JP2006213197A - Traveling support device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a traveling support device for vehicle, capable of suppressing discomfort to a driver involved by sudden braking or sudden steering for avoiding, in an intersection or the like with frequent running-out of a vehicle, a person or the like, collision with an object which suddenly runs out thereto. <P>SOLUTION: When a collision prediction means predicts a probable collision of an own vehicle with the object, a first traveling support control is performed. This device comprises a map information means storing a map and grasping the own vehicle position on the map, and a dangerous point storage means storing a point at which the probable collision of the own vehicle with the object is predicted by the collision prediction means on the map of the map information means as a dangerous point. When passing through a dangerous point stored by the dangerous point storage means, a traveling support means performs second traveling support control. <P>COPYRIGHT: (C)2006,JPO&NCIPI

Description

  The present invention relates to a vehicular travel support apparatus that detects an object in the traveling direction of a host vehicle and performs a travel support control when it is predicted that there is a possibility of collision between the object and the host vehicle.

  The obstacle detection device for a vehicle described in Patent Document 1 includes a vehicle estimated progress locus calculating device 24 that calculates an estimated advance locus that the vehicle is supposed to travel based on the vehicle speed V, the snaked angle θ, and the like. An image processing device 32 that extracts a white line and a yellow line drawn on a three-dimensional object and a road surface by processing an image captured by the camera 34, and recognizes a traveling path on which the three-dimensional object and the vehicle travel; Alternatively, a radar device 36 that detects a three-dimensional object in the vicinity of the estimated travel locus is included.

  The ECU 22 uses the vehicle estimated progress locus calculating device 24 and the image processing device 32 to grasp the estimated progress locus and the travel path partitioned by a white line, etc., and also uses the image processing device 32 and the radar device 36 to select a three-dimensional object. To grasp. The vehicle obstacle is detected by fusing the three-dimensional object based on the information from the image processing device 32 and the three-dimensional object based on the information from the radar device 36.

The ECU 22 determines whether the detected obstacle is located on the estimated traveling locus and whether the obstacle is located on the traveling road, and thereby the obstacle located on the estimated traveling locus and the obstacle located on the traveling road. Are extracted respectively. Based on the distance between the obstacle and the vehicle, it is determined whether or not the obstacle is a dangerous obstacle that may affect the traveling of the vehicle. Then, when there is a dangerous obstacle on the estimated traveling locus and a dangerous obstacle is present on the traveling road, the ECU 22 has a dangerous obstacle on the traveling road, It is assumed that the degree of danger is heavier than when no obstacle is present, and commands are given to the information / alarm display device 40 and the brake control ECU 52 in accordance with the degree of danger.
JP 2004-110394 A (pages 11 to 13, FIGS. 2 and 3)

  In places with blind spots such as intersections with poor visibility, cars and people jump out, and collision accidents often occur in the same places. The vehicle obstacle detection device can detect a vehicle or a person detected by the camera 34 and the radar device 36 disposed on the front grill or the like in the front of the vehicle body even when a car or a person jumps out in a place where accidents frequently occur. In the case of dangerous obstacles that may collide with the vehicle, etc., the collision is determined based on whether the hazard is on the estimated travel path or whether it is on the road or not. Driving support control is performed so as to avoid this. Therefore, since a vehicle and a person who jumps out suddenly are detected and various determinations are made and travel support control is performed, sudden braking or sudden steering is necessary to avoid a collision, which may cause discomfort to the driving vehicle. .

   The present invention is for a vehicle capable of suppressing discomfort to the driver due to sudden braking or sudden steering for avoiding a collision with an object that suddenly jumps out at an intersection where a car or a person jumps out frequently. An object is to provide a driving support device.

  In order to solve the above-described problem, the structural feature of the invention described in claim 1 is that object detection means for detecting an object in the traveling direction of the own vehicle, an object detected by the object detection means, and the own vehicle A collision prediction means for predicting whether or not there is a possibility that the vehicle will collide, and traveling when the collision prediction means predicts that the vehicle and the object may collide with each other. There is a possibility that the vehicle and the object may collide with the map information unit that stores the map and grasps the position of the host vehicle on the map and the collision prediction unit in the vehicle travel support device including the support control unit. A dangerous point storage unit that stores a predicted point as a dangerous point, and the driving support unit performs the second driving support control when passing through the dangerous point stored by the dangerous point storage unit. .

  According to a second aspect of the present invention, there is a structural feature of the invention according to the first aspect, in which, when the collision predicting unit predicts that the possibility that the own vehicle and the object collide is equal to or greater than a predetermined reference, the possibility of collision. The dangerous point storage means stores the predicted point as a dangerous point.

  The structural feature of the invention according to claim 3 is that there is a possibility that the object detection means for detecting an object in the traveling direction of the own vehicle and the object detected by the object detection means and the own vehicle collide with each other. A vehicle comprising: a collision prediction unit that predicts whether or not; and a traveling support control unit that performs first traveling support control when the collision prediction unit predicts that the vehicle and the object may collide with each other In the driving support apparatus for a vehicle, a map information means for storing a map and grasping a position of the own vehicle on the map, and a lateral relative distance with respect to a lateral relative speed between the object detected by the object detecting means and the own vehicle is predetermined. A caution object discriminating means for discriminating the object as a caution object when the value is equal to or less than a value; and a danger point storage means for storing a point where the object identified as the caution object by the caution object discrimination means exists as a danger point The danger point The travel support means performs the second travel support control when passing through the danger point stored in the storage means.

  According to a fourth aspect of the present invention, in any one of the first to third aspects of the present invention, there is provided a dangerous point transmission means for transmitting the dangerous point stored by the dangerous point storage means to another vehicle. It is.

  A structural feature of the invention according to claim 5 is that, in any one of claims 1 to 4, the travel support control means includes alarm means for giving an alarm to the driver, and the first travel support control. And at least one of 2nd driving assistance control is alarm control.

  The structural feature of the invention according to claim 6 is that in any one of claims 1 to 4, the driving support control means includes braking force control means for controlling the braking force regardless of the operation of the driver. And at least one of the first travel support control and the second travel support control is braking control.

  According to a seventh aspect of the present invention, in any one of the first to fourth aspects, the travel support control unit includes a steering control unit that performs a steering operation without a driver's operation. That is, at least one of the first travel support control and the second travel support control is steering control.

  In the invention according to claim 1 configured as described above, the location where the collision between the vehicle and the object is predicted by the collision predicting means is stored as a danger point. Since driving assistance is performed in advance when passing through such a dangerous point, the frequency of sudden braking and sudden steering unpleasant for the driver can be reduced.

  In the invention according to claim 2 configured as described above, the location where the collision is predicted when the collision prediction unit predicts that the possibility that the vehicle and the object collide is equal to or greater than a predetermined reference, the dangerous point storage unit Is stored as a dangerous point, so that it is possible to prevent the driving support control from being performed unnecessarily in advance.

  In the invention according to claim 3 configured as described above, a point where an object determined to be a caution object by the caution object determination unit is stored as a dangerous point on the map. Since driving assistance is performed in advance when passing through such a dangerous point, the frequency of sudden braking and sudden steering unpleasant for the driver can be reduced.

  In the invention according to claim 4 configured as described above, since the dangerous point stored by the dangerous point storage means can be transmitted to another vehicle, the driving support is also provided in advance when the other vehicle passes the dangerous point. To reduce the frequency of sudden braking and sudden steering.

  In the invention according to claim 5 configured as described above, when the vehicle passes the danger point stored by the danger point storage means, the warning is given to the driver by the warning means. An appropriate driving operation can be performed in advance on an object that jumps out of the vehicle.

  In the invention according to claim 6 configured as described above, when the vehicle passes the danger point stored by the danger point storage means, the braking force control means generates a braking force regardless of the driver's operation. Therefore, for example, a collision between an object jumping out from a blind spot and a vehicle can be avoided in advance without performing rapid braking.

  In the invention according to claim 7 configured as described above, when the own vehicle passes the danger point stored by the danger point storage means, the steering control means performs steering without depending on the driver's operation. For example, it is possible to prevent a collision between an object jumping out of the blind spot and the vehicle in advance without performing a sudden steering operation.

  Hereinafter, a first embodiment of a vehicular travel support apparatus according to the present invention will be described with reference to the drawings. As shown in FIG. 1, a vehicle travel support device 10 is mounted on the vehicle. The electronic control device 12 of the vehicular driving support device 10 includes an image processing device 14 to which a pair of left and right CCD cameras 13l and 13r (hereinafter, the CCD camera is referred to as a camera) is connected, a vehicle speed sensor 15, and a steering angle sensor 16. An estimated progress locus calculating device 19 that calculates an estimated advance locus of the host vehicle 11 based on a signal from the yaw rate sensor 17 is connected. The own vehicle 11 is a vehicle on which the vehicle travel support device 10 is mounted and becomes a main body in the description of the present embodiment. The electronic control device 12 is connected to the navigation system 20 and transmits and receives information to and from the computer 22 of the traffic information center that provides traffic information via the communication device 21. The electronic control device 12 outputs control signals to the alarm device 23, the braking force control device 24, and the steering control device 25.

  The storage device 27 connected to the electronic control device 12 has a warning device 23, a braking force control device 24, when it is predicted that an object in the traveling direction of the own vehicle 11 and the own vehicle 11 may collide. The control command is output to at least one of the steering control devices 25 to perform the first driving support control, and a point predicted to be likely to collide is stored in the storage device 27 as a dangerous point in FIG. 1 driving assistance program is memorized, and when the own vehicle 11 passes a dangerous point at a later date, a control signal is output to at least one of the alarm device 23, the braking force control device 24, and the steering control device 25 to 2 A second driving support program shown in FIG. 3 for performing driving support control is stored.

  As shown in FIG. 4, the pair of cameras 13l and 13r are arranged symmetrically with respect to the vehicle center on the front grille at the front of the vehicle body, and each have a shootable area that spreads at a predetermined angle toward the front of the vehicle. Then, an object such as another vehicle, a two-wheeled vehicle or a person located within the field of view, a road on which the own vehicle 11 travels, a white line or a yellow line drawn on the road surface, etc. are photographed. The image processing device 14 performs image processing on image information captured by the pair of cameras 13l and 13r, extracts white lines and yellow lines drawn on the road or road surface, and recognizes the travel path 29 on which the vehicle 11 travels. At the same time, an object such as another vehicle, a two-wheeled vehicle, or a person located in the traveling path 29 is extracted to detect the object 30 in the traveling direction of the own vehicle 11. That is, the image processing device 14 performs mask processing on the extracted area other than the travel path 29 of the own vehicle 11 and uses the shape of the passenger car, truck, two-wheeled vehicle, person, etc. stored in the memory to generate an image in the travel path 29. To extract objects such as passenger cars, trucks, motorcycles, and people. Then, the image processing device 14 detects the distance d between the object 30 photographed by the pair of cameras 13l and 13r and the own vehicle 11 on the same principle as so-called triangulation. For example, the object 30 is selected from the image information of the left camera 13l, the same object 30 is extracted by matching with the image information of the right camera 13r, and the deviation (parallax δ) of the same object 30 captured by the left and right cameras 13l and 13r is extracted. The relative distance d to the object 30 is calculated. Then, the relative position of the object 30 with respect to the host vehicle 11 is calculated from the calculated relative distance d and image information of the same object 30 captured by the left and right cameras 13l and 13r, and the object 30 is determined from the change of the position of the object 30 in a minute time. The relative movement speed Vf of the vehicle 11 with respect to the vehicle 11 is calculated, and the lateral relative distance dy and the lateral distance between the vehicle 11 and the object 30 in the lateral direction perpendicular to the traveling direction of the vehicle 11 are calculated from the relative position and the relative movement speed Vf. The direction relative speed Vy is calculated. As described above, the object detection means for detecting the object 30 in the traveling direction of the host vehicle 11, the relative distance d between the host vehicle 11 and the object 30, the lateral relative distance dy, and the lateral relative speed Vy is the left and right cameras 13l, 13r and the image processing device 14.

  The electronic control unit 12 executes the first driving support program, reads the object 30 in the traveling direction of the host vehicle 11 and the relative distance d between the host vehicle 11 and the object 30 detected by the image processing unit 14 (step S1). The estimated traveling locus 33 of the own vehicle 11 calculated by the estimated traveling locus calculating device 19 is read (step S2).

  The estimated travel locus calculation device 19 includes a vehicle speed sensor 15, a steering angle sensor 16, and a yaw rate sensor 17, and the vehicle speed sensor 15 is based on the number of pulses generated according to the rotation of the non-driven wheels of the vehicle 11. The steering angle sensor 16 detects the rolling meander angle θ of the meandering wheel 41f provided on the steering shaft, and the yaw rate sensor 17 rotates the angular velocity γ (yaw rate) generated around the vertical axis passing through the center of gravity of the vehicle. ) Is output. The estimated progress trajectory calculation device 19 has an estimated progress trajectory 33 having a width of about the vehicle width that the host vehicle 11 is estimated to travel on the basis of the speed V, the turning angle θ, and the yaw rate γ detected by the sensors 16 to 18. Is calculated by a known calculation formula.

  The electronic control unit 12 executes the first travel support program and determines whether or not the object 30 is located in the estimated travel locus 33 (step S3). In the case of an affirmative determination, the predicted collision distance p set so as to increase as the speed V of the host vehicle 11 increases is read from the control determination map of FIG. 5 (step S4), and the relative between the host vehicle 11 and the object 30 is read. It is determined whether or not the distance d is in a control zone that is smaller than the predicted collision distance p (step S5). If the determination is affirmative, it is predicted that the host vehicle 11 and the object 30 may collide. Steps S <b> 1 to S <b> 5 of the first driving support program constitute a collision prediction unit that predicts whether or not the host vehicle 11 and the object 30 may collide. When the collision prediction means predicts the possibility of a collision between the host vehicle 11 and the object 30, the electronic control device 12 sends a control command to at least one of the alarm device 23, the braking force control device 24, and the steering control device 25. Is transmitted to perform the first driving support control (step S6).

  In the first driving support control, for example, the alarm device 23 performs lighting of an alarm lamp, generation of an alarm sound, display of alarm information, and the like informing the driver that there is a possibility of collision between the host vehicle and an object. Control, control for generating a braking force to avoid a collision between the vehicle and the object without causing a driver's operation to the braking force control device 24, steering collision avoidance steering for avoiding a collision between the vehicle and the object The control etc. which the control apparatus 25 performs irrespective of a driver | operator's operation are included.

  After outputting the first driving support control command, the electronic control unit 12 reads the dangerous distance k from the control determination map of FIG. 5 (step S7), and the relative distance d between the host vehicle 11 and the object 30 is the dangerous distance k. It is determined whether or not the vehicle is in a smaller storage zone (step S8). If the determination is affirmative, it is predicted that there is a possibility that the vehicle 11 and the object 30 collide with each other or more than a predetermined reference. In the control determination map shown in FIG. 5, the danger distance k that becomes longer as the speed V of the host vehicle 11 increases is set shorter than the predicted collision distance p. Steps S7 and S8 of the first driving support program also constitute collision prediction means for predicting whether or not the own vehicle 11 and the object 30 may collide.

  The navigation system 20 includes a navigation control unit 35, a GPS receiving unit 36, a database 37 for recording a digital map in which latitude and longitude are recorded together with road data and background data, a display device 38, and the like. The navigation control unit 35 calculates the position of the host vehicle 11 indicated by latitude and longitude based on signals transmitted from a plurality of artificial satellites received by the GPS receiving unit 36 and indicates the latitude and longitude of the host vehicle 11. The displayed position is displayed on the map displayed on the display device 38. In the navigation system 20, road traffic information is transmitted in real time from the computer 22 of the traffic information center via the communication device 21 and displayed on the display device 38. The navigation system 20 functions as a map information unit that stores a map and grasps the position of the vehicle on the map.

   In the braking force control device 24 shown in FIG. 6, when the brake pedal 39 is depressed, the master cylinder hydraulic pressure corresponding to the brake operating force is changed from the hydraulic chambers 40f and 40r for the front and rear wheels 41f and 41r of the tandem master cylinder 40 to the wheels. It is supplied to the wheel cylinders 43f and 43r of the braking devices 42f and 42r, respectively. A vacuum booster 44 is interposed between the brake pedal 39 and the master cylinder 40 and boosts the brake operation force acting on the brake pedal 39 by causing the intake negative pressure of the engine to act on the diaphragm. 45f and 45r are solenoid hydraulic pressure proportional control valves whose inlet and outlet ports are connected to the hydraulic chambers 40f and 40r of the master cylinder 40 and the wheel cylinders 43f and 43r, respectively. Solenoid hydraulic pressure proportional control valves 45f and 45r control the pressure so that the hydraulic pressure at the outlet port is higher than zero by the assist hydraulic pressure in accordance with the control current applied to the linear solenoid from the master cylinder hydraulic pressure at the inlet port. is there.

   The outlet ports of the solenoid hydraulic pressure proportional control valves 45f and 45r are connected to the wheel cylinders 43f and 43r via ABS valve devices 46f and 46r that increase, hold, and control the pressure in the wheel cylinders 43f and 43r. .

   47f and 47r are hydraulic pumps that are rotationally driven by a motor 48, and the outlets of the solenoid hydraulic pressure proportional control valves 45f and 45r have their discharge ports blocked by check valves 49f and 49r that block the liquid flow to the discharge ports. The intake port is connected to the inlet port of the solenoid hydraulic pressure proportional control valves 45f and 45r via the electromagnetic on-off valves 50f and 50r. The suction ports of the hydraulic pumps 47f and 47r are also connected between the discharge ports of the ABS valve devices 46f and 46r and the reservoirs 51f and 51r via check valves that allow liquid flow to the suction ports. When a braking command is sent from the electronic control unit 12 to the braking ECU 52, the braking ECU 52 switches the electromagnetic on-off valves 50 f and 50 r to the open state and rotationally drives the hydraulic pumps 47 f and 47 r by the motor 48. Discharged liquid discharged from the hydraulic pumps 47f and 47r is circulated through the solenoid hydraulic pressure proportional control valves 45f and 45r and the electromagnetic on-off valves 50f and 50r, and is proportional to the solenoid hydraulic pressure in accordance with a command from the electronic control unit 12. An assist hydraulic pressure corresponding to a control current applied to the linear solenoids of the control valves 45f and 45r is generated and supplied to the wheel cylinders 43f and 43r via the ABS valve devices 46f and 46r, without depending on the operation of the driver. Generate braking force.

  In the steering control device 19 shown in FIG. 7, the rotation of the steering wheel 54 is transmitted to the pinion shaft 57 of the rack and pinion mechanism 56 via the steering shaft 55, and the axial movement of the rack shaft 58 accompanying the rotation of the pinion shaft 57 is the tie rod. The front wheel 41f which is a steered wheel is deflected through the knuckle arm. The steering shaft 55 and the pinion shaft 57 are supported by a gear box 59 so as to be coaxially rotatable, and are connected by a torsion bar. Between the steering shaft 55 and the pinion shaft 57, a steering torque detection mechanism 64 that detects a steering torque based on the relative rotation between the two is provided.

  One end of the housing 60 through which the rack shaft 58 passes is fixed to a gear box 59, and a motor 61 is accommodated on the inner periphery of the large diameter portion. The motor 61 includes a stator that is fixed to the inner periphery of the large-diameter portion of the housing 60 and a cylindrical rotor that is disposed with a gap around the outer periphery of the rack shaft 58. The cylindrical rotor is rotatably supported on the housing 60 by bearings at both ends, and is screwed to the rack shaft 58 via a ball screw mechanism 62.

  When the steering wheel 54 is rotated and the steering torque is detected by the steering torque detection mechanism 64 and input to the steering ECU 63, the steering ECU 63 drives the motor 61 according to the rotation direction and magnitude of the steering torque. The rack shaft 58 is pivoted through the ball screw mechanism 62 by the rotation of the cylindrical rotor of the motor 61, and the steered wheels 41f are deflected. When a steering command is sent from the electronic control unit 12 to the steering ECU 63, the steering ECU 63 drives the motor 61 according to the command from the electronic control unit 12, and performs steering without operating the steering wheel 54 by the driver. . The snake angle sensor 16 that detects the tumbling angle θ of the tumbling wheel 41 f is provided on the steering shaft 55, and the turning angle θ of the steered wheel 41 f is fed back to the steering ECU 63.

  Next, the operation of the vehicle travel support device 10 will be described. The electronic control device 12 repeatedly executes the first driving support program shown in FIG. 2 at predetermined time intervals, and the object 30 in the traveling direction of the own vehicle 11 and the relative distance d between the own vehicle 11 and the object 30 are obtained from the image processing device 14. The position indicated by the latitude and longitude of the own vehicle 11 at that time is read from the navigation system 20 and the speed V of the own vehicle 11 is read from the vehicle speed sensor 15 (step S1). Then, the electronic control unit 12 reads the estimated traveling locus 33 of the host vehicle 11 from the estimated traveling locus computing device 19 (step S2), and determines whether or not the object 30 is located in the estimated traveling locus 33 (step S3). . If the determination is affirmative, the predicted collision distance p corresponding to the speed V of the host vehicle 11 is read from the control determination map of FIG. 5 (step S4), and the relative distance d between the host vehicle 11 and the object 30 is determined from the predicted collision distance p. It is determined whether or not the vehicle is in a small control zone (step S5). If the determination is affirmative, it is predicted that the host vehicle 11 and the object 30 may collide. If a negative determination is made in steps S3 and S5, the execution of the first driving support program is terminated.

  When the electronic control unit 12 predicts the possibility of a collision, the electronic control unit 12 executes the first driving support control, and causes the alarm unit 23 to turn on an alarm lamp, generate an alarm sound, or display alarm information (step S6). As the first driving support control, in addition to the operation of the alarm device 23, the braking force control device 24 may generate a braking force regardless of the driver's operation. In this case, a braking command is sent from the electronic control unit 12 to the braking ECU 52, and the braking ECU 52 switches the electromagnetic on-off valves 50f and 50r to the open state and rotationally drives the hydraulic pumps 47f and 47r by the motor 48. The discharged liquid discharged from the hydraulic pumps 47f and 47r is circulated through the solenoid hydraulic pressure proportional control valves 45f and 45r and the electromagnetic on-off valves 50f and 50r. The control ECU 52 generates a control current for generating an assist hydraulic pressure that gives a braking force to the vehicle 11 so as to avoid a collision based on a command from the electronic control unit 12, and linear solenoids for the solenoid hydraulic pressure proportional control valves 45f and 45r. Apply to. The assist hydraulic pressure is supplied to the wheel cylinders 43f and 43r without depending on the driver's operation, and braking force is applied to the host vehicle 11.

  Further, as the first traveling support control, the steering control device 25 may perform the collision avoidance steering without depending on the driver's operation. In this case, the electronic control unit 12 determines the turning angle θ for deflecting the steered wheels 41f in the direction of moving the object 30 out of the estimated traveling locus 33, the speed V of the own vehicle 11, the friction coefficient between the tire road surfaces, and the like. The calculation is performed in consideration, and the result is output to the steering ECU 63. The steering ECU 63 drives the motor 61 and feeds back the turning angle θ of the steered wheels 41 f detected by the steering angle sensor 16 so that the rack shaft 58 is moved regardless of the operation of the steering wheel 54 by the driver. Steer collision avoidance. The collision avoidance steering is performed after confirming that the vehicle 11 does not collide with another object 30 detected in step S1 even if the vehicle 11 changes its course.

  In step S5, it is also determined whether or not the relative distance d between the host vehicle 11 and the object 30 is in a storage zone that is smaller than the danger distance k to determine the possibility of a collision, and according to the possibility of a collision. Alternatively, the first travel support control may be performed. For example, if the relative distance d is in the storage zone, the possibility of collision is high, if it is in the control zone outside the storage zone, the possibility of collision is moderate, and if the possibility is high, the alarm device 23 is activated. In addition, a large braking force is generated in the braking force control device 24 without depending on the driver's operation, and in the middle case, the alarm device 23 is operated, and the steering control device 25 is not dependent on the driver's operation. Collision avoidance steering may be performed.

  After outputting the first driving support control command, the electronic control unit 12 reads the dangerous distance k corresponding to the speed V of the host vehicle 11 read in step S1 from the control determination map of FIG. 5 (step S7), and the relative distance. It is determined whether or not d is in a storage zone smaller than the danger distance k (step S8). If the determination is affirmative, it is predicted that the possibility that the vehicle 11 and the object 30 collide is equal to or greater than a predetermined reference. If the electronic control unit 12 predicts that the possibility of collision is greater than or equal to a predetermined reference value, the latitude and longitude of the own vehicle 11 read from the navigation system 20 in step S1 and the relative position of the object 30 with respect to the own vehicle 11 are determined. The position indicated by the latitude and longitude is calculated, and the position is stored as a dangerous point in the storage device 27 (step S9). The step 9 and the storage device 27 serve as a dangerous point storage unit that stores, as a dangerous point, a point where the vehicle 11 and the object 30 are predicted to collide by the collision prediction unit.

  When the relative distance d is in the storage zone smaller than the dangerous distance k (steps S7 and S8), the point where the collision is predicted is stored in the storage device 27 (step S9), but steps S7 and S8 are deleted. When the relative distance d is in the control zone smaller than the predicted collision distance p, the point where the collision is predicted may be stored in the storage device 27.

  The electronic control unit 12 repeatedly executes the second driving support program shown in FIG. 3 at predetermined time intervals, reads the position indicated by the latitude and longitude of the host vehicle 11 from the navigation system 20, and sets the speed V of the host vehicle 11 to the vehicle speed. Reading from the sensor 15 (step S31). Then, the electronic control unit 12 reads the estimated traveling locus 33 of the own vehicle 11 from the estimated traveling locus calculating device 19 (step S32), and the latitude and longitude of the own vehicle 11 read from the navigation system 20 in step 31 and the step S32. An estimated progress locus indicated by the latitude and longitude of the own vehicle 11 is calculated from the read estimated progress locus 33, and it is determined whether or not the own vehicle 11 passes through a dangerous point stored in the storage device 27 (step S33). In the case of affirmative determination, the distance e from the current position of the vehicle 11 to the dangerous point is read from the navigation system 20 (step S34), and the control start distance m corresponding to the speed V of the vehicle 11 is determined from the control determination map of FIG. Reading (step S35), it is determined whether or not the distance e between the host vehicle 11 and the dangerous point is in a control zone smaller than the control start distance m (step S36). The second driving support control command is sent to the navigation system 20, and the navigation system 20 displays alarm information indicating that the vehicle passes the dangerous point and the position of the dangerous point on the map on the display device 38. The control start distance m is set to be longer than the predicted collision distance p at any vehicle speed V. As the second driving support control, the alarm device 23 may turn on an alarm lamp and generate an alarm sound different from the first driving support control. Further, the braking force control device 24 may generate a braking force smaller than the first travel assist control without depending on the driver's operation. When a negative determination is made in steps S33 and S36, and when the second driving support control ends, the execution of the second driving support program ends.

  Next, since the relative distance d between the own vehicle 11 and the object 30 is larger than the predicted collision distance p, it is not necessary to perform the first driving support control, but the lateral relative speed Vy between the own vehicle 11 and the object 30 is not required. A second embodiment will be described in which when the relative direction distance dy is equal to or less than a predetermined value, the object 30 is determined as the caution object 65 and the point where the caution object 65 exists is stored in the storage device 27 as a dangerous point. Since the structural configuration of the vehicle travel support apparatus according to the second embodiment is the same as that of the first embodiment, the description thereof is omitted. Since the operation is the same as that of the first embodiment, only the differences will be described based on the first driving support program shown in FIG.

  The electronic control unit 12 repeatedly executes the first driving support program at predetermined time intervals, and the object 30 in the traveling direction of the host vehicle 11, the relative distance d between the host vehicle 11 and the object 30, the lateral relative speed Vy, the lateral relative The distance dy is read from the image processing device 14, the position indicated by the latitude and longitude of the vehicle 11 at that time is read from the navigation system 20, and the speed V of the vehicle 11 is read from the vehicle speed sensor 15 (step S1). In the first embodiment, if the electronic control unit 12 makes a negative determination in step S5, the execution of the first driving support program has ended. In the second embodiment, the electronic control device 12 corresponds to the lateral relative speed Vy read in step S1. The lateral attention distance ky to be read is read from the attention determination map of FIG. 10 (step S27), and it is determined whether or not the lateral relative distance dy is in a storage zone smaller than the lateral attention distance ky (step S28). In the case of an affirmative determination, the object 30 is determined to be a caution object 65 that has a high possibility of jumping into the estimated travel locus 33 even when the host vehicle 11 passes. This step S28 serves as a caution object discrimination means for discriminating the object 30 from the caution object 65. If it is determined that the object 30 is the attention object 65, the electronic control unit 12 determines the object 30 from the latitude and longitude of the own vehicle 11 read from the navigation system 20 and the relative position of the object 11 with respect to the own vehicle 11 in step S1. The position indicated by the latitude and longitude is calculated, and the position is stored as a dangerous point in the storage device 27 (step S29). The step 29 and the storage device 27 constitute a dangerous point storage unit that stores a point where the object 30 determined as the attention object 65 by the attention object determination unit exists as a dangerous point. About execution of a 2nd driving assistance program, it is the same as the case of a 1st embodiment.

  In the above embodiment, the first driving support program ends in steps S9 and S29 in which the dangerous point is stored in the storage device 27. However, after steps S9 and S29, the electronic control device 12 is stored in the storage device 27. The step of transmitting the information on the dangerous point to the computer 22 of the traffic information center via the communication device 21 and storing it in the storage device of the computer 22 may be added. Then, the information on the dangerous point is transmitted from the computer 22 to all vehicles equipped with the vehicle travel support device 10 via the communication device 21 and stored in the storage device 27. If it does in this way, the information on a dangerous point will be shared between vehicles carrying the vehicular driving support device 10, and in vehicles which pass a dangerous point, the vehicular driving support device 10 performs the second driving support control, The frequency of sudden braking and sudden steering that is uncomfortable for the driver can be reduced. The step of transmitting the information on the dangerous point stored in the storage device 27 to the computer 22 by the communication device 21, the dangerous point transmission means for transmitting the dangerous point stored in the dangerous point storage means to the other vehicle by the communication device 21 and the like. Has been.

  Further, in the above embodiment, the dangerous point is stored in the storage device 27 connected to the electronic control device 12, but may be stored in the database 37 of the navigation system 20.

  In the above embodiment, the object detection means for detecting the object 30 in the traveling direction of the host vehicle 11, the relative distance d between the host vehicle 11 and the object 30, the lateral relative distance dy, and the lateral relative speed Vy is used as the left and right cameras. Although the image processing apparatus 14 includes 13l and 13r and the image processing apparatus 14, an object that reflects electromagnetic waves such as an automobile or a two-wheeled vehicle may be detected by a millimeter wave radar apparatus.

1 is a system configuration diagram of a vehicle travel support device according to an embodiment. FIG. The figure which shows a 1st driving assistance program. The figure which shows a 2nd driving assistance program. The figure which shows the object and image processing which a right and left CCD camera image | photographs. The figure which shows a control determination map. The figure which shows a braking force control apparatus. The figure which shows a steering control apparatus. The figure which shows the control determination map used with a 2nd driving assistance program. The figure which shows the 1st driving assistance program which concerns on 2nd Embodiment. The figure which shows a caution determination map.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 ... Vehicle driving assistance device, 11 ... Own vehicle, 12 ... Electronic control device, 13l, 13r ... CCD camera, 14 ... Image processing device, 15 ... Vehicle speed sensor, 16 ... Rudder angle sensor, 17 ... Yaw rate sensor, 19 ... Estimated progress trajectory calculation device, 20 ... navigation system, 21 ... communication device, 22 ... computer of traffic information center, 23 ... alarm device, 24 ... braking force control device, 25 ... steering control device, 27 ... storage device, 29 ... travel Road, 30 ... object, 33 ... estimated trajectory, 35 ... navigation control unit, 65 ... attention object.

Claims (7)

Object detection means for detecting an object in the traveling direction of the own vehicle;
A collision prediction means for predicting whether or not the object detected by the object detection means may collide with the own vehicle;
In the vehicular driving support device, the vehicular driving support device includes the driving support control unit that performs the first driving support control when the collision prediction unit predicts that the vehicle and the object may collide.
Map information means for storing the map and grasping the position of the vehicle on the map;
A dangerous point storage unit that stores a point predicted by the collision prediction unit that the vehicle and the object may collide as a dangerous point;
The vehicle travel support apparatus, wherein the travel support means performs second travel support control when passing through the danger point stored in the danger point storage means. The danger point storage means according to claim 1, wherein when the collision prediction means predicts that the possibility that the own vehicle and the object collide is equal to or greater than a predetermined reference, the danger point storage means A vehicular travel support apparatus, characterized in that it is stored as a danger point. Object detection means for detecting an object in the traveling direction of the own vehicle;
A collision prediction means for predicting whether or not the object detected by the object detection means may collide with the own vehicle;
In the vehicular driving support device comprising the driving support control unit that performs the first driving support control when the collision prediction unit predicts that the vehicle and the object may collide,
Map information means for storing the map and grasping the position of the vehicle on the map;
Caution object discrimination means for discriminating the object as a caution object when a lateral relative distance with respect to a lateral relative speed between the object detected by the object detection means and the own vehicle is equal to or less than a predetermined value;
Danger point storage means for storing a point where the object determined as the attention object by the attention object determination unit exists as a danger point;
The vehicle travel support apparatus, wherein the travel support means performs second travel support control when passing through the danger point stored in the danger point storage means. 4. The vehicle travel support apparatus according to claim 1, further comprising dangerous point transmission means for transmitting the dangerous point stored by the dangerous point storage means to another vehicle. 5. 5. The driving support control unit according to claim 1, wherein the driving support control unit includes a warning unit that issues a warning to a driver, and at least one of the first driving support control and the second driving support control is a warning control. A vehicle travel support apparatus characterized by the above. 5. The driving support control unit according to claim 1, wherein the driving support control unit includes a braking force control unit that controls a braking force regardless of a driver's operation, and includes the first driving support control and the second driving support control. At least one of them is braking control. 5. The driving support control unit according to claim 1, wherein the driving support control unit includes a steering control unit that performs steering without operation by a driver, and at least one of the first driving support control and the second driving support control. Is a steering control, and is a vehicle travel support device.

Images