JP2008250879A - Driving safety device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving safety device for a vehicle adapted to suppress excessive operation of a contact avoidance support means according to an occupant's intention. <P>SOLUTION: When determined that a contact with a detected object may occur, contact avoidance support operation for supporting contact avoidance with the detected object is executed (S18), and data of a road on which the vehicle is traveling is stored (S20). A position of the vehicle is detected (S22), a predetermined range of the road data containing a detected operation point of the contact avoidance support means as an excessive operation suppression area of the contact avoidance support means according to the operation of the vehicle occupant after operation of the contact avoidance support means (S24 to S28), and when the vehicle travels in the set excessive operation suppression area, the operation of the contact avoidance support means is suppressed. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a vehicle travel safety device, and more specifically to an apparatus that supports avoidance of contact with objects around a vehicle (own vehicle) and suppresses excessive contact avoidance support operation.

  A device that performs contact avoidance support operation when it is judged that there is a possibility of contact with an obstacle (object) such as a preceding vehicle that is mounted on the vehicle with electromagnetic wave radar is detected and recognized. ing. On the other hand, a technique for suppressing an excessive contact avoidance support operation in such a device has also been proposed, and a technique described in Patent Document 1 below can be given as an example.

In the technique described in Patent Document 1, in a device that issues a preceding vehicle start notification when a preceding vehicle that stops ahead of the host vehicle starts, when the host vehicle is in a place where notification such as the vicinity of an intersection is unnecessary , Notification is unnecessary.
JP 2001-277967 A

  By the way, in this type of device, since suppression of excessive operation of the contact avoidance support means is determined on the device side, even if the occupant feels troublesome in an environment where excessive operation frequently occurs, it may not be sufficiently suppressed. It was.

  Accordingly, an object of the present invention is to provide a vehicle travel safety device that solves the above-described problems and suppresses excessive operation of the contact avoidance support means in accordance with the occupant's intention.

  In order to solve the above-mentioned object, in claim 1, an object detection means for detecting an object existing around a vehicle, a movement state detection means for detecting a movement state of the vehicle, and the detected When it is determined that there is a possibility of contact with the detected object and contact possibility determination means for determining the possibility of contact with the detected object based on a motion state, the detected object In a vehicle travel safety device comprising contact avoidance support means for performing contact avoidance support operation for supporting contact avoidance with the vehicle, road data storage means for storing data on the road on which the vehicle travels, and position of the vehicle The vehicle after the contact avoidance support means operates within a predetermined range of the road data including the operation point of the contact avoidance support means detected by the position detection means. And an excessive motion suppression region setting means for setting the excessive motion suppression region of the contact avoidance support means in accordance with the operation of the contact avoidance support means, wherein the contact avoidance support means causes the vehicle to travel in the set excessive motion suppression region At this time, the touch avoidance support operation is configured to be suppressed.

  In the vehicle travel safety device according to claim 2, the contact avoidance support means includes a plurality of contact avoidance support means, and the excessive operation suppression region setting means is responsive to an operation of an occupant of the vehicle. When the predetermined range of the road data is set as the excessive operation suppression area of the contact avoidance support means, the road avoidance support means is set together with the contact avoidance support means to be suppressed among the plurality of contact avoidance support means.

  In the vehicle travel safety device according to claim 3, when the excessive operation suppression region setting means sets the excessive operation suppression region, when the position detection accuracy of the vehicle is reduced, The predetermined range set as the excessive operation suppression region is configured to be enlarged.

  In the vehicle travel safety device according to claim 4, the excessive motion suppression region setting unit is configured to operate the vehicle occupant within a predetermined time after the contact avoidance support unit operates. A predetermined area including the point where the contact avoidance support means operates is set as the excessive movement suppression area.

  In the vehicle travel safety device according to claim 5, the excess motion suppression region setting means is configured to perform the road data according to the operation of the occupant of the vehicle regardless of the presence or absence of the operation of the contact avoidance support means. The predetermined range is set as the excessive operation suppression region.

  In the vehicle travel safety device according to claim 6, the contact avoidance support means may stop the contact avoidance support operation or make it difficult to execute when the vehicle travels in the excessive operation suppression region. Configured.

  In the vehicle travel safety device according to claim 7, the contact avoidance support means performs the contact avoidance support operation via at least one of the brake, steering, alarm device, and seat belt of the vehicle. Configured.

  In the travel safety device for a vehicle according to claim 8, the contact avoidance assisting means includes at least one of a predetermined range from an entrance or exit of a curve, in a tunnel or an iron bridge, and in the vicinity of an intersection in the road data. When set as an excessive operation suppression region, the operation suppression amount of the contact avoidance support means is increased.

  In the vehicle travel safety device according to a ninth aspect of the present invention, the excessive motion suppression region setting means is configured to notify a vehicle occupant of the point where the excessive motion suppression region is set.

  In the vehicle travel safety device according to claim 10, the excessive motion suppression region releasing means for canceling the excessive motion suppression region set by the excessive motion suppression region setting means in accordance with an operation of an occupant of the vehicle. It comprised so that it might be equipped with.

  In the vehicle travel safety device according to claim 1, when it is determined that there is a possibility of contact with the detected object, a contact avoidance support operation for supporting contact avoidance with the detected object is executed. In the vehicle travel safety device comprising the contact avoidance assisting means, the road data storage means for storing data of the road on which the vehicle travels, the position detection means for detecting the position of the vehicle, and the position detection means Excessive operation suppression region setting for setting a predetermined range of road data including the operating point of the contact avoidance support means as an excessive operation suppression region of the contact avoidance support means according to the operation of the vehicle occupant after the contact avoidance support means operates And the contact avoidance support means is configured to suppress the contact avoidance support operation when the vehicle travels in the set excessive motion suppression region. It is possible to suppress excessive operation of avoidance assistance means touch, it never feels troublesome operation of the contact avoidance assistance means occupant.

  In the vehicle travel safety device according to claim 2, the contact avoidance support means includes a plurality of contact avoidance support means, and a predetermined range of road data is determined according to the operation of the vehicle occupant. In addition to the effects described above, contact avoidance support according to the occupant's will, in addition to the above effects, is configured so as to be set together with the contact avoidance support means to be suppressed among the plurality of contact avoidance support means. The excessive operation of the means can be accurately suppressed.

  In the vehicle travel safety device according to claim 3, when the excessive operation suppression area setting means sets the excessive operation suppression area and the vehicle position detection accuracy is low, the excessive movement suppression area setting means Since the predetermined range set as the region is expanded, in addition to the above-described effect, the excessive operation of the contact avoidance support means can be reliably suppressed even at a point where the position detection accuracy is lowered.

  In the vehicle travel safety device according to claim 4, when the operation of the vehicle occupant is operated within a predetermined time after the operation of the contact avoidance support means, the predetermined location includes the point where the contact avoidance support means operates. In addition to the effects described above, even if the setting of the region as the excessive operation suppression region is delayed, the delay can be compensated.

  In the vehicle travel safety device according to claim 5, the predetermined range of road data is set as the excessive operation suppression region in accordance with the operation of the vehicle occupant regardless of the presence or absence of the operation of the contact avoidance support means. Since it comprised, in addition to the above-mentioned effect, the passenger | crew can set the excessive operation suppression area | region at arbitrary times.

  In the vehicle travel safety device according to the sixth aspect of the present invention, when the vehicle travels in the excessive motion suppression region, the contact avoidance support operation is stopped or difficult to execute. It is possible to reduce annoyance due to operation.

  The vehicle travel safety device according to claim 7 is configured to perform the contact avoidance support operation via at least one of the vehicle brake, steering, alarm device, and seat belt. Therefore, excessive operation can be suppressed optimally.

  In the vehicle travel safety device according to claim 8, when at least one of the predetermined range from the entrance or exit of the curve, the tunnel or the iron bridge, and the vicinity of the intersection is set as the excessive operation suppression region in the road data. Since the operation suppression amount of the contact avoidance support means is increased, it is possible to more reliably suppress excessive operation in an environment where excessive operation is likely to occur, in addition to the effects described above.

  In the vehicle travel safety device according to the ninth aspect of the present invention, since the vehicle operating safety device is configured to notify the vehicle occupant of the point where the excessive operation suppression region is set, in addition to the above-described effect, the occupant has the excessive operation suppression region. The set point can be easily grasped, and there is no inconvenience such as incorrect setting.

  In the vehicle travel safety device according to claim 10, the vehicle is provided with an excessive operation suppression region releasing unit that releases the excessive operation suppression region set by the excessive operation suppression region setting unit according to the operation of the vehicle occupant. Since it is configured, in addition to the above-described effects, it is possible to easily correct even if the excessive operation suppression region is set by mistake.

  The best mode for carrying out a vehicle travel safety device according to the present invention will be described below with reference to the accompanying drawings.

  FIG. 1 is a schematic diagram showing the overall travel safety device for a vehicle according to an embodiment of the present invention.

  In FIG. 1, reference numeral 10 denotes a vehicle travel safety device. The device 10 transmits the driving force of an internal combustion engine (shown as “ENG” in the figure, hereinafter referred to as “engine”) 12 to an automatic transmission (in the figure, “T / M ”) 14 is mounted on a vehicle (own vehicle, not shown) that transmits to drive wheels (not shown), a control device 16, a brake actuator 20, an EPS (Electric Power Steering) actuator 22, An alarm device 24 and a seat belt drive mechanism 25 are provided.

  The control device 16 includes a travel control unit 26, an engine control unit 30, a shift control unit 32, a brake control unit 34, an EPS control unit 36, and a seat belt control unit 38. All of these control units include a microcomputer and are configured to be able to communicate with each other.

  The travel control unit 26 functions as a contact avoidance support unit that performs a contact avoidance support operation, which will be described later. The engine control unit 30 and the shift control unit 32 control the operations of the engine 12 and the automatic transmission 14, but the operations of the engine control unit 30 and the shift control unit 32 are not directly related to the subject matter of the present application. Is omitted.

  The brake actuator 20 generates a braking pressure with a master back (not shown) that increases the depression force of a brake pedal (not shown) and the increased depression force, and passes through a brake hydraulic mechanism (not shown). It consists of a master cylinder (not shown) that operates brakes mounted on the drive wheels and driven wheels.

  The brake control unit 34 is connected to the brake actuator 20. In response to a command from the travel control unit 26, the brake control unit 34 performs automatic braking that operates the brake actuator 20 independently of the driver's (driver) brake pedal operation via the brake hydraulic mechanism. Is braked (decelerated).

  The EPS actuator 22 will be described by taking the case where the front wheel is a drive wheel as an example. The EPS actuator 22 reciprocates a rack (not shown) via a pinion to rotate the steering wheel (not shown) transmitted from a steering shaft or the like. In a mechanism for converting the front wheel through a tie rod (not shown), the motor is arranged on the rack.

  The EPS control unit 36 is connected to the EPS actuator 22. The EPS control unit 36 operates the EPS actuator 22 in accordance with a command from the travel control unit 26 to apply a steering torque to the driver.

  The alarm device 24 includes an audio speaker and an indicator (both not shown) installed near the driver's seat of the vehicle, and is connected to the travel control unit 26. The traveling control unit 26 activates the alarm device 24 to alert the driver through sound and vision.

  The seat belt drive mechanism 25 is installed in the driver's seat of the vehicle, is connected to a seat belt (not shown) worn by the driver, and drives the seat belt. The seat belt control unit 38 is connected to the seat belt driving mechanism 25 and adjusts the driving force to alert the driver.

  The traveling control unit 26 also warns the driver by operating the EPS actuator 22 via the EPS control unit 36 and rotating the steering wheel as necessary.

  In addition to the above, the device 10 includes sensors as shown.

  As will be described below, the photographing apparatus 40 includes a camera 40a formed of a CCD camera or a C-MOS camera and an image processing unit 40b. The camera 40a is disposed at a position in the vicinity of the rearview mirror on the vehicle interior side of the front window of the vehicle, and photographs the front in the traveling direction through the front window. The image processing unit 40b inputs an image obtained by photographing with the camera 40a, performs image processing such as filtering and binarization, generates image data, and outputs the image data to the traveling control unit 26.

  The radar device 42 includes a radar 42a such as a laser beam or a millimeter wave and a radar control unit 42b. The radar 42a is disposed in the nose portion of the vehicle body and transmits laser light and the like around the vehicle in the traveling direction in accordance with an instruction from the radar control unit 42b that operates according to a command from the travel control unit 26. The reflected signal generated by the reflection of the object existing around the vehicle is received and mixed with the transmission signal to generate a beat signal, which is output to the traveling control unit 26.

  The steering torque sensor 44 is disposed between the steering wheel and the EPS actuator 22 and generates an output corresponding to the direction and magnitude of the steering force (steering torque) input (operated) by the driver from the steering wheel.

  The steering angle sensor 46 is disposed in the vicinity of the steering shaft, and generates an output corresponding to the direction and magnitude of the steering angle input (operated) by the driver through the steering wheel.

  The yaw rate sensor 50 is disposed in the vicinity of the center of gravity of the vehicle, and generates an output corresponding to the yaw rate (rotational angular velocity) around the vertical axis (yaw axis) of the vehicle.

  The vehicle speed sensor 52 is disposed in the vicinity of a drive shaft (not shown) of the drive wheel, and outputs a pulse every predetermined rotation of the drive wheel. The output of the above-described sensor is also sent to the travel control unit 26, and the travel control component 26 detects the steering torque and the like from those input values, and counts the output of the vehicle speed sensor 52 to detect the vehicle speed.

  The device 10 further includes a navigation device 54. The navigation device 54 includes a current position detection unit 54a, a navigation processing unit 54b, a map data storage unit 54c, an input unit 54d, and a display unit 54e.

  The current position detecting unit 54a includes a positioning signal receiving unit 54a1 that receives a positioning signal such as a GPS (Global Positioning System) signal, and a gyro sensor that outputs a signal according to the orientation of the vehicle on the horizontal plane and the inclination angle with respect to the vertical direction. 54 a 2, and calculates the current position of the vehicle based on the received positioning signal or the autonomous navigation based on the output of the gyro sensor 54 a 2 and the vehicle speed sensor 52 described above.

  The map data storage unit 54c is composed of a storage medium such as a CD-ROM, and stores (stores) map (road) data such as the width of the road on which the vehicle runs and the position of the intersection. The input unit 54d includes a switch group including an excessive operation suppression switch (described later) and a keyboard, and the display unit 54e includes a display.

  The navigation processing unit 54b displays the current position of the vehicle obtained by the current position detection unit 54a in the map (road) data stored in the map data storage unit 54c or the position of the vehicle input to the input unit 54d, etc. To display. The navigation processing unit 54b and the travel control unit 26 are connected to be able to communicate with each other.

  FIG. 2 is a flowchart showing the operation of the travel control unit 26 in the device 10 shown in FIG. 1, more specifically, in the control device 16 of the device 10.

  In the following, in S10, an object (such as a preceding vehicle) around the vehicle (own vehicle) is detected based on the output of the imaging device 40 or the radar device 42, and the relative position and relative speed with respect to the vehicle are detected. Next, the process proceeds to S12, where the state of the vehicle is estimated by detecting the state of motion such as the speed and yaw rate of the vehicle.

  Next, in S14, the possibility of contact is determined from the relationship between the relative position with respect to the object, the relative speed, and the vehicle path. For example, as shown in FIG. 3, the vehicle 100 and the object 102 are based on the estimated predicted path of the vehicle (indicated by reference numeral 100) and the predicted path of the object 102 predicted from the change in the position of the object (indicated by reference numeral 102). Estimate the predicted position of the vehicle 100 and the predicted position of the object 102 at which the distance between them is zero, calculate the lap amount 104 thereof, and determine that there is a possibility of contact when the lap amount 104 is greater than or equal to a predetermined value. .

  Next, the process proceeds to S16, where it is determined whether or not there is a possibility of contact. When the determination is negative, the subsequent processing is skipped. When the determination is affirmative, the process proceeds to S18, and the contact avoidance support means, specifically, , One or more of the alarm device 24, the brake control unit 34, the EPS control unit 36, and the seat belt control unit 38 are operated.

  In the case of the alarm device 24, the contact avoidance support operation is an audio or visual alarm, and in the case of the brake control unit 34, the vehicle is decelerated by an automatic brake that operates the brake actuator 20. In the case of the EPS control unit 36, steering torque is applied to operate the EPS actuator 22, and in the case of the seat belt control unit 38, an alarm is generated by pulling in the seat belt via the seat belt driving mechanism 25. Although the display unit 54e of the navigation device 54 can be used, in this case, the display device 54e is the same as the alarm device 24.

  Next, in S20, the navigation processing unit 54b of the navigation device 54 is accessed to read the map (road) data stored in the map data storage unit 54c, and the process proceeds to S22, where the current position detection unit 54a is displayed on the map (road) data. The current position of the vehicle 100 obtained in the above is displayed on the display unit 54e.

  Next, in S24, the type and content of the means that performed the contact avoidance support operation (for example, an alarm by the alarm device 24) are displayed on the display unit 54e. As described above, the excessive operation suppression switch is provided in the input unit 54d.

  Next, in S26, it is determined whether or not the excessive operation suppression switch has been operated. It is assumed that the driver has operated (pressed) the excessive operation suppression switch because, for example, the same kind of contact avoidance support operation is repeated in the same place on the travel route commuting every day and the operation is excessive and annoying.

  In that case, it is determined in S26 that the excessive operation suppression switch has been operated by the driver, and the process proceeds to S28, where the current position on the map (road) data is set (registered) as an excessive operation suppression region, and the contact avoidance support means The type and content are also set (registered). If the result in S26 is NO, the subsequent processing is skipped.

  Supplementing the description of the setting of the excessive operation suppression region in S28, basically, the range of the excessive operation suppression region can be reset according to changes in conditions and environment.

  In a complicated traveling environment, the position of the vehicle 100 on the map data may be different from the actual position. For example, when the vehicle travels in a location where it is difficult to receive a positioning signal such as GPS under an overpass on a three-dimensional road and the position detection accuracy of the vehicle 100 is lowered, the display position may differ from the actual position. Therefore, when the position detection accuracy of the vehicle 100 is lowered in the excessive operation suppression region to be set, the excessive operation suppression region is expanded, for example, by increasing to 100 m when the normal region range is 50 m.

  Specifically, whether or not the position detection accuracy has decreased is specifically indicated in the road data by the position (latitude and longitude) of the vehicle 100 detected in S20 via the current position detection unit 54a of the navigation device 54. When it is away from the position by a predetermined value or more (when it is in an off-route state), it is determined that the position detection accuracy of the vehicle 100 is lowered.

  In addition, when the contact avoidance support means is operated, the driver may be distracted from being aware of the contact avoidance support operation itself and operating the excessive operation suppression switch. Therefore, when the driver operates the switch within a predetermined time (for example, 10 seconds) after the contact avoidance support means operates, a predetermined area including the point where the contact avoidance support means operates is set as an excessive operation suppression area. And

  For the convenience of the driver, it is desirable that the excessive operation suppression region can be set even when the contact avoidance support unit is not operating. Therefore, when an arbitrary point on the map data is specified in the navigation device 54 and the excessive operation suppression switch is operated by the driver, the specified point is the center regardless of whether the contact avoidance support means is operating. A predetermined range to be set is set as an excessive operation suppression region.

  In addition, when the road environment is changed due to traffic maintenance or the like when it is set by mistake, the navigation device 54 specifies an arbitrary point on the map data and operates the appropriate switch by the driver (occupant) In response to the operation, the setting of the excessive operation suppression area can be canceled.

  In addition, in the map data, a predetermined range from the entrance or exit of the curve, specifically the guardrail or roadside object, inside the tunnel or iron bridge, specifically the outer wall or inner wall of the tunnel entrance, the iron bar reinforcing bar or fence, and the vicinity of the intersection Specifically, when at least one of the pedestrian bridge and the traffic light is set as the excessive operation suppression region, the operation suppression amount of the contact avoidance support means is increased.

  Note that when the vehicle 100 travels in the set excessive motion suppression region, the driver is notified through the display device 54e of the navigation device 54 and the like.

  FIG. 4 is a flowchart showing an operation executed by the traveling control unit 26 in parallel with FIG.

  Explained below, in S100, it is determined whether or not the vehicle 100 is traveling on a road in which an excessive operation suppression region is set. When the result in S100 is affirmative, the process proceeds to S102, and it is determined whether or not the set contact avoidance support means is in a situation to operate.

  When the result is affirmative in S102, the process proceeds to S104, and the operation of the contact avoidance support unit is suppressed. Hereinafter, suppression of operation will be described for each type of contact avoidance support means.

  The operation of the brake control unit 34 will be described as a suppression method. Specifically, when the automatic brake itself is not used or the target deceleration of the brake control is normally 0.2 [G], it is set to 0.1 [G] or less (G: value corresponding to the gravitational acceleration g) ). Alternatively, when the timing for performing the brake control is 3.0 [sec] before the normal collision prediction time, it is set 1.0 [sec] before.

  The operation of the EPS control unit 36 will be described as a suppression method. That is, when no steering (steering) torque is applied or the target lateral acceleration of the steering control is normally 0.2 [G], it is set to 0.1 [G] or less.

  The operation of the alarm device 24 will be described. As a suppression method, when the alarm device 24 is not operated, or when the alarm volume is normally 50 [db], it is set to 20 [db]. If the alarm timing is 3.0 [sec] before the normal collision prediction time, the alarm timing is set to 1.0 [sec]. When the alarm sound is normally 10 [Hz], it is set to 1 [Hz]. The same applies when the display unit 54e of the navigation device 54 is used as an alarm.

  The operation of the seat belt control unit 38 will be described. As a suppression method, the operation is not performed, or when the control amount is normally 10 [A], 2 [A] is set. Alternatively, if the alarm timing is 3.0 [sec] before the normal collision prediction time, the alarm timing is set to 1.0 [sec]. When the control interval is normally 10 [Hz], it is set to 1 [Hz].

  As described above, the suppression of the contact avoidance support operation means that the corresponding means is not operated or is difficult to operate so that the driver does not feel uncomfortable.

  If the result in S100 or S102 is NO, the process proceeds to S106, and the operation of the contact avoidance support means is not suppressed. Therefore, in that case, the contact avoidance support means performs a normal operation.

  As described above, in the vehicle travel safety device according to this embodiment, map (road) data on which the vehicle 100 travels is stored, and a predetermined range of the map data is set in accordance with a driver (occupant) operation of the vehicle 100. The contact avoidance support means is configured to suppress the contact avoidance support operation when the vehicle 100 travels in the set excessive operation suppression area. The excessive operation of the contact avoidance support means can be suppressed according to the intention, and the driver does not feel bothered by the operation of the contact avoidance support means.

  The contact avoidance support means includes a plurality of contact avoidance support means. When a predetermined range of the map data is set as an excessive operation suppression area of the contact avoidance support means according to the operation of the driver of the vehicle 100, a plurality of contact avoidance support means are provided. In addition to the above-described effects, the contact avoidance support means can be appropriately operated according to the driver's intention. Can be suppressed.

  In addition, when the vehicle position detection accuracy is reduced in the excessive operation suppression region, the excessive operation suppression region is configured to be enlarged. Therefore, in addition to the above-described effects, the contact avoidance support unit Excessive operation can be reliably suppressed.

  In addition, when the driver of the vehicle 100 is operated within a predetermined time after the contact avoidance support unit operates, a predetermined region including the point where the contact avoidance support unit operates is set as an excessive operation suppression region. Since it comprised, in addition to the above-mentioned effect, even if it delays setting as an excessive operation | movement suppression area | region, the delay can be compensated.

  Further, since the predetermined range of the map data is set as the excessive operation suppression region in accordance with the operation of the driver of the vehicle 100 regardless of the presence or absence of the operation of the contact avoidance support means, in addition to the above effects, the driver Can set an excessive operation suppression region at any time.

  In addition, when the vehicle 100 travels in the excessive operation suppression region, the contact avoidance support operation is stopped or is difficult to execute. Therefore, in addition to the effects described above, it is possible to reduce annoyance due to the excessive operation.

  Further, since the contact avoidance support operation is executed through at least one of the brake, steering, alarm device 24 and seat belt of the vehicle 100, in addition to the above-described effects, the excessive operation can be optimally suppressed. .

  Further, in the map data, when at least one of a predetermined range from the entrance or exit of the curve, in the tunnel or the iron bridge, and in the vicinity of the intersection is set as the excessive operation suppression region, the operation suppression amount of the contact avoidance support means is increased. Since it comprised, in addition to the above-mentioned effect, it becomes possible to suppress more reliably the excessive operation | movement in the environment where an excessive operation | movement tends to occur.

  In addition to the above-described effect, the driver easily grasps the point where the excessive operation suppression region is set because the driver is notified of the point where the excessive operation suppression region is set. For example, there is no inconvenience such as erroneous setting.

  In addition, since the set excessive operation suppression area is configured to be released in accordance with the operation of the vehicle occupant, in addition to the effects described above, even if the excessive operation suppression area is erroneously set, it can be easily corrected. Is possible.

  As described above, in this embodiment, the object detection means (the photographing device 40, the radar device 42, the travel control unit 26, S10) for detecting an object existing around the vehicle (own vehicle) 100, and the vehicle The contact possibility to determine the possibility of contact with the detected object based on the detected motion state and the motion state detection means (yaw rate sensor 50, travel control unit 26, S12) for detecting the motion state of When it is determined that there is a possibility of contact between the determination means (S14) and the detected object, contact avoidance support means for executing a contact avoidance support operation for supporting contact avoidance with the detected object ( In a vehicle travel safety device 10 having an alarm device 24, a brake control unit 34, an EPS control unit 36, and a seat belt control unit 38, S18), data on the road on which the vehicle 100 travels (ground Data) for road data storage (navigation device 54, map data storage unit 54c, S20), position detection means for detecting the position of the vehicle (current position detection units 54a, S22 of navigation device 54), The contact avoidance support means according to the operation of the vehicle occupant after the contact avoidance support means operates the predetermined range of the road data including the operation point of the contact avoidance support means detected by the position detection means. And an excessive motion suppression region setting means (S24 to S28) for setting as an excessive motion suppression region, and the contact avoidance support means when the vehicle travels in the set excessive motion suppression region. The operation is suppressed (S100 to S104).

  The contact avoidance support means includes a plurality of contact avoidance support means (alarm device 24, brake control unit 34, EPS control unit 36, seat belt control unit 38), and the excessive operation suppression region setting unit includes When a predetermined range of the road data is set as an excessive operation suppression region of the contact avoidance support means according to the operation of the vehicle 100 occupant, the contact avoidance support means to be suppressed among the plurality of contact avoidance support means And setting (S28).

  Further, when the excessive operation suppression region is set, the excessive operation suppression region setting means sets the predetermined range set as the excessive operation suppression region when the position detection accuracy of the vehicle 100 is lowered. (S28).

  The excessive motion suppression area setting unit includes a predetermined point including a point where the contact avoidance support unit operates when an operation of the vehicle occupant is performed within a predetermined time after the contact avoidance support unit operates. The area is set as the excessive operation suppression area (S28).

  Further, the excessive movement suppression area setting means sets a predetermined range of the road data as the excessive movement suppression area in accordance with the operation of the occupant of the vehicle 100 regardless of the presence or absence of the operation of the contact avoidance support means. (S28).

  Further, the contact avoidance support means is configured to stop or make it difficult to execute the contact avoidance support operation when the vehicle travels in the excessive operation suppression region (S100 to S104).

  The contact avoidance support means includes a brake (brake actuator 20, brake control unit 34), steering (EPS actuator 22, EPS control unit 36), alarm device 24 and seat belt (seat belt drive mechanism 25, seat). The contact avoidance support operation is executed via at least one of the belt control unit 38) (S104, S106).

  Further, the contact avoidance support means is configured to avoid the contact avoidance when at least one of a predetermined range from a curve entrance or exit, a tunnel or an iron bridge, and the vicinity of an intersection is set as the excessive operation suppression region in the road data. The operation suppression amount of the support means is increased (S28).

  Further, the excessive operation suppression region setting means is configured to notify a passenger of the vehicle 100 of a point where the excessive operation suppression region is set.

  Further, the excessive operation suppression region set by the excessive operation suppression region setting unit is configured to include an excessive operation suppression region releasing unit (S24 to S28) that cancels the operation according to the operation of the occupant of the vehicle 100.

  In the above, the steering shaft is mechanically connected to the front wheels (drive wheels) via the rack and pinion mechanism, and the EPS actuator (electric motor) 22 is disposed on the rack to assist the steering. A steer-by-wire system in which the mechanical connection between the steering shaft and the front wheels is cut off may be used.

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 is a schematic diagram showing an overall traveling safety device for a vehicle according to an embodiment of the present invention. It is a flowchart which shows operation | movement of the apparatus shown in FIG. 2 is an explanatory diagram showing the positional relationship between the vehicle (own vehicle) and the object, explaining the contact possibility determination process of the flow chart. 3 is a flow chart showing the operation of the apparatus shown in FIG. 1 that is executed in parallel with the process shown in FIG. 2.

Explanation of symbols

  DESCRIPTION OF SYMBOLS 10 Vehicle travel safety device, 16 Control device, 20 Brake actuator, 22 EPS actuator, 24 Alarm device, 25 Seat belt drive mechanism, 26 Travel control unit, 34 Brake control unit, 36 EPS control unit, 38 Seat belt control unit, 40 imaging device, 42 radar device, 44 steering torque sensor, 46 steering angle sensor, 50 yaw rate sensor, 52 vehicle speed sensor, 54 navigation device, 54a current position detection unit, 54b navigation processing unit, 54c map data storage unit, 54d input unit 54e Display unit, 100 vehicle (own vehicle), 102 object

Claims (10)

  The possibility of contact with the detected object based on the detected motion state, the object detection means for detecting an object existing around the vehicle, the motion state detection means for detecting the motion state of the vehicle, and Contact avoidance support for executing a contact avoidance support operation for supporting contact avoidance with the detected object when it is determined that there is a possibility of contact with the detected object and the detected object A road data storage means for storing data of a road on which the vehicle travels, a position detection means for detecting the position of the vehicle, and the position detected by the position detection means. Excessive operation suppression of the contact avoidance support means according to the operation of the vehicle occupant after the contact avoidance support means operates over a predetermined range of the road data including the operating point of the contact avoidance support means. And an excessive motion suppression region setting unit that sets the region, and the contact avoidance support unit suppresses the contact avoidance support operation when the vehicle travels in the set excessive motion suppression region. A vehicle travel safety device.   The contact avoidance support means includes a plurality of contact avoidance support means, and the excessive motion suppression area setting means sets the predetermined range of the road data to an excess of the contact avoidance support means in accordance with an operation of a vehicle occupant. 2. The vehicle travel safety device according to claim 1, wherein when the operation suppression area is set, the vehicle travel safety apparatus is set together with the contact avoidance support means to be suppressed among the plurality of contact avoidance support means.   The excessive motion suppression region setting means expands the predetermined range set as the excessive motion suppression region when the excessive motion suppression region is set and the vehicle position detection accuracy is low. The travel safety device for a vehicle according to claim 1 or 2.   The excessive operation suppression area setting means includes a predetermined area including a point where the contact avoidance support means operates when an operation of the vehicle occupant is performed within a predetermined time after the contact avoidance support means operates. The travel safety device for a vehicle according to claim 1, wherein the travel safety device is set as the excessive operation suppression region.   The excessive movement suppression area setting means sets a predetermined range of the road data as the excessive movement suppression area according to the operation of the vehicle occupant regardless of whether the contact avoidance support means is operating. The travel safety device for a vehicle according to any one of claims 1 to 4.   The said contact avoidance assistance means stops the said contact avoidance assistance operation | movement, or makes it difficult to perform when the said vehicle drive | works the said excessive operation suppression area | region. Vehicle travel safety device.   The said contact avoidance assistance means performs the said contact avoidance assistance operation | movement via at least any one of the brake of the said vehicle, steering, a warning device, and a seatbelt. Vehicle travel safety device.   The contact avoidance support means, when at least one of a predetermined range from the entrance or exit of a curve, a tunnel or an iron bridge, and the vicinity of an intersection is set as the excessive operation suppression area in the road data, the contact avoidance support means The vehicle travel safety device according to any one of claims 1 to 7, wherein an amount of movement suppression is increased.   The travel safety device for a vehicle according to any one of claims 1 to 8, wherein the excessive operation suppression region setting means notifies a passenger of the vehicle of a point where the excessive operation suppression region is set.   10. The vehicle according to claim 1, further comprising: an excessive operation suppression region releasing unit that releases the excessive operation suppression region set by the excessive operation suppression region setting unit in accordance with an operation of an occupant of the vehicle. A vehicle travel safety device according to claim 1.

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