JP2008265468A - Travel supporting apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To reduce a feeling of the incompatibility of a driver against collision avoidance control. <P>SOLUTION: An avoidance operating state decision means 27 decides whether or not a collision avoiding operation performed by a driver to avoid a collision with an obstacle is intentional or reflective collision avoiding operation, and an avoidance support quantity determination means 28 determines the controlled variable of its own vehicle for avoiding the collision with the obstacle based on the decision result of the avoidance operation state decision means 27, and controls a brake control unit and a steering control unit to avoid the collision with the obstacle according to the determined controlled variables. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a travel support device for avoiding a collision between a vehicle and an obstacle.

Conventionally, a traveling safety device that estimates the possibility of a collision between the host vehicle and an oncoming vehicle and controls the steering means or the braking unit of the host vehicle so as to avoid a collision with the oncoming vehicle based on the estimation result is known. (See Patent Document 1).
JP 2006-298294 A

  Conventional travel safety devices perform collision avoidance control based on the possibility of collision with an oncoming vehicle, and do not consider the situation of the collision avoidance operation of the host vehicle by the driver. Therefore, according to the conventional travel safety device, when the driver intentionally performs a collision avoidance operation in order to avoid a collision with the oncoming vehicle during the operation of the travel safety device, the collision avoidance by the travel safety device is avoided. When the operation is different from the collision avoidance operation of the driver, the driver may feel uncomfortable with the collision avoidance control by the traveling safety device.

  The present invention has been made to solve the above problems, and an object of the present invention is to provide a driving support device that can reduce the driver's uncomfortable feeling with respect to the collision avoidance control.

  In order to solve the above-described problem, the driving support device according to the present invention determines whether the operation performed by the driver is intentional or reflective collision avoidance operation, and based on the determination result, the obstacle A control amount of the host vehicle for avoiding a collision with the vehicle is determined, and the traveling of the host vehicle is controlled so as to avoid a collision with an obstacle according to the determined control amount.

  According to the driving support apparatus according to the present invention, the collision avoidance operation is executed in consideration of the situation of the driver's collision avoidance operation, so that the driver's uncomfortable feeling with respect to the collision avoidance control can be reduced.

  Hereinafter, a configuration of a vehicle to which a driving support device according to the present invention is applied and a flow of driving support processing (collision avoidance operation) will be described with reference to the drawings.

[Vehicle configuration]
First, with reference to FIG. 1 and FIG. 2, the structure of the vehicle 1 to which the driving assistance apparatus which concerns on this invention is applied is demonstrated.

  As shown in FIG. 1, a vehicle 1 to which the driving support apparatus according to the present invention is applied includes a brake pedal 2, a booster 3, a master cylinder 4, and wheel cylinders 5 a and 5 b provided for each wheel as a drive system. 5c, 5d, an accelerator pedal 6 and a steering wheel 7 are provided. The master cylinder 4 increases the brake fluid pressure in accordance with the depression amount of the brake pedal 2 amplified and output by the booster 3, and supplies the brake fluid pressure to the wheel cylinders 5a, 5b, 5c, and 5d. The wheel cylinders 5 a, 5 b, 5 c, 5 d perform braking control of each wheel according to the braking hydraulic pressure supplied from the master cylinder 4. The accelerator pedal 6 outputs accelerator opening information corresponding to the depression amount.

  As shown in FIG. 1, the vehicle 1 includes a laser radar 8, a camera 9, a steering angle sensor 10, and a vehicle speed sensor 11 as a detection system. The laser radar 8 emits a laser beam in front of the vehicle, receives light reflected from the obstacle by a light receiving system, and detects a time difference between the laser emission time and the light reception time of the reflected light, so that the vehicle 1 and the obstacle are detected. Measure the distance between and the position of the obstacle. The camera 9 captures an image in front of the vehicle 1 and detects surrounding environment information such as surrounding vehicles and road environment. The steering angle sensor 10 detects the steering angle and steering angular velocity of the steering 7. The vehicle speed sensor 11 detects the speed of the vehicle 1. Note that the vehicle 1 may include a detection device that detects a driving state value of the driver, such as a driver's line of sight movement, pupil diameter, posture, myoelectricity of each part of the body, and a heartbeat waveform. In addition, the vehicle 1 may include a detection device that detects the yaw angle, front / rear / left / right G of the vehicle 1.

  As shown in FIG. 1, the vehicle 1 includes a brake control unit 12, a steer control unit 13, and a main control unit 14 as a control system. The brake control unit 12 controls the brake fluid pressure supplied to the wheel cylinders 5a, 5b, 5c, 5d. The steering control unit 13 controls the steering angle and torque of the steering 7. The main control unit 14 is constituted by a microcomputer, and controls the drive system based on information detected by the detection system.

  In the present embodiment, the main control unit 14 causes the collision avoidance limit time calculation means 21, the obstacle avoidance execution determination means 22, and the avoidance route candidate calculation as shown in FIG. Functions as means 23, avoidance operation detection means 24, avoidance operation order detection means 25, avoidance operation reaction time calculation means 26, avoidance operation state determination means 27, avoidance support amount determination means 28, and obstacle avoidance end determination means 29. .

  In the intersection state detection apparatus having such a configuration, the main control unit 14 avoids the vehicle 1 from colliding with an obstacle by executing the following driving support process. Hereinafter, the operation of the main control unit 14 when executing the driving support process will be described with reference to the flowchart shown in FIG.

[Driving support processing]
The flowchart shown in FIG. 3 starts when the obstacle is detected in front of the vehicle 1 by the laser radar 8 and the camera 9, and the driving support process proceeds to step S1.

  In the process of step S 1, the collision avoidance limit time calculation means 21 uses the distance between the vehicle 1 and the obstacle detected by the laser radar 8 and the speed of the vehicle 1 detected by the vehicle speed sensor 11. The time from when the vehicle 1 is detected until the vehicle 1 collides with the obstacle is calculated as the collision avoidance limit time Tx. The collision avoidance limit time Tx may be calculated using the relative speed of the vehicle 1 with respect to the obstacle instead of the speed of the vehicle 1. In the present embodiment, the collision avoidance limit time Tx at the time when the obstacle is detected is calculated, but the collision avoidance limit time Tx at the time when the driver executes the first collision avoidance operation (described later in detail) is calculated. May be. Thereby, the process of step S1 is completed and a driving assistance process progresses to the process of step S2.

  In the process of step S2, the obstacle avoidance execution determination means 22 determines whether or not the collision avoidance limit time Tx calculated by the process of step S1 is equal to or less than a predetermined threshold Tx0, so that the vehicle 1 becomes an obstacle. It is determined whether or not it is necessary to perform control (obstacle avoidance control) for avoiding a collision. As a result of the determination, when the collision avoidance limit time Tx is equal to or longer than the predetermined threshold Tx0, the obstacle avoidance execution determining means 22 has a time margin until the vehicle 1 collides with the obstacle, and the obstacle avoidance control is performed. It is determined that there is no need to carry out, and the driving support process is terminated. On the other hand, when the obstacle avoidance limit time Tx is equal to or less than the predetermined threshold Tx0, the obstacle avoidance execution determination means 22 has no time margin until the vehicle 1 collides with the obstacle, and the obstacle avoidance control is performed. Is determined to be necessary, and the driving support process proceeds to the process of step S3.

  In the process of step S 3, the avoidance route candidate calculation unit 23 refers to the surrounding environment information such as the surrounding vehicle and road environment detected by the camera 9 and the position information of the obstacle detected by the laser radar 8. A plurality of avoidance route candidates for avoiding the collision are calculated, and the brake fluid pressure and the steering angle values necessary for following the route are output as recommended operation amounts for each candidate. Thereby, the process of step S3 is completed and a driving assistance process progresses to the process of step S4.

  In the process of step S4, the avoidance operation detection means 24 detects the content of the collision avoidance operation performed by the driver to avoid a collision with an obstacle (avoidance operation detection process), and the avoidance operation order detection means 25 detects the collision. Detect the execution order of avoidance operations. The details of the avoidance operation detection process will be described later with reference to the flowchart shown in FIG. Thereby, the process of step S4 is completed and a driving assistance process progresses to the process of step S5.

  In the process of step S5, as shown in FIG. 5, the avoidance operation reaction time calculation means 26 calculates the time from when the obstacle is detected in front of the vehicle 1 until the driver executes the collision avoidance operation. It calculates for every collision avoidance operation, and calculates the time between collision avoidance operations as reaction time between avoidance operations using the calculated time. Thereby, the process of step S5 is completed and the driving support process proceeds to the process of step S6.

  In the process of step S6, the avoidance operation state determination means 27 uses the collision avoidance limit time Tx, the execution order of the collision avoidance operations, and the reaction time between avoidance operations to reflect the collision avoidance operation performed by the driver reflexively or It is determined whether the operation is an intentional avoidance operation (avoidance operation determination process). The details of the avoidance operation determination process will be described later with reference to the flowchart shown in FIG. Thereby, the process of step S6 is completed and the driving support process proceeds to the process of step S7.

  In the process of step S7, the avoidance operation state determination means 27 determines whether the collision avoidance operation performed by the driver based on the process result of step S6 is a reflective or intentional avoidance operation. As a result of the determination, if the collision avoidance operation performed by the driver is a reflective avoidance operation, the avoidance operation state determination means 27 advances the travel support process to the process of step S8. On the other hand, when the collision avoidance operation performed by the driver is an intentional avoidance operation, the avoidance operation state determination unit 27 advances the travel support process to the process of step S9.

  In the process of step S8, the avoidance support amount determination means 28 selects an avoidance path that is optimal for avoiding a collision with an obstacle from the avoidance paths calculated by the process of step S3. The brake control unit 12 and the steer control unit 13 are controlled so as to be close to or equal to the recommended operation amount corresponding to the selected avoidance route. Thereby, the process of step S8 is completed and a driving assistance process progresses to the process of step S10.

  In the process of step S9, the avoidance support amount determination means 28 controls the brake control unit 12 and the steer control unit 13 so that the operation amount of the vehicle 1 is close to or equal to the operation amount of the driver. Thereby, the process of step S9 is completed and a driving assistance process progresses to the process of step S10.

  In the process of step S10, the obstacle avoidance end determination means 29 determines whether the collision avoidance limit time is equal to or less than a predetermined threshold or whether the vehicle speed of the vehicle 1 is zero, thereby It is determined whether or not the collision avoidance operation has been completed. If the collision avoidance operation with the obstacle is not completed as a result of the determination, the obstacle avoidance termination determining means 29 returns the driving support process to the process of step S7. On the other hand, when the collision avoidance operation with the obstacle is completed, the obstacle avoidance termination determination unit 29 ends the series of driving support processes.

  As is clear from the above description, in the driving support process of the present embodiment, the collision avoidance operation performed by the avoidance operation state determination unit 27 in order for the driver to avoid a collision with an obstacle is intentional or reflective. The avoidance support amount determination means 28 determines the control amount of the host vehicle for avoiding the collision with the obstacle based on the determination result of the avoidance operation state determination means 27. Since the brake control unit 12 and the steer control unit 13 are controlled so as to avoid a collision with an obstacle according to the determined control amount, a collision avoidance control according to the operation state of the driver is realized, and the driving for the collision avoidance control is realized. It is possible to reduce a person's uncomfortable feeling.

  It should be noted that when the operation amount of the vehicle 1 is brought close to the recommended operation amount or the driver's operation amount in the processing of steps S8 and S9, the collision avoidance limit time and the complexity of the collision avoidance situation (for example, until the vehicle collides with an obstacle). The control amounts of the brake control unit 12 and the steer control unit 13 may be weighted according to the short time and the complexity of the avoidance path for avoiding collision with an obstacle). According to such processing, collision avoidance control can be performed in consideration of the collision avoidance environment and urgency.

[Avoidance operation detection process]
Next, the operation of the avoidance operation detection means 24 when executing the avoidance operation detection process in step S4 will be described with reference to the flowchart shown in FIG.

  The flowchart shown in FIG. 4 starts at the timing when the process of step S3 is completed, and the avoidance operation detection process proceeds to the process of step S11.

  In the process of step S11, the avoidance operation detection unit 24 determines whether or not the depression amount or the depression speed of the accelerator pedal 6 is equal to or greater than a predetermined threshold value. As a result of the determination, when the depression amount or the depression speed of the accelerator pedal 6 is equal to or greater than a predetermined threshold value, the avoidance operation detection means 24 performs a collision avoidance operation in order to avoid a collision with an obstacle as a process of step S12. After determining that the acceleration avoidance operation for depressing the accelerator pedal 6 has been performed, the avoidance operation detection process proceeds to the process of step S13. On the other hand, when the depression amount or the depression speed of the accelerator pedal 6 is not equal to or greater than the predetermined threshold, the avoidance operation detection unit 24 advances the avoidance operation detection process to the process of step S13.

  In the process of step S13, the avoidance operation detection means 24 determines whether or not the accelerator opening is zero or the accelerator off speed is equal to or greater than a predetermined threshold. As a result of the determination, when the accelerator opening is zero or the accelerator off speed is equal to or greater than a predetermined threshold, the avoidance operation detecting means 24 performs a collision avoidance operation in order to avoid a collision with an obstacle as a process of step S14. After determining that the accelerator-off avoiding operation for removing the foot from the accelerator has been performed, the avoiding operation detection process proceeds to the process of step S15. On the other hand, when the accelerator opening is zero or the accelerator off speed is not equal to or greater than the predetermined threshold, the avoidance operation detection unit 24 advances the avoidance operation detection process to the process of step S15.

  In the process of step S15, the avoidance operation detection unit 24 determines whether or not the depression amount or the depression speed of the brake pedal 2 is equal to or greater than a predetermined threshold value. As a result of the determination, when the depression amount or the depression speed of the brake pedal 2 is equal to or greater than a predetermined threshold, the avoidance operation detection unit 24 performs the collision avoidance operation in order to avoid the collision with the obstacle as the process of step S16. After determining that the braking avoidance operation for depressing the brake pedal 2 has been performed, the avoidance operation detection process proceeds to the process of step S17. On the other hand, when the depression amount or the depression speed of the brake pedal 2 is not equal to or greater than the predetermined threshold value, the avoidance operation detection unit 24 advances the avoidance operation detection process to the process of step S17.

  In step S17, the avoidance operation detection unit 24 determines whether the steering angle is not zero or the steering angular velocity is equal to or greater than a predetermined threshold. As a result of the determination, if the steering angle is zero or the steering angular velocity is not equal to or greater than the predetermined threshold value, the avoidance operation detection unit 24 ends the series of avoidance operation detection processes. On the other hand, if the steering angle is not zero or the steering angular velocity is greater than or equal to a predetermined threshold value, the avoidance operation detection means 24 performs a steering operation as a collision avoidance operation in order to avoid a collision with an obstacle as a process of step S18. After determining that the steering avoidance operation for steering 7 is performed, the series of avoidance operation detection processing ends.

  As is clear from the above description, in the avoidance operation detection process of the present embodiment, the avoidance operation detection means 24 is the depression amount or depression speed of the accelerator pedal 6, the depression amount or depression speed of the accelerator pedal 6, the accelerator opening degree or Using the accelerator off speed, the amount or speed of depression of the brake pedal 2, and the steering angle or steering angular speed of the steering wheel 7, the content of the collision avoidance operation performed by the driver to avoid a collision with an obstacle is determined. Therefore, collision avoidance control according to the driver's collision avoidance operation can be executed.

[Avoidance operation determination process]
Next, the operation of the avoidance operation state determination unit 27 according to the first to third embodiments when executing the avoidance operation state determination process in step S6 will be described with reference to the flowcharts shown in FIGS. To do.

[First Embodiment]
First, the operation of the avoidance operation state determination unit 27 according to the first embodiment will be described with reference to the flowchart shown in FIG.

  The flowchart shown in FIG. 6 starts at the timing when the process of step S5 is completed, and the avoidance operation state determination process proceeds to the process of step S21.

  In the process of step S21, the avoidance operation state determination unit 27 determines whether or not the collision avoidance limit time Tx is equal to or less than a predetermined threshold Tx0. If the collision avoidance limit time Tx is not equal to or less than the predetermined threshold Tx0 as a result of the determination, the avoidance operation state determination unit 27 advances the avoidance operation state determination process to the process of step S28. On the other hand, if the collision avoidance limit time Tx is equal to or shorter than the predetermined threshold Tx0, the avoidance operation state determination unit 27 advances the avoidance operation state determination process to the process of step S22.

  In the process of step S22, the avoidance operation state determination unit 27 determines whether or not the collision avoidance operation first performed by the driver is an accelerator off avoidance operation. As a result of the determination, if the collision avoidance operation first performed by the driver is an accelerator off avoidance operation, the avoidance operation state determination means 27 advances the avoidance operation state determination process to the process of step S28. On the other hand, when the collision avoidance operation performed first by the driver is not the accelerator off avoidance operation, the avoidance operation state determination means 27 advances the avoidance operation state determination process to the process of step S23.

  In the process of step S23, the time Tas from when the avoidance operation state determination unit 27 performs the accelerator-off avoidance operation until the steering avoidance operation starts and the time from when the accelerator-off avoidance operation starts until the braking avoidance operation starts. Tab is calculated. Thereby, the process of step S23 is completed, and the avoidance operation state determination process proceeds to the process of step S24.

  In the process of step S24, whether or not the time Tas from when the avoidance operation state determination means 27 performs the accelerator off avoidance operation calculated by the process of step S23 until the steering avoidance operation starts is equal to or less than a predetermined threshold value Tas0. Is determined. As a result of the determination, if the time Tas from when the accelerator off avoidance operation is performed until the steering avoidance operation starts is equal to or less than the predetermined threshold value Tas0, the avoidance operation state determination means 27 performs the avoidance operation state determination process in step S26. Proceed to On the other hand, if the time Tas from when the accelerator off avoidance operation is performed to when the steering avoidance operation starts is not less than or equal to the predetermined threshold value Tas0, the avoidance operation state determination means 27 advances the avoidance operation state determination process to the process of step S25. .

  In the process of step S25, is the time Tab from when the avoidance operation state determination means 27 performs the accelerator-off avoidance operation calculated by the process of step S23 until the braking avoidance operation is started is equal to or less than a predetermined threshold value Tab0? Determine whether or not. As a result of the determination, if the time Tab from when the accelerator-off avoiding operation is performed to when the braking avoiding operation is started is equal to or less than the predetermined threshold value Tab0, the avoiding operation state determining unit 27 performs the avoiding operation state determining process in step S26. Proceed to processing. On the other hand, if the time Tab from when the accelerator-off avoidance operation is performed until the braking avoidance operation is started is not less than or equal to the predetermined threshold value Tab0, the avoidance operation state determination unit 27 changes the avoidance operation state determination process to the process of step S27. Proceed.

  In the process of step S26, the avoidance operation state determination unit 27 determines that the appearance state of the obstacle is an urgent situation, and the collision avoidance operation performed by the driver is a reflective avoidance operation. Thereby, the process of step S26 is completed and a series of avoidance operation state determination processes are complete | finished.

  In the process of step S27, the avoidance operation state determination means 27 determines that the driver is not performing the collision avoidance operation. Thereby, the process of step S27 is completed and a series of avoidance operation state determination processes are complete | finished.

  In the process of step S28, the avoidance operation state determination unit 27 determines that the collision avoidance operation performed by the driver is an intentional avoidance operation, and the appearance state of the obstacle is not an emergency situation. Thereby, the process of step S28 is completed and a series of avoidance operation state determination processes are complete | finished.

  As is clear from the above description, in the avoidance operation state determination process according to the first embodiment, the content of the collision avoidance operation performed by the avoidance operation detection unit 24 in order for the driver to avoid a collision with an obstacle. The avoidance operation order detection means 25 detects the execution order of the collision avoidance operations detected by the avoidance operation detection means 24, and the avoidance operation reaction time calculation means 26 is detected by the avoidance operation detection means 24. The time between collision avoidance operations is calculated as the reaction time between avoidance operations, and the avoidance operation state determination means 27 is determined by the driver according to the content of the collision avoidance operation performed first by the driver and the reaction time between avoidance operations. Since it is determined whether the performed collision avoidance operation is intentional or reflective avoidance operation, collision avoidance control according to the content and execution timing of the collision avoidance operation of the driver can be executed.

  Further, in this avoidance operation state determination process, the avoidance operation state determination means 27 performs the operation until the start of the steering avoidance operation after the first collision avoidance operation performed by the driver and the accelerator off avoidance operation. If the time Tas from the time Tas or the accelerator-off avoidance operation to the start of the brake avoidance operation is equal to or less than a predetermined time, the operation performed by the driver is determined to be a reflective collision avoidance operation. It is possible to execute collision avoidance control in consideration of the urgency when an obstacle appears.

[Second Embodiment]
Next, the operation of the avoidance operation state determination unit 27 according to the second embodiment will be described with reference to the flowchart shown in FIG.

  The flowchart shown in FIG. 7 starts at the timing when the process of step S5 is completed, and the avoidance operation state determination process proceeds to the process of step S31.

  In the process of step S31, the avoidance operation state determination unit 27 determines whether or not the collision avoidance limit time Tx is equal to or less than a predetermined threshold Tx0. If the collision avoidance limit time Tx is not equal to or less than the predetermined threshold Tx0 as a result of the determination, the avoidance operation state determination unit 27 advances the avoidance operation state determination process to the process of step S35. On the other hand, when the collision avoidance limit time Tx is equal to or shorter than the predetermined threshold Tx0, the avoidance operation state determination unit 27 advances the avoidance operation state determination process to the process of step S32.

  In the process of step S32, the avoidance operation state determination unit 27 detects the driver's driving state values such as the driver's line of sight movement, pupil diameter, posture, myoelectricity of each part of the body, and heartbeat waveform. Thereby, the process of step S32 is completed, and the avoidance operation state determination process proceeds to the process of step S33.

  In the process of step S33, the avoidance operation state determination unit 27 determines whether or not the driving state value detected by the processing of step S32 is equal to or greater than a predetermined threshold value set in advance for each driving state. If the driving state value is not equal to or greater than the predetermined threshold as a result of the determination, the avoidance operation state determination unit 27 advances the avoidance operation state determination process to the process of step S35. On the other hand, if the driving state value is equal to or greater than the predetermined threshold, the avoidance operation state determination unit 27 advances the avoidance operation state determination process to the process of step S34.

  In the process of step S34, the avoidance operation state determination unit 27 determines that the collision avoidance operation performed by the driver is a reflective avoidance operation. Thereby, the process of step S34 is completed and a series of avoidance operation state determination processes are complete | finished.

  In the process of step S35, the avoidance operation state determination unit 27 determines that the collision avoidance operation performed by the driver is an intentional avoidance operation. Thereby, the process of step S35 is completed and a series of avoidance operation state determination processes are complete | finished.

  As is clear from the above description, in the avoidance operation state determination process according to the second embodiment, the avoidance operation state determination unit 27 avoids the driver from colliding with an obstacle according to the driver's operation state value. Therefore, the collision avoidance control according to the mental state and physiological state of the driver can be realized.

  In this embodiment, it is determined whether the collision avoidance operation performed by the driver is a reflective or intentional avoidance operation by determining whether each driving state value is equal to or greater than a threshold value. , A function represented by a plurality of operation state values such as a function expression obtained by multiple regression analysis, in other words, a function representing an integrated operation state is prepared in advance, and the value of this function is below a predetermined threshold value By determining whether or not the collision avoidance operation performed by the driver is a reflex or intentional avoidance operation, it may be determined.

[Third Embodiment]
Next, the operation of the avoidance operation state determination unit 27 according to the third embodiment will be described with reference to the flowchart shown in FIG.

  The flowchart shown in FIG. 8 starts at the timing when the process of step S5 is completed, and the avoidance operation state determination process proceeds to the process of step S41. In addition, since the process of step S41 thru | or step S45 is the same as the process of the said step S31 thru | or step S35, description is started from the process of step S46 below.

  The process of step S46 is started when it is determined that the time Tab from when the accelerator-off avoiding operation is performed in the process of step S45 until the steering avoiding operation is started is not less than or equal to the predetermined threshold value Tab0. The avoidance operation state determination means 27 detects the driving state value of the driver. Thereby, the process of step S46 is completed, and the avoidance operation state determination process proceeds to the process of step S47.

  In the process of step S47, the avoidance operation state determination unit 27 determines whether or not the driver's driving state value detected by the process of step S46 is greater than or equal to a predetermined threshold value set in advance for each driving state. As a result of the determination, if the driver's driving state value is not equal to or greater than the predetermined threshold value, the avoidance operation state determination unit 27 advances the avoidance operation state determination process to the process of step S48. On the other hand, when the driving state value of the driver is equal to or greater than the predetermined threshold value, the avoidance operation state determination unit 27 advances the avoidance operation state determination process to the process of step S49.

  In the process of step S48, the avoidance operation state determination means 27 determines that the driver has not intentionally performed the collision avoidance operation. Thereby, the process of step S48 is completed and a series of avoidance operation state determination processes are complete | finished.

  In the process of step S49, the avoidance operation state determination unit 27 determines that the driver is in a state where no operation is possible due to a panic. Thereby, the process of step S49 is completed and a series of avoidance operation state determination processes are complete | finished. In addition, since the process of step S50, S51 is the same process as said step S34, S35, description is abbreviate | omitted.

  As is clear from the above description, in the avoidance operation state determination process according to the third embodiment, the avoidance operation state determination means 27 depends on whether or not the driver's driving state value is greater than or equal to a predetermined threshold value. Since it is determined whether the driver is in a state where nothing can be operated or a state where the collision avoidance operation is not intentionally performed, collision avoidance control according to the driver's state can be more reliably performed. .

  As mentioned above, although the embodiment to which the invention made by the present inventor is applied has been described, the present invention is not limited by the description and the drawings that form part of the disclosure of the present invention according to this embodiment. For example, as shown in FIG. 9, the personal ID specifying means 31 for specifying a unique personal ID previously assigned to the driver, the detected collision avoidance limit time, the order of collision avoidance operations, and the reaction time between avoidance operations The avoidance action data storage means 32 for storing the data in association with the driver's personal ID as avoidance action data is provided, and the avoidance action pattern specifying means 33 is the avoidance action corresponding to the personal ID specified by the personal ID specifying means 31. The data is read, and based on the read data, whether the driver's collision avoidance operation in an emergency is an avoidance operation only by steering, an avoidance operation only by braking, or an avoidance operation by both steering and braking is specified. The traveling of the vehicle 1 may be supported according to the specified avoidance operation. According to such a configuration, it is possible to support the traveling of the vehicle 1 in accordance with the avoidance operation state of the driver in consideration of the avoidance action pattern for each driver, and thus a travel support device with higher avoidability is provided. can do. As described above, it should be added that other embodiments, examples, operation techniques, and the like made by those skilled in the art based on this embodiment are all included in the scope of the present invention.

1 is a schematic diagram illustrating a configuration of a vehicle to which a driving support device according to the present invention is applied. It is a block diagram which shows the internal structure of the main control unit shown in FIG. It is a flowchart figure which shows the flow of the driving assistance process used as embodiment of this invention. It is a flowchart figure which shows the flow of the avoidance operation detection process shown in FIG. It is a schematic diagram which shows time after detecting an obstruction and detecting collision avoidance operation by a driver | operator, and collision avoidance limit time. It is a flowchart figure which shows the flow of the avoidance operation determination process used as the 1st Embodiment of this invention. It is a flowchart figure which shows the flow of the avoidance operation determination process used as the 2nd Embodiment of this invention. It is a flowchart figure which shows the flow of the avoidance operation determination process used as the 3rd Embodiment of this invention. It is a block diagram which shows the internal structure of the application example of the main control unit shown in FIG.

Explanation of symbols

1: vehicle 2: brake pedal 3: booster 4: master cylinders 5a, 5b, 5c, 5d: wheel cylinder 6: accelerator pedal 7: steering 8: laser radar 9: camera 10: steering angle sensor 11: vehicle speed sensor 12: brake Control unit 13: Steer control unit 14: Main control unit 21: Collision avoidance limit time calculating means 22: Obstacle avoidance execution determining means 23: Avoidance route candidate calculating means 24: Avoiding operation detecting means 25: Avoiding operation order detecting means 26: Inter-avoidance operation reaction time calculation means 27: avoidance operation state determination means 28: avoidance support amount determination means 29: obstacle avoidance end determination means

Claims (9)

Obstacle detection means for detecting an obstacle present in the traveling route of the host vehicle;
A collision avoidance limit time calculating means for calculating a time until the host vehicle collides with the obstacle detected by the obstacle detection means as a collision avoidance limit time;
Obstacle avoidance execution determination means for determining whether or not to execute control for avoiding the own vehicle colliding with an obstacle by determining whether or not the collision avoidance limit time is equal to or less than a predetermined threshold. When,
When the obstacle avoidance execution determining means determines that the control for avoiding the own vehicle colliding with the obstacle is performed, the collision avoidance operation performed by the driver to avoid the collision with the obstacle is intended. Avoidance operation state determination means for determining whether the operation is an automatic or reflective collision avoidance operation;
An avoidance support amount determining means for determining a control amount of the host vehicle for avoiding a collision with an obstacle based on a determination result of the avoidance operation determination determining means;
And a control means for controlling the travel of the host vehicle so as to avoid a collision with an obstacle according to the control amount determined by the avoidance support amount determining means. In the driving assistance device according to claim 1,
Avoidance operation detection means for detecting the content of the collision avoidance operation performed by the driver to avoid a collision with an obstacle;
Avoidance operation order detection means for detecting the execution order of collision avoidance operations detected by the avoidance operation detection means;
An avoidance operation reaction time calculating means for calculating a time between collision avoidance operations detected by the avoidance operation detection means as a reaction time between avoidance operations, and
The avoidance operation state determination means is configured to determine whether the collision avoidance operation performed by the driver is intentional or reflective according to the content of the collision avoidance operation performed first by the driver and the reaction time between the avoidance operations. A driving support device characterized by determining which one is.   3. The driving support apparatus according to claim 2, wherein the avoidance operation state determination means is an operation in which a collision avoidance operation first performed by a driver opens an accelerator pedal of the host vehicle and opens an accelerator pedal of the host vehicle. The time from when the operation is performed until the operation for steering the steering of the host vehicle or the operation for releasing the accelerator pedal of the host vehicle until the operation for depressing the brake pedal of the host vehicle is predetermined. A driving support device characterized in that, when the time is less than or equal to the time, the operation performed by the driver is determined to be a reflective collision avoidance operation. In the driving assistance device according to claim 1,
Avoidance operation detection means for detecting the content of the collision avoidance operation performed by the driver to avoid a collision with an obstacle;
Avoidance operation order detection means for detecting the execution order of collision avoidance operations detected by the avoidance operation detection means;
An avoidance operation reaction time calculating means for calculating a time between collision avoidance operations detected by the avoidance operation detecting means as an avoidance operation reaction time;
Comprising a state detection means for detecting the driving state value of the driver;
The avoidance operation state determination unit is configured to intentionally or reflect the collision avoidance operation performed by the driver according to the content of the collision avoidance operation performed first by the driver, the reaction time between the avoidance operations, and the driving state value. A driving support device characterized by determining whether the operation is a typical avoidance operation. In the driving assistance device according to claim 1,
Comprising a state detection means for detecting the driving state value of the driver;
The avoidance operation state determination unit is configured to determine the content of an operation performed by the driver to avoid a collision with an obstacle according to the driving state value of the driver detected by the state detection unit. A driving support device.   5. The travel support device according to claim 2, wherein the avoidance operation detecting means includes a depression amount or depression speed of an accelerator pedal of the host vehicle, an depression amount of an accelerator pedal of the host vehicle, or The driver collides with an obstacle using the stepping speed, the accelerator opening or accelerator off speed of the host vehicle, the brake pedal depression amount or stepping speed of the host vehicle, and the steering angle or steering angular speed of the host vehicle steering. A driving support apparatus characterized by determining the content of an operation performed to avoid the problem. The travel support device according to any one of claims 1 to 6,
An avoidance route detecting means for calculating an avoidance route for the host vehicle to avoid an obstacle and an operation amount of the own vehicle necessary for traveling along the avoidance route;
When the collision avoidance operation performed by the driver is a reflective avoidance operation, the avoidance support amount determination unit controls the operation amount of the host vehicle to be equal to or close to the operation amount calculated by the avoidance route detection unit. A driving support device characterized by determining an amount.   The driving assistance device according to any one of claims 1 to 7, wherein the avoidance assistance amount determination unit sets the control amount according to a complexity of the collision avoidance limit time and a collision avoidance situation. A driving support device characterized by weighting. In the driving assistance device according to claim 2,
Avoidance action data storage means for storing the collision avoidance time, the execution order of the collision avoidance operation, and the reaction time in association with identification information unique to the driver of the host vehicle;
An avoidance action pattern specifying means for specifying a driver's avoidance action pattern for avoiding a collision with an obstacle with reference to the information stored in the avoidance action data storage means,
The avoidance support amount determining means determines a control amount of the host vehicle for avoiding a collision with an obstacle based on the avoidance action pattern of the driver specified by the avoidance action pattern specifying means. Driving support device.

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