above example, but indicates that the driver has recognized the cancellation of the automatic travel control, such as a steering wheel operation or a winker operation. Other various operations may be performed.

  Further, the alarm output performed when the alarm output unit 34 cancels the automatic travel control is not limited to the above-described example, and output of message voice, text display, image display, lamp lighting, driver's seat And various other alarm outputs such as vibration output from the steering wheel.

  Further, the content of the automatic travel control performed by the travel control unit 32 is not limited to the above-described example. For example, the vehicle is within a predetermined acceleration / deceleration range so that only the inter-vehicle distance approaches a predetermined target value. 1 acceleration / deceleration may be controlled.

  Further, the timing at which the travel control unit 32 triggers the cancellation of the automatic travel control is not limited to the above example, and the relative speed, the inter-vehicle distance, or the elapsed time since the start of the automatic travel control is predetermined. The timing at which the above condition is satisfied may be used.

  Further, the alarm output unit 34 may perform not only an alarm output indicating cancellation of the automatic travel control but also various other alarm outputs.

  For example, when the inter-vehicle distance decreases to the first threshold, the alarm output unit 34 may output an inter-vehicle distance alarm indicating that the inter-vehicle distance has decreased using the information output unit 50 or the like. However, when the relative speed is very small, the inter-vehicle distance warning can be troublesome for the driver. Therefore, when the relative speed is equal to or less than the second threshold, the alarm output unit 34 may not perform the inter-vehicle distance alarm even if the inter-vehicle distance is small. That is, the alarm output unit 34 may output an inter-vehicle distance alarm on condition that the relative speed is equal to or less than the second threshold when the inter-vehicle distance decreases to the first threshold.

  A part of the configuration of the driving support device 30 described above may be physically separated from other parts of the configuration of the driving support device 30. In this case, those configurations need to include communication units for communicating with each other.

<Summary of this disclosure>
The driving support device according to the present disclosure is a driving support device that supports driving of a vehicle, and includes a vehicle speed of the vehicle, a relative speed of a preceding vehicle with respect to the vehicle, and an inter-vehicle distance between the vehicle and the preceding vehicle. An information acquisition unit that acquires a travel parameter including at least one, a travel control unit that performs an automatic travel control that controls a drive system and a braking system of the vehicle so that the travel parameter approaches a predetermined target value, and a predetermined A control canceling unit that cancels the automatic traveling control at a timing, an alarm output unit that starts an alarm output that continues for a predetermined time when the automatic traveling control is cancelled, and a predetermined operation performed by a driver of the vehicle. An operation determination unit that determines whether or not the alarm is output, and an alarm release unit that interrupts the alarm output when the predetermined operation is performed while the alarm output is continued.

  In the driving support device, the predetermined operation may include an operation on a brake pedal of the vehicle.

  In the driving support device, the warning output may include a sound output from a speaker mounted on the vehicle.

  In the driving support apparatus, the predetermined timing is a timing at which at least one of the travel parameter and an elapsed time since the start of the automatic travel control satisfies a predetermined condition. May be.

  In the driving support apparatus, the alarm output unit outputs an inter-vehicle distance alarm on the condition that the relative speed is equal to or less than the second threshold when the inter-vehicle distance decreases to the first threshold. Also good.

  The driving support method of the present disclosure is a driving support method for supporting driving of a vehicle, and includes a vehicle speed of the vehicle, a relative speed of a preceding vehicle with respect to the vehicle, and an inter-vehicle distance between the vehicle and the preceding vehicle. Starting acquisition of a travel parameter including at least one, starting automatic travel control for controlling a drive system and a brake system of the vehicle so that the travel parameter approaches a predetermined target value, A step of releasing the automatic travel control at a timing, a step of starting an alarm output that continues for a predetermined time when the automatic travel control is canceled, and whether or not a predetermined operation is performed by a driver of the vehicle. And a step of interrupting the alarm output when the predetermined operation is performed while the alarm output is continued.

  The driving support device and the driving support method of the present disclosure are useful as a driving support device and a driving support method that can achieve both safety and comfort in vehicle travel.

DESCRIPTION OF SYMBOLS 1 Vehicle 10 Drive system 11 Engine 12 Clutch 13 Transmission 14 Propulsion shaft 15 Differential device 16 Drive shaft 17 Wheel 18 ECU for engine
19 Power transmission ECU
20 Brake system 21 Service brake 22 Retarder 23 Exhaust brake 24 Brake ECU
DESCRIPTION OF SYMBOLS 30 Driving assistance apparatus 31 Information acquisition part 32 Travel control part 33 Control cancellation part 34 Alarm output part 35 Operation determination part 36 Alarm cancellation part 41 Inter-vehicle distance detection part 42 ACC operation part 43 Acceleration operation detection part 44 Brake operation detection part 45 Vehicle speed Sensor 50 Information output unit

Claims (6)

A driving support device for supporting driving of a vehicle,
An information acquisition unit that acquires a travel parameter including at least one of a vehicle speed of the vehicle, a relative speed of a preceding vehicle with respect to the vehicle, and an inter-vehicle distance between the vehicle and the preceding vehicle;
A travel control unit for performing automatic travel control, which controls the drive system and the braking system of the vehicle so that the travel parameter approaches a predetermined target value;
A control release unit for releasing the automatic traveling control at a predetermined timing;
When the automatic travel control is canceled, an alarm output unit that starts an alarm output that continues for a predetermined time; and
An operation determination unit that determines whether or not a predetermined operation has been performed by a driver of the vehicle;
An alarm canceling unit that interrupts the alarm output when the predetermined operation is performed while the alarm output is continued.
Driving assistance device. The predetermined operation includes an operation on a brake pedal of the vehicle,
The driving support device according to claim 1. The alarm output includes an output of sound from a speaker mounted on the vehicle.
The driving support device according to claim 1. The predetermined timing is a timing at which at least one of the traveling parameter and an elapsed time since the automatic traveling control is started satisfies a predetermined condition.
The driving support device according to claim 1. The alarm output unit
When the inter-vehicle distance decreases to the first threshold, the inter-vehicle distance alarm is output on condition that the relative speed is equal to or less than the second threshold.
The driving support device according to claim 1. A driving support method for supporting driving of a vehicle,
Starting acquisition of travel parameters including at least one of a vehicle speed of the vehicle, a relative speed of a preceding vehicle with respect to the vehicle, and an inter-vehicle distance between the vehicle and the preceding vehicle;
Starting automatic travel control, controlling the drive system and braking system of the vehicle so that the travel parameters approach a predetermined target value;
Releasing the automatic traveling control at a predetermined timing;
When the automatic travel control is canceled, starting a warning output that continues for a predetermined time; and
Determining whether a predetermined operation has been performed by a driver of the vehicle;
Suspending the alarm output when the predetermined operation is performed while the alarm output is continuing,
Driving support method.

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