JP2007122271A - Operation support device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To quickly cope with the change of circumstances by outputting a warning pattern corresponding to the level of tension of an operator. <P>SOLUTION: A brake oil pressure Pb is detected, and the variation ΔPb is calculated (S2), and when the variation ΔPb is not less than a variation decision reference value Po, it is decided that deceleration due to follow-up traveling is performed, and caution warning based on a normal pattern in a long cycle is issued (S4). When the variation Pb is less than the variation decision reference value Po, the caution warning based on a short pattern in a short cycle is issued (S11). In the case of a brake operation for deceleration due to follow-up traveling, it is judged that an operator is put in a relatively tense status, and the caution warning is issued based on a warning pattern in a long cycle so that the operator can be prevented from being given feelings of tension any more. On the other hand, in the case of deceleration due to stop traveling, it is judged that the operator is put in a relatively desultory status, the caution warning is issued based on a warning pattern in a short cycle so that the operator can be given proper feelings of tension. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a vehicular driving support apparatus that issues a caution alarm with different alarm patterns according to a driver's degree of tension.

  Conventionally, as this type of vehicle driving support device, for example, in Patent Document 1 (Japanese Patent Laid-Open No. 7-72246), based on the running speed of the own vehicle, the relative distance between the own vehicle and the preceding vehicle, and the idle running time A technique for obtaining a safety warning and issuing a caution warning when the relative distance is equal to or less than the safety distance is disclosed. Here, the idling time is the time until the driver steps on the brake in response to the danger alarm, and the safety distance is set with the idling speed taken into account. The safe inter-vehicle distance can be set automatically.

Patent Document 2 (Japanese Patent Laid-Open No. 2003-16597) discloses whether there is an obstacle in an area that the driver cannot recognize, such as in front of a curve, based on information obtained from an infrastructure such as an outdoor camera. A technique is disclosed in which, when an obstacle is detected, a warning alarm is issued at an early timing so that the driver can decelerate with sufficient margin.
Japanese Patent Laid-Open No. 7-72246 JP 2003-16597 A

  However, in the techniques disclosed in the above-mentioned patent documents, the situation ahead of the host vehicle is monitored and an alarm is issued based on the traveling state of the host vehicle and the situation ahead. The alarm is not given in consideration of the degree.

  In other words, for example, the driver is nervous while adjusting the distance between the cars, so if the warning is issued suddenly in such a situation, the driver will be panicked and the brake will be depressed more than necessary. There is. On the other hand, in the deceleration traveling for stopping, the target stop position is recognized in advance by eye measurement, so the driver is relatively uncomfortable. However, even if a warning warning is issued to the driver in such a situation, there is a problem that the driver cannot sufficiently perceive the degree of urgency.

  In view of the above circumstances, the present invention sets an alarm pattern according to the tension level of the driver, selects a warning pattern that does not give any further tension in a driving state where the tension level is high, and vice versa. It is an object of the present invention to provide a vehicle driving support device that enables a driver to quickly respond to a change in situation by selecting an alarm pattern that gives tension in a driving state.

In order to achieve the above object, a first vehicle driving support apparatus according to the present invention includes a brake detection unit that detects a brake operation including a brake operation or a brake release operation, an alarm unit that issues an alarm to the driver, and the brake An alarm control means for outputting a warning signal of a preset alarm pattern to the alarm means when an operation is detected, and a running condition detecting means for detecting the running condition of the vehicle, wherein the alarm control means comprises a driver A first alarm pattern that does not give a sense of tension and a second alarm pattern that gives a sense of tension, and the alarm control means detects from the amount of change in the running state of the vehicle when the brake operation is detected. It is checked whether or not the vehicle is decelerating by following traveling. When the vehicle is decelerating by following traveling, the first alarm pattern is selected and output.

  In addition, the second vehicle driving support device includes a brake detection unit that detects a brake operation including a brake operation or a brake release operation, an alarm unit that issues an alarm to the driver, and the alarm when the brake operation is detected. An alarm control means for outputting an alarm signal having a preset alarm pattern to the means, and a running condition detecting means for detecting the running condition of the vehicle, wherein the alarm control means gives a tension to the driver. The alarm control means determines whether or not the vehicle is decelerated due to stop travel from the amount of change in the travel state of the vehicle when the brake operation is detected. When the vehicle is decelerating due to stop running, the second alarm pattern is selected and output.

  According to the present invention, since the driver is relatively in tension during the follow-up running, the driver is relatively in tension, and thus the driver is alerted with an alarm pattern that does not give the driver a sense of tension. Do not give any more tension, and since the driver is relatively vague at the time of stopping, the driver will be alerted with a warning pattern that gives tension to the driver. Give moderate tension to the person. Thus, by selecting and outputting two types of alarm patterns with different periods according to the running state of the vehicle, the driver can maintain a moderate tension and respond quickly to changes in the situation. Can do.

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. 1 to 8 show a first embodiment of the present invention. FIG. 1 shows a schematic configuration diagram of a vehicle driving support apparatus.

  The vehicle driving support apparatus shown in FIG. 1 is mounted on a vehicle, and an alarm control unit 11 as an alarm control means is mainly configured by a computer such as a microcomputer.

  On the input side of the alarm control unit 11, a vehicle speed sensor 1 having a function as a traveling state detecting means for detecting the vehicle speed of the vehicle, a brake operation or a brake release operation is detected, and a brake operation, that is, a brake pedal is depressed. A brake switch 2 serving as a brake detection unit that outputs an ON signal in a state, and a brake hydraulic pressure sensor 3 that functions as a traveling state detection unit that detects an operation amount of the brake pedal based on a change in brake hydraulic pressure are connected. . Further, a warning display device 21 and a sound generation device 22 as warning means are connected to the output side of the warning control unit 11. The warning display device 21 visually informs the driver of a caution alarm by blinking lamps or characters, and the sound generator 22 audibly informs the driver of the caution alert by voice or buzzer sound. . Note that the warning display device 21 and the sound generator 22 may use functions provided in a warning lamp, a navigation system, or the like that is provided in advance in the vehicle.

  The alarm control unit 11 is mainly configured by a known microcomputer having a CPU, a ROM, a backup RAM (all not shown) and the like. The CPU of the alarm control unit 11 reads the vehicle speed V detected by the vehicle speed sensor 1 and the output of the brake switch 2 and the brake hydraulic pressure Pb detected by the brake hydraulic pressure sensor 22 in accordance with a control program stored in the RAM. Then, it is checked whether the driver's braking operation is deceleration due to following traveling or deceleration due to stop traveling, and an alarm pattern corresponding to each traveling state is selected.

  This alarm pattern is stored in advance in the ROM, and in this embodiment, two types of a normal pattern as the first alarm pattern and a short pattern as the second alarm pattern are set.

  FIG. 5 shows a display cycle (a) and a speech cycle (b) by a normal pattern. FIG. 6 shows a display cycle (a) and a speech cycle (b) by a short pattern.

  In the normal pattern shown in FIG. 5, when the warning display device 21 is a monitor, characters (for example, “please be careful”) and icons displayed on the monitor are displayed for a preset time at (for example, 6 [sec]). ) Repeatedly in a cycle. Alternatively, when the warning display device 21 is a warning lamp, the warning lamp is repeatedly blinked with a preset time at (for example, 6 [sec]) as one cycle. Further, in synchronization with this blinking operation, when the sound generator 22 is a speaker, the sound output from the speaker (for example, “please be careful”) is set to a preset time am (in this embodiment, am = 2at) is one cycle and the utterance is repeated. Alternatively, when the sound generator 22 is a buzzer, the buzzer sound is repeatedly turned on / off as one cycle. In this embodiment, a monitor is employed as the warning display device 21 and a speaker is employed as the sound generation device 22. In the following, the warning display device 21 uses a blinking character as a caution alarm, and the sound generation device. In 22, the speech utterance is described as a caution alarm.

  On the other hand, in the short pattern shown in FIG. 6, the blinking cycle of characters (for example, “please be careful”) displayed on the warning display device 21 provided in the display unit is set to 0.5 at half the time of the normal pattern. Is repeatedly blinked as one cycle, and in synchronization with this, the sound output from the sound generator 22 (for example, “please be careful” with the sound) is set to a period of 0.5 am that is half the normal pattern as one cycle. Let the utterance repeat.

  One of the two types of alarm patterns is selected according to the traveling state at the time of brake operation. That is, when the brake operation is performed or the driving state after the brake operation is in a tense state, an alarm signal with a normal pattern is output in order to prevent the driver from feeling any more tension. On the other hand, when the driving state is relatively vague, an alarm signal with a short pattern is output in order to give the driver a sense of tension.

  The alarm control executed by the alarm control unit 11 is processed according to the alarm control routine shown in FIG.

  This routine is executed at every set calculation cycle. First, in step S1, the output signal from the brake switch 2 is read to check whether or not the brake pedal that turns on the brake switch 2 is depressed. When the brake pedal that is turned off is not depressed, the system waits until the brake pedal is depressed.

  Then, when the brake pedal is depressed and the brake switch 2 is turned on, the process proceeds to step S2, and based on the brake hydraulic pressure Pb detected by the brake hydraulic pressure sensor 22, the amount of change in brake operation per unit time St (for example, 1 [sec]) ( Hereinafter, ΔPb is simply calculated as “change amount”. The amount of change ΔPb is calculated by calculating the maximum value (hereinafter referred to as “brake hydraulic pressure maximum value”) Pm of the brake hydraulic pressure Pb after the brake switch 2 is turned on and after the set time St has elapsed since the detection of the maximum value Pm. The brake hydraulic pressure Pb is detected and calculated from the difference (Pm−Pb) (ΔPb = Pm−Pb).

  The alarm control unit 11 checks whether the traveling state of the vehicle is deceleration due to follow-up traveling or deceleration due to stop traveling based on the change amount ΔPb.

  FIG. 3 shows the relationship between the vehicle speed V and the brake hydraulic pressure Pb during follow-up travel. The horizontal axis in the figure is the elapsed time (tim). In general, the driver sets a target distance that is a distance that can be handled when the preceding vehicle performs a brake operation and that does not interrupt another vehicle, as a guide for the inter-vehicle distance in the following traveling. Therefore, as shown in FIGS. 3A and 3B, when the brake lamp of the preceding vehicle is lit, the driver depresses the brake pedal slightly strongly in response thereto, minimizing the reduction in the inter-vehicle distance, The inter-vehicle distance is adjusted by reducing the vehicle speed V from the vehicle speed of the preceding vehicle. After that, when the inter-vehicle distance is secured, after releasing the stepping force on the brake pedal, the accelerator pedal is stepped on to lightly accelerate.

  FIG. 4 shows the relationship between the vehicle speed V and the brake hydraulic pressure Pb during stop travel. Since the stop position of the host vehicle is already determined in the stop mode, the tension is low, and the driver adjusts the brake pedal depression amount so that the host vehicle stops at the stop position without pressing the brake pedal strongly. When the stop position is reached, depress the brake pedal slightly hard to stop.

  As a result, the amount of change ΔPb per unit time St is small during stop traveling with low tension and large during follow-up traveling with high tension.

  Thereafter, the process proceeds to step S3, and the change amount ΔPb is compared with the change amount determination reference value Po. The change amount determination reference value Po classifies a change amount ΔPb at the time of stop traveling with a low degree of tension and a change amount ΔPb at the time of follow-up traveling with a high degree of tension, and is set in advance based on experiments or the like.

  When the change amount ΔPb of ΔPb ≧ Po is large, it is determined that the vehicle is decelerating by following traveling, and the process proceeds to step S4. If the change amount ΔPb of ΔPb <Po is small, it is determined that the vehicle is decelerating for stopping, and the process branches to step S5.

  When it is determined that the vehicle is decelerated due to the following traveling and the process proceeds to step S4, a normal pattern is selected as the alarm pattern, and an alarm signal based on the normal pattern is output to the alarm display device 21 and the sound generator 22. As shown in FIG. 5 (a), when a normal pattern alarm signal is input to the warning display device 21, characters such as “please be careful” are displayed on the monitor to alert the driver. The character is repeatedly blinked with a preset time at (for example, 6 [sec]) as one cycle. In addition, as shown in FIG. 5B, when a normal pattern alarm signal is input to the sound generator 22, a sound prompting a warning such as “Please be careful” is preset from the speaker. The utterance is repeated with time am (in this embodiment, am = 2 at [sec]) as one cycle.

  Since the alarm by the normal pattern is repeated with a relatively long cycle, the driver does not feel extreme tension, and the driver can drive while maintaining normal tension.

  Then, the process proceeds to step S6, where it is determined whether or not the brake switch 2 is OFF. If the brake pedal with the brake switch 2 ON is depressed, the process returns to step S4 to display a warning signal with a normal pattern as a warning. It outputs to the apparatus 21 and the sound generator 22, and outputs a caution alarm continuously.

  On the other hand, when the brake switch 2 is turned off, that is, when the driver releases the stepping on the brake pedal, the process proceeds to step S7, the short pattern is selected as the alarm pattern, and the alarm signal based on the short pattern is transmitted to the alarm display device 21. The sound is output to the sound generator 22.

  As shown in FIG. 6 (a), when a short pattern alarm signal is output to the warning display device 21, characters such as “please pay attention” are displayed on the monitor. The characters are repeatedly blinked with a preset time of 0.5 at as one cycle. Also, as shown in FIG. 4B, when a short pattern alarm signal is output to the sound generator 22, a sound for prompting a warning such as “Please be careful” is preset from the speaker. The utterance is repeated with time 0.5 am as one cycle.

  Since the alarm by this short pattern is repeated with a comparatively short cycle, a moderate tension can be given to the driver. In other words, the brake operation in the follow-up driving is performed when the preceding vehicle turns on the brake lamp or when the following vehicle with the preceding vehicle is narrowed. Release the pedal and depress the accelerator pedal. Since the inter-vehicle distance immediately after releasing the depression of the brake pedal is in a direction away from the driver, the driver is in a relatively uncluttered state freed from the tension during the brake operation.

  By outputting a short pattern alarm from both the warning display device 21 and the sound generating device 22 in such a messy state, the driver is moderately tensioned and the situation changes. Be able to respond quickly.

  Then, the process proceeds to step S8, where it is checked whether or not a time tim from when the brake switch 2 is turned off has passed a set time T1 (for example, 1 [sec]), and if not (time <T1), Returning to step S7, an alarm signal based on the short pattern is output to the warning display device 21 and the sound generator 22. When the time tim reaches a set time T1 (for example, 1 [sec]) (tim ≧ T1), the routine is exited. Therefore, the alarm by this short pattern is repeated for the set time T1 (for example, 1 [sec]) from when the brake switch 2 is turned off. The set time T1 is set based on an experiment or the like in advance for a time when the driver is easily released from the brake operation.

  As a result, as shown in FIG. 3C, in the follow-up running, after the driver depresses the brake pedal and the brake switch 2 is turned on, the brake hydraulic pressure maximum value Pm is reached and the normal time is reached after the set time St has elapsed. Attention warning by pattern is started, and this alarm is continued until the brake pedal is released and the brake switch 2 is turned OFF. Then, as shown in FIG. 3 (d), after the brake switch 2 is turned off, a caution alarm is performed with a short pattern until a set time T1 elapses.

  This will be schematically described with reference to FIG. 7. In FIG. 7A, when the preceding vehicle B performs a braking operation while the host vehicle A is traveling following the preceding vehicle B, both Since the distance between the vehicles A and B is reduced, the driver of the host vehicle A is extremely nervous. In such a case, a warning warning is issued at a relatively long period in the normal mode so that the driver is not further strained. Thereafter, as shown in FIG. 4B, when the inter-vehicle distance between the two vehicles A and B increases, the driver depresses the accelerator pedal again so as to be his / her target distance. At this time, since the driver is easily released from the tension state, he / she is apt to be obsessed with, so that a warning is given by a short pattern to call attention.

  On the other hand, if it is determined in step S3 that the vehicle is decelerated due to stop travel with ΔPb <Po and the process branches to step S5, the vehicle speed V detected by the vehicle speed sensor 1 and the stop determination vehicle speed V1 (for example, 30 to 40 [Km / h]). And compare.

  When the vehicle speed V of the host vehicle is equal to or higher than the stop determination vehicle speed V1 (V ≧ V1), the routine is exited. When the vehicle speed V is less than the stop determination vehicle speed V1 (V <V1), the process proceeds to step S11, a short pattern is selected as an alarm pattern, and an alarm signal based on the short pattern is output to the warning display device 21 and the sound generator 22. To do.

  When an alarm signal of a short pattern is output to the warning display device 21, characters such as “Please pay attention” to alert the driver are displayed on the monitor, and these characters are set in advance. Flashing operation is repeated with time 0.5 at as one cycle. In addition, when a short pattern alarm signal is output to the sound generator 22, a voice prompting attention such as “Please be careful” is repeatedly uttered with a preset time of 0.5am as one cycle. Is done.

  The brake operation for stopping the host vehicle has a predetermined stop position in advance, and the stop position of the host vehicle is measured immediately before the stop, so that it is easy to get into a loose driving with less tension. . Therefore, by giving an alarm with a relatively short cycle of a short pattern, the driver is moderately tensioned and alerted.

  And it progresses to step S12, and the process of step S11 is repeatedly performed until the vehicle speed V falls below the vehicle speed V2 (for example, 5-10 [Km / h]) immediately before stop, and the vehicle speed V is less than the vehicle speed V2 determined just before stop. (V <V2), the process proceeds to step S13 and waits until the brake switch 13 is turned off.

  When the brake switch 13 is turned off, the process proceeds to step S14, where a normal pattern is selected as the alarm pattern, and an alarm signal based on the normal pattern is output to the alarm display device 21 and the sound generator 22.

  After the driver keeps stepping on the brake pedal to maintain the stop state, release the brake pedal and release the accelerator pedal from the state where the accelerator pedal is pressed to start acceleration or immediately before the stop. In a state where the accelerator pedal is depressed to accelerate, the driver is tense. Therefore, by giving an alarm based on the normal pattern, attention can be urged without giving the driver an extreme sense of tension.

  Thereafter, the process proceeds to step S15, in which it is checked whether or not a time tim from when the brake switch 2 is turned off has passed a set time T1 (for example, 1 [sec]), and when it has not elapsed (tim <T1), Returning to step S14, a warning signal based on the normal pattern is output to the warning display device 21 and the sound generator 22. When the time tim reaches a set time T1 (for example, 1 [sec]) (tim ≧ T1), the routine is exited.

  Therefore, the alarm by the normal pattern is repeated for a set time T1 (for example, 1 [sec]) from when the brake switch 2 is turned off. In this embodiment, the set time T1 is set to be the same as the set time T1 during the follow-up running, but a unique time may be set according to the driver's tension duration.

  As a result, as shown in FIG. 4C, in the stop running, after the driver depresses the brake pedal and the brake switch 2 is turned on, the brake hydraulic pressure maximum value Pm is reached and the set time St elapses. When the vehicle speed V is less than the stop determination vehicle speed V1, a short pattern alarm is started, and this alarm is continued until the vehicle speed V becomes equal to or less than the determination vehicle speed V2 immediately before stop.

  Then, as shown in FIG. 4D, after the brake switch 2 is turned OFF, a normal pattern alarm is issued until a set time T1 elapses.

  If this is schematically described with reference to FIG. 8, in FIG. 8A, when the driver of the host vehicle A recognizes the stop sensor and can measure to the stop position, the tension decreases, It becomes easy to be casual and easy to fall into carelessness such as driving aside. Therefore, when the vehicle is stopped, the driver is given a sense of tension by issuing a caution warning at a comparatively short period in the short mode. In addition, as shown in FIG. 5B, in the starting operation, there is tension to pay attention to pedestrians jumping out. Therefore, by giving an alarm with a short pattern, the driver is extremely nervous. Call attention without giving.

  As described above, in the present embodiment, it is determined from the amount of change ΔPb per unit time of the brake hydraulic pressure Pb whether the vehicle is decelerating by following traveling or decelerating by stopping, and the driver's tension is determined based on the result. Therefore, for example, it is possible to quickly determine the driver's tension as compared with the case where the driver's tension is determined by sweating or heartbeat.

  Also, when the driver is in a state of being nervous easily, a warning with a normal pattern is urged so as not to give any further tension, while in a driving state where the driver is likely to fall into a messy state, a warning with a short pattern is given. As a result, the driver is moderately tensioned to draw attention, so that in any state, the driver can quickly respond to changes in the situation.

  In this embodiment, the operation amount of the brake pedal is detected from the brake hydraulic pressure Pb. However, a pressure sensor or a brake opening sensor is provided on the brake pedal, and the operation amount of the brake pedal is detected based on the sensor output value. Anyway.

  9 and 10 show a second embodiment of the present invention. In the first embodiment described above, it is determined from the change amount ΔPb of the brake hydraulic pressure Pb whether the traveling state of the vehicle is the deceleration due to the following traveling or the deceleration due to the stop traveling. It is determined from the amount of change in vehicle speed (hereinafter simply referred to as “amount of change”) ΔV whether the vehicle traveling state is deceleration due to following traveling or deceleration due to stop traveling. In this embodiment, since the brake hydraulic pressure sensor 22 is not required, not only the product cost can be reduced by reducing the number of parts, but also the present invention can be applied to existing vehicles, so that high versatility can be obtained.

  In the alarm control routine shown in FIG. 9, only steps S21 and S22 are applied in place of steps S2 and S3 of the alarm control routine shown in FIG. 2 described above, and the rest is the same as the alarm control routine shown in FIG. Is performed. Therefore, in this embodiment, only the parts different from the alarm control routine shown in FIG. 2 will be described, and description of other parts will be omitted.

  That is, when it is determined in step S1 that the brake switch 2 is ON and the process proceeds to step S2, a change amount ΔV per unit time St (for example, 1 [sec]) of the vehicle speed V is calculated based on the vehicle speed V. The amount of change ΔV is calculated from the vehicle speed Vf after a preset delay time (for example, 0.5 to 1 [sec]) has elapsed after the brake switch 2 is turned on, and the set time St when the vehicle speed V is detected. It calculates from the difference (Vf-Vs) with the vehicle speed Vs after progress ((DELTA) V = Vf-Vs).

  FIG. 10A shows changes in the vehicle speed V during follow-up travel. As described above, during the follow-up traveling, the driver sets his own target vehicle distance and performs an accelerator operation so as to maintain the target vehicle distance. When the brake lamp of the preceding vehicle is turned on or the inter-vehicle distance is reduced, the brake operation is performed to adjust the inter-vehicle distance. At that time, the driver depresses the brake pedal slightly strongly in order to prevent a rear-end collision, and decelerates the vehicle speed V relatively large. On the other hand, as shown in FIG. 10B, since the stop position of the host vehicle has already been determined in the stop traveling, the driver stops the driver's vehicle at the stop position without depressing the brake pedal strongly. Adjust the brake pedal depression amount.

  Therefore, the amount of change ΔV of the vehicle speed V per unit time St is detected as a large value during follow-up travel and as a small value during stop travel.

  Thereafter, the process proceeds to step S3, and the change amount ΔV is compared with the change amount determination reference value Vo. This change amount determination reference value Vo is used to classify a change amount ΔV during stop travel with a low degree of tension and a change amount ΔV during follow-up travel with a high degree of tension, and is set based on experiments or the like in advance. .

  Then, when the change amount ΔV of ΔV ≧ Vo is large, it is determined that the vehicle is decelerating by following traveling, and the process proceeds to step S4. When the change amount ΔV of ΔV <Vo is small, it is determined that the vehicle is decelerating by stopping traveling. The process branches to step S5. In steps S4 and S5 and thereafter, the same processing as that in the first embodiment described above is performed.

  As described above, in this embodiment, it is determined on the basis of the change amount ΔV of the vehicle speed V whether the vehicle traveling state is the deceleration due to the following traveling or the deceleration traveling for stopping. There is no need to separately provide the hydraulic sensor 22, and the product cost can be reduced by reducing the number of parts. Furthermore, since it can be applied to existing vehicles, high versatility can be obtained.

  Further, in each of the above-described embodiments, since the traveling state is determined by the vehicle itself without mounting a camera on the vehicle and without obtaining information from the infrastructure, high versatility can be obtained.

  The present invention is not limited to the above-described embodiments. For example, the road surface μ may be measured, and the activation of the alarm control routine itself may be canceled when the road surface μ is low, such as during rain or snow.

Schematic configuration diagram of a vehicle driving support apparatus according to a first embodiment The flowchart showing the alarm control routine (A) is a time chart showing a speed change when a brake operation is performed during follow-up running, (b) is a time chart showing a change in brake hydraulic pressure when a brake operation is performed during follow-up running, and (c) is Time chart showing the operation timing of the normal pattern during follow-up running, (d) is a time chart showing the operation timing of the short pattern during follow-up running (A) is a time chart showing the speed change during stop running, (b) is a time chart showing the change in brake hydraulic pressure during stop running, and (c) is a time showing the operation timing of the short pattern during stop running. Chart, (d) is a time chart showing the operation timing of the normal pattern during stop running Same as above, explanatory diagram showing drive timing of normal pattern Explanatory drawing showing the driving timing of the short pattern Explanatory drawing showing change of alarm pattern during follow-up running Explanatory drawing showing change of alarm pattern during stop running The flowchart which shows the alarm control routine by a 2nd form (A) is a time chart showing a speed change when a brake operation is performed during follow-up running, and (b) is a time chart showing a speed change during stop running.

Explanation of symbols

1 ... Vehicle speed sensor,
2 ... Brake switch,
3 ... Brake hydraulic pressure sensor
11 ... alarm control unit,
13 ... Brake switch,
21 ... warning display device,
22 ... Brake hydraulic pressure sensor
22 ... Sound generator,
ΔPb, ΔV: change amount,
Pb ... Brake hydraulic pressure,
Pm: Maximum brake hydraulic pressure,
Po: change criterion value,
St, T1 ... set time,
V ... Vehicle speed,
V1: Stop determination vehicle speed,
V2 ... Judgment vehicle speed immediately before stopping,
Vo: Change amount criterion value

Claims (6)

Brake detecting means for detecting a brake operation including a brake operation or a brake release operation;
Warning means for issuing a warning to the driver;
Alarm control means for outputting an alarm signal of a preset alarm pattern for the alarm means when the brake operation is detected;
Traveling state detection means for detecting the traveling state of the vehicle,
The alarm control means has a first alarm pattern that does not give tension to the driver and a second alarm pattern that gives tension.
In the alarm control means, when the brake operation is detected, it is checked whether or not the vehicle is decelerated due to the follow-up running from the amount of change in the running state of the vehicle. A driving support apparatus for a vehicle, characterized in that the output is output. 2. The vehicle according to claim 1, wherein the warning control means outputs the second warning pattern for a set time when the brake release operation is detected after the deceleration determined by the follow-up running is detected. Driving assistance device. Brake detecting means for detecting a brake operation including a brake operation or a brake release operation;
Warning means for issuing a warning to the driver;
Alarm control means for outputting an alarm signal of a preset alarm pattern for the alarm means when the brake operation is detected;
Traveling state detection means for detecting the traveling state of the vehicle,
The alarm control means has a first alarm pattern that does not give tension to the driver and a second alarm pattern that gives tension.
In the alarm control means, when the brake operation is detected, it is checked whether or not the vehicle is decelerated due to stop traveling from the amount of change in the traveling state of the vehicle. A driving support apparatus for a vehicle, characterized in that the output is output. 4. The vehicle according to claim 3, wherein the warning control means outputs the first warning pattern for a set time when the brake release operation is detected after the deceleration due to the stop running is determined. Driving assistance device. The alarm control means outputs the second alarm signal after the vehicle speed becomes lower than a preset stop determination vehicle speed when the traveling state is determined to be deceleration due to stop traveling. Item 5. The vehicle driving support device according to Item 3 or 4.   6. The first alarm pattern and the second alarm pattern, wherein the second alarm pattern is an alarm pattern having a shorter cycle than the first alarm pattern. The vehicle driving support device according to Item.

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