JP2010162994A - Driving assistance system - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving assistance system for arousing attention by generating a sensible alarm corresponding to an awakening degree of a driver and the surrounding environment of one's own vehicle. <P>SOLUTION: When surrounding vehicle information that is the information of the other vehicle around the one's own vehicle is detected, and also the awakening degree of the driver of the one's own vehicle is detected to set a risk level of the one's own vehicle based on the surrounding vehicle information and the awakening degree. Besides, sensible alarm generating means 35, 41, 47 generating the sensible alarm by applying stimulus recognizable to a driver with tactile sense are provided, thus generating the sensible alarm corresponding to the preset risk level, and arousing attention corresponding to the awakening degree and the surrounding environment of the one's own vehicle. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a driving support device.

  Conventionally, there is JP-A-2001-151137 as a technology in such a field. The vehicle steering assist device described in this publication includes a steering reaction force applying unit that applies a steering reaction force to the steering mechanism, and a steering reaction force based on a relative position (lateral deviation / yaw angle) of the host vehicle with respect to the travel lane. While changing the amount of torque, whether to apply the steering reaction force is controlled based on the driver's arousal level. Then, the steering reaction force applying means calculates the steering reaction force torque amount based on the road curvature, the vehicle speed, and the steering angle.

JP 2001-151137 A JP 2005-41308 A Japanese Patent No. 3171916 Japanese Patent No. 3183164 JP 2007-183831 A

  However, the above-described conventional technology does not perform alerting (driving support) according to the driver's arousal level and the surrounding environment of the host vehicle. Therefore, there is a need for a driving support device that alerts the driver by generating a sensation alarm according to the driver's arousal level and the surrounding environment of the host vehicle.

  The present invention has been made to solve such a problem, and it is possible to call attention by generating a sensation alarm according to the driver's arousal level and the surrounding environment of the host vehicle. An object is to provide a possible driving assistance device.

  The driving support device according to the present invention includes a surrounding vehicle information detecting unit that detects surrounding vehicle information that is information of other vehicles around the own vehicle, a wakefulness determining unit that determines a wakefulness level of a driver of the own vehicle, Risk level setting means for setting the risk level of the host vehicle based on vehicle information and arousal level, and generating a sensation alarm by giving a driver a stimulus that can be recognized using tactile sensation Means for generating a sensation alarm according to a set risk level.

  The driving support device detects surrounding vehicle information that is information of other vehicles around the own vehicle, detects the awakening level of the driver of the own vehicle, and based on the surrounding vehicle information and the awakening level, the own vehicle Set the risk level. In addition, the driving assistance device is provided with a bodily sensation alarm generating unit that generates a bodily sensation alarm by applying a stimulus that can be recognized by the driver using a tactile sensation. Thereby, since a sensation alarm can be generated according to the set risk level, alerting can be executed according to the arousal level and the surrounding environment of the host vehicle.

  In addition, it is preferable that the sensation alarm generation unit changes the magnitude of the sensation alarm according to the steering torque by the driver. As a result, the driver's intention can be recognized based on the magnitude of the steering torque, and a bodily sensation alarm corresponding to the driver's intention can be realized. As a result, the troublesomeness felt by the driver can be reduced.

  In addition, it is preferable that the sensation alarm generation unit changes the start timing of the sensation alarm according to the rate of change of the steering torque by the driver. Accordingly, the driver's intention can be recognized based on the change rate of the steering torque, and the start timing of the sensation alarm can be changed according to the driver's intention. For example, when the change rate of the steering torque is large, the unnecessary experience alarm can be suppressed by delaying the start timing of the experience alarm compared to the case where the change rate of the steering torque is small.

  In addition, an electric power steering device that applies an auxiliary steering torque to the steering system using an electric motor is further provided, and the sensation alarm generating means controls the auxiliary steering torque by the electric power steering device to generate an sensation alarm. preferable.

  The vehicle further includes a departure determination unit that recognizes a lane in which the host vehicle travels and determines whether the host vehicle departs from the lane based on a positional relationship between the lane and the host vehicle. When it is determined that the vehicle departs from the lane, it is preferable to generate a sensation alarm.

  ADVANTAGE OF THE INVENTION According to this invention, the driving assistance apparatus which can be alerted by generating a bodily sensation alarm according to a driver | operator's arousal level and the surrounding environment of the own vehicle can be provided.

It is a block diagram which shows the driving assistance device which concerns on embodiment of this invention. It is a figure which shows an example of the risk level setting map according to the arousal level and the surrounding vehicle condition. It is a graph which shows the amount of auxiliary steering torque control provided by EPS. It is a graph which shows the relationship between a risk level and auxiliary steering torque increase gradient A. It is a flowchart which shows the control processing performed with the driving assistance ECU which concerns on 1st Embodiment. It is a flowchart which shows the control processing performed with the driving assistance ECU which concerns on 2nd Embodiment. It is a graph which shows the relationship between a steering torque differential value and a bodily sensation alarm start timing. It is a top view which shows the driving | running | working target track | truck of the own vehicle which the driver | operator of the own vehicle imagines.

  Hereinafter, a preferred embodiment of a driving support apparatus according to the present invention will be described with reference to the drawings. In the description of the drawings, the same or corresponding elements are denoted by the same reference numerals, and redundant description is omitted.

[First Embodiment]
A driving support apparatus according to a first embodiment of the present invention will be described. FIG. 1 is a block diagram showing a driving support apparatus according to an embodiment of the present invention. A driving support apparatus 1 shown in FIG. 1 is mounted on a vehicle (hereinafter referred to as “own vehicle”) 100 (see FIG. 8) and has a driving support function that supports driving of the driver. The driving support device 1 includes information on a driver, information on traveling of the host vehicle 100, various sensors that acquire surrounding environment information of the host vehicle 100, and a driving support electronic control unit (hereinafter referred to as “driving support”) that controls the operation of the entire device. ECU ”) 30. The various sensors are electrically connected to the driving support ECU 30. The driving assist ECU 30 is electrically connected to a steering ECU 41 that controls an electric power steering device (EPS) 40 that is a steering device of the host vehicle 100.

  The various sensors include a face image capturing camera (driver monitor) 11, a front image capturing camera 12, a millimeter wave radar 13, a wheel speed sensor 14, a yaw rate sensor 15, and a steering torque sensor 45.

  The face image capturing camera 11 is installed on the upper surface of the column cover, for example, and acquires the driver's face image, and driver information for detecting the driver's arousal level (closed eye time, eye opening degree) of the vehicle 100. It functions as an acquisition means. The face image capturing camera 11 outputs the acquired driver's face image information to the driving support ECU 30.

  The front image capturing camera 12 is disposed, for example, in the center of the front of the passenger compartment, and acquires a road surface image in front of the host vehicle through the windshield, and both ends of the lane 102 (see FIG. 8) in which the host vehicle 100 is traveling. White line information acquisition means for detecting a road section line (a white line drawn on the road, a yellow line, a block arranged on the road, or an embedded block, etc., hereinafter referred to as “white line”) 104 Function as. The front image capturing camera 12 outputs the acquired road surface image information to the driving support ECU 30.

  The millimeter wave radar 13 is a radar that is provided on each of the front surface, both side surfaces, and the rear surface of the host vehicle 100 and detects an object (moving body) around the host vehicle 100 using the millimeter wave. It functions as a surrounding environment information acquisition means for detecting other existing vehicles. The millimeter wave radar 13 outputs the detected relative position (information on the azimuth and distance) and information on the relative speed of the other vehicle to the driving support ECU 30 as peripheral environment information (peripheral vehicle information).

  The wheel speed sensor 14 is a sensor that is provided on each of the four wheels of the host vehicle 100 and detects the rotation speed of the wheels (the number of pulses corresponding to the rotation of the wheels), and serves as a vehicle speed detection unit that detects the vehicle speed of the host vehicle 100. Function. The wheel speed sensor 14 detects the number of wheel rotation pulses every predetermined time, and outputs the detected number of wheel rotation pulses to the driving assistance ECU 30.

  The yaw rate sensor 15 is a sensor that detects the yaw rate of the host vehicle 100. The yaw rate sensor 15 detects the yaw rate acting on the host vehicle 100 by detecting the distortion amount and direction of the piezoelectric ceramics inside the sensor, and outputs the detected yaw rate to the driving assistance ECU 30.

  The steering torque sensor 45 is a sensor that detects a steering torque (steering force) acting on the steering when the driver performs a steering operation (steering operation). The steering torque sensor 45 outputs the detected signal to the driving assistance ECU 30 and the steering ECU 41.

  The steering ECU 41 controls the steering actuator 47 in response to a control signal from the driving assistance ECU 30 when performing control intervention as driving assistance. The steering ECU 41 is electrically connected to the steering torque sensor 45 and the steering actuator 47. The steering actuator 47 is driven based on the control signal output from the steering ECU 41 to apply auxiliary steering torque to the steering shaft. The steering ECU 41 and the steering actuator 47 function as a sensation alarm generation unit of the present invention.

  The driving support ECU 30 includes a CPU that performs arithmetic processing, a ROM and a RAM that are storage units, an input signal circuit, an output signal circuit, a power supply circuit, and the like. In the driving assistance ECU 30, by executing a program stored in the storage unit, a lane departure determination unit 31, a surrounding vehicle information detection unit 32, a wakefulness determination unit 33, a risk level setting unit 34, a control unit (sensation alarm generating means) ) 35 is constructed.

  The lane departure determination unit 31 performs image processing based on the image information output from the front imaging camera 12 and recognizes the position of the white line 104 that divides the own lane (traveling lane in which the own vehicle travels) 102. The lane departure determination unit 31 predicts a future travel locus of the host vehicle based on information output from the front imaging camera 12, the wheel speed sensor 14, the yaw rate sensor 15, and the steering torque sensor 45. The lane departure determination unit 31 determines whether or not the own vehicle 100 departs from the own lane by comparing the future travel locus of the own vehicle 100 with the position of the white line 104.

  The peripheral vehicle information detection unit 32 detects peripheral vehicle information (peripheral vehicle status) that is information of other vehicles around the host vehicle. Here, the surrounding vehicle information detection unit 32 calculates the number of other vehicles around the host vehicle based on the information output from the millimeter wave radar 13. For example, another vehicle existing in a predetermined range is calculated from the own vehicle 100 as a starting point. Here, the other vehicle existing in the predetermined range is another vehicle that is affected by the departure of the lane of the own vehicle 100, or another vehicle that gives a pressure (a feeling of pressure, fear) to the driver of the own vehicle 100 (for example, a large vehicle) ) Etc. Note that the distance, relative position, relative speed, and the like between the host vehicle 100 and another vehicle may be acquired as the vehicle periphery information.

  The awakening degree determination unit 33 determines the awakening degree of the driver of the host vehicle 100. The arousal level determination unit 33 performs image processing based on the image information output from the face image capturing camera 11, recognizes the driver's eyes, and calculates the eye closure time. The wakefulness determination unit 33 determines the wakefulness based on the calculated eye closure time. For example, the awakening level determination unit 33 sets the awakening level to “D1” when the eye closing time is short, and sequentially sets “D2” and “D3” as the eye closing time becomes longer. Judge the degree. “D3” indicates a state in which the arousal level is low and the concentration level for driving is low.

  The risk level setting unit 34 sets the risk level of the host vehicle 100 based on the surrounding vehicle information detected by the surrounding vehicle information detection unit 32 and the arousal level determined by the awakening level determination unit 33. The risk level indicates the degree of danger in the host vehicle 100. For example, when there are many other vehicles (hereinafter also referred to as “peripheral vehicles”) around the host vehicle 100, the driver's arousal level is high. When it is low, it is set high. Moreover, you may set a risk level according to the distance and relative speed of the own vehicle and other vehicles. For example, the risk level is set high when there are many other vehicles having a short distance from the host vehicle. In short, when the degree of influence due to the departure of the vehicle from the lane is large, the risk level is set higher than when the degree of influence is small.

  FIG. 2 is a diagram illustrating an example of a risk level setting map according to the arousal level and the surrounding vehicle situation. In the risk level setting map shown in FIG. 2, the horizontal axis X represents the surrounding vehicle situation, and the vertical axis Y represents the arousal level. On the horizontal axis X, the right side of the figure indicates that there are more surrounding vehicles. On the vertical axis Y, the upper side in the figure indicates that the arousal level is lower, the horizontal axis X to the broken line L1 is the arousal level D1, the broken line L1 to the broken line L2 is the arousal level D2, and the range exceeding the broken line L2 is the arousal level D3. .

  In the range surrounded by the horizontal axis X, the vertical axis Y, and the solid line L3, the risk level setting unit 34 sets the risk level to “RL0”. For example, when the arousal level is “D1” and there are few surrounding vehicles, the risk level is “RL0”.

  In the range surrounded by the horizontal axis X, the vertical axis Y, the solid line L3, and the solid line L4, the risk level setting unit 34 sets the risk level to “RL1”. For example, when the arousal level is “D1” and there are many surrounding vehicles, the awakening level is “D2”, when there are few surrounding vehicles, the arousal level is “D3”, and there are no surrounding vehicles, the risk level Becomes “RL1”.

  In the range surrounded by the solid line L4 and the solid line L5, the risk level setting unit 34 sets the risk level to “RL2”. For example, when the arousal level is “D2” and there are many surrounding vehicles, the arousal level is “D3” and when there are few surrounding vehicles, the risk level is “RL2”.

  In the range above the solid line L5 in the figure, the risk level setting unit 34 sets the risk level to “RL3”. For example, when the arousal level is “D3” and there are many surrounding vehicles, the risk level is “RL3”.

  The control unit 35 performs control to generate a sensation alarm according to the risk levels “RL0” to “RL3” set by the risk level setting unit 34. The control unit 35 controls the sensation alarm by controlling the auxiliary steering torque applied by the EPS 40. The control unit 35 determines the sensation alarm start time, the magnitude of the sensation alarm, the change mode of the sensation alarm, and the like. The control unit 35 determines the start timing of applying the auxiliary steering torque, the maximum output value of the auxiliary steering torque, and the increasing gradient of the auxiliary steering torque.

  FIG. 3 is a graph showing the auxiliary steering torque control amount applied by the EPS 40. In FIG. 3, the horizontal axis indicates the passage of time, and the vertical axis indicates the magnitude of the auxiliary steering torque τ. Point Tw indicates the start timing for starting application of the auxiliary steering torque. The increasing gradient A extending upward from the point Tw is set according to the set risk level. Further, the maximum output value τmax of the auxiliary steering torque is changed according to the magnitude of the steering torque by the driver.

  FIG. 4 is a graph showing the relationship between the risk level and the auxiliary steering torque increase gradient A. In FIG. 4, the horizontal axis represents the risk level set by the risk level setting unit 34, and the vertical axis represents the auxiliary steering torque increase gradient A. As shown in FIG. 4, the control unit 35 sets the auxiliary steering torque increase gradient A so as to increase as the risk level increases.

For example, when the risk level is “RL0”, the increase slope is set to “A ₀ ”, and when the risk level is “RL1”, the increase slope is set to “A ₁ ” and the risk level is “ In the case of “RL2”, the increase gradient is set to “A ₂ ”, and in the case where the risk level is “RL3”, the increase gradient is set to “A ₃ ”. That is, the auxiliary steering torque increase gradient A is steeper (A ₀ <A ₁ <A ₂ <A ₃ ) when the risk level is higher than when the risk level is low (RL0 <RL1 <RL2 <RL3). Is set to be

  The driving assistance ECU 30 outputs to the steering ECU 41 control signals related to the determined start timing Tw, auxiliary steering torque output maximum value τmax, and auxiliary steering torque increase gradient A. The steering ECU 41 controls the steering actuator 47 so as to apply auxiliary steering torque based on the control signal output from the driving support ECU 30. In the driving support device 1, the driving support ECU 30 (the control unit 35), the steering ECU 41, and the steering actuator 47 generate a bodily sensation alarm by giving the driver a stimulus that can be recognized using tactile sensation. Functions as an alarm generation means.

  Further, the steering ECU 41 generates a sensation alarm by driving the steering actuator 47 and applying auxiliary steering torque when the host vehicle 100 is predicted to depart from the lane by the lane departure determining unit 31 of the driving assistance ECU 30. Let The steering actuator 47 gives auxiliary steering torque (return torque) in the direction of moving the host vehicle inward of the host lane, and turns the steering handle to give a stimulus that the driver can recognize using tactile sensation. To do.

  Next, the control process in the driving assistance device 1 will be described. FIG. 5 is a flowchart showing a control process executed by the driving assistance ECU according to the first embodiment. The control process shown in FIG. 5 is repeatedly executed after the apparatus is turned on. In the drawings, step is abbreviated as S.

  As shown in FIG. 5, in the driving assistance device 1, the driving assistance ECU 30 starts the control process when the power is turned on, proceeds to step 1, and executes the white line recognition process by the lane departure determination unit 31. The driving assistance ECU 30 recognizes the position of the white line 104 that divides the own lane 102 based on the image information output from the front image capturing camera 12. Further, the lane departure determination unit 31 is based on the image information output from the front image capturing camera 12, the curve R of the traveling road ahead of the host vehicle, the yaw angle that is the relative angle between the host vehicle 100 and the white line 104, An offset D indicating the distance between the vehicle 100 and the white line 104 is calculated.

  In the subsequent step 2, the risk level setting unit 34 sets the risk level RL of the host vehicle. The surrounding vehicle information detection unit 32 detects surrounding vehicles based on signals output from the side millimeter wave radar 13 and the rear millimeter wave radar 13. The wakefulness determination unit 33 determines the driver's wakefulness based on the image information output from the face image capturing camera 11. The risk level setting unit 34 refers to the risk level setting map (FIG. 4) stored in the storage unit 39 and sets the risk level of the host vehicle 100 based on the surrounding vehicle information and the arousal level. In addition, a surrounding vehicle situation may be recognized using other detection means such as a front millimeter wave radar, an imaging camera, vehicle-to-vehicle communication, road-to-vehicle communication, and the risk level may be set.

  Next, in step 3, the control unit 35 determines the auxiliary steering torque increase gradient A based on the set risk level.

  Subsequently, in step 4, the steering torque MT generated by the steering operation by the driver is detected. The driving assistance ECU 30 calculates the steering torque MT by the driver based on the signal output from the steering torque sensor 45.

  In subsequent step 5, the control unit 35 calculates the maximum output value τmax of the auxiliary steering torque that is given as a sensation alarm. The maximum output value τmax is expressed by τmax = τc−MT (1). However, τc is a required output steering torque when the steering torque MT = 0. τc is a function that changes in accordance with the host vehicle speed, and is a steering torque amount calculated in the same manner as in the prior art. A value obtained by subtracting the steering torque MT of the driver from the output steering torque originally required for LDW (lane departure warning) is set as the maximum output value τmax, and a torque warning (sensation warning) in consideration of the driver's intention is executed. .

  Next, in step 6, the control unit 35 determines whether or not it is the sensation alarm start timing Tw. The lane departure determination unit 31 predicts a future travel locus of the host vehicle 100 based on the host vehicle speed, yaw rate, steering torque, and the like, and a predicted departure time TTLC (time that is a predicted time until the host vehicle 100 departs from the lane. to lane crossing). For example, the control unit 35 sets the sensation alarm start timing one second before the estimated departure time TTLC. If it is the sensation alarm start timing, the process proceeds to step 7, and if it is not the sensation alarm start timing, the process is terminated.

  In step 7, the control unit 35 calculates the output steering assist torque τ (= increase gradient A × time t). The control unit 35 transmits a control signal to the steering ECU 41, and the steering ECU 41 drives the steering actuator 47 to generate the output assist steering torque τ, and executes a sensation alarm.

  Subsequently, in step 8, the control unit 35 determines whether or not the output steering assist torque τ ≧ the assist steering torque maximum value τmax. If output steering assist torque τ ≧ auxiliary steering torque maximum value τmax, the process proceeds to step 9. If output steering assist torque τ ≧ auxiliary steering torque maximum value τmax is not satisfied, the processing of step 1 to step 8 is repeated. .

  In step 9, the control unit 35 transmits a control signal to the steering ECU 41, and the steering ECU 41 drives the steering actuator 47 to generate the output assist steering torque τ (= τmax) and executes a sensation alarm.

  According to such a driving support device 1, in order to set the risk level of the own vehicle based on the surrounding vehicle situation and the driver's arousal level and generate a sensation alarm according to the set risk level, It is possible to call attention by generating a bodily sensation alarm according to the person's arousal level and the surrounding environment of the host vehicle. In addition, the driving support device 1 increases the alert level based on external factors (neighboring environment) and sets the risk level in consideration of the driver's alertness level. It is possible to realize a bodily sensation alarm (departure alarm) that is expected to have an arousal effect while increasing the degree of arousal.

  Further, in the driving support device 1, the sensible alarm can be changed according to the risk level, and the increase gradient A of the steering assist torque can be made variable. When the risk level is low, the increase of the steering assist torque increase slope A can be made gentle to weaken the sensation alarm felt by the driver. On the other hand, when the risk level is high, the increase slope of the steering assist torque is increased. By tightening A, the sensation alarm felt by the driver can be strengthened. In this way, by changing the intensity of the bodily sensation alarm felt by the driver, it is possible to recognize the difference in the alertness level in the host vehicle. When the risk is high, the level of alerting the driver can be increased by giving the steering torque at a relatively fast speed.

  Further, in the driving support device 1, when the steering torque MT by the driver is detected, the driver's intention is recognized based on the detected steering torque MT, and the driver's steering intention is confirmed, excessive driving is performed. Since the maximum value τmax of the steering assist torque is determined so as to be the assist torque, the troublesomeness felt by the driver can be reduced.

[Second Embodiment]
Next, a driving support apparatus according to a second embodiment of the present invention will be described. The driving support device 1 according to the second embodiment is different from the driving support device 1 according to the first embodiment in that a control process executed by the driving support ECU 30 is different, and the driving support device 1 according to the second embodiment. Has the same hardware configuration as that of the driving support apparatus 1 according to the first embodiment shown in FIG.

  FIG. 6 is a flowchart showing a control process executed by the driving assistance ECU according to the second embodiment. The flowchart shown in FIG. 6 is different from the flowchart shown in FIG. 5 in that step 11 and step 12 are executed between step 5 and step 6. Hereinafter, step 11 and step 12 will be described.

  The driving support ECU 30 executes step 11 after step 5. In step 11, the driving assistance ECU 30 calculates a steering torque differential value MTdot based on the steering torque MT detected by the steering torque sensor 45.

  Next, in step 12, the control unit 35 determines a sensation alarm start timing Tw based on the calculated steering torque differential value MTdot. FIG. 7 is a graph showing the relationship between the steering torque differential value and the sensation alarm start timing. In FIG. 7, the steering torque differential value MTdot is shown on the horizontal axis, and the steering torque differential value MTdot increases toward the right side in the figure, which means that the steering operation by the driver is steep.

  In FIG. 7, the vertical axis indicates the advance time Tw <b> 1 of the sensation alarm start timing, and indicates that the upward time Tw <b> 1 is longer toward the upper side in the drawing. For example, when the steering operation by the driver is slow, the steering torque differential value MTdot becomes a small value, and the advance time Tw1 becomes a basic advance time (for example, 1 second) Tc. In this case, one second before the departure prediction time TTLC is set as the sensation alarm start timing.

  Further, when the steering operation by the driver is abrupt, the steering torque differential value MTdot becomes a large value, and the advance time Tw1 is shorter than the basic advance time Tc (for example, 0.1 second). In this case, 0.1 second before the lapse of the predicted departure time TTLC is set as the sensation alarm start timing. Thereby, when a driver | operator starts steering operation suddenly, the start timing of a bodily sensation alarm can be delayed until just before a lane departure. That is, when the steering torque change rate at the start of the steering operation is large, control for delaying the start timing of the sensation alarm is executed as compared with the case where the change rate is small.

  FIG. 8 is a plan view showing a travel target track of the host vehicle imaged by the driver of the host vehicle. As shown in FIG. 8, when the host vehicle 100 travels on an S-shaped curved traveling path, the driver of the host vehicle 100 often travels in the image of a travel target track L6 indicated by a broken line. At this time, when the driver intentionally steers to the outside of the curve road (right side in the figure) (when approaching the white line 104 as in the region C indicated by the phantom line), the driver feels based on the steering torque differential value MTdot. The alarm start timing can be delayed.

  The driving support device 1 according to the second embodiment has the same effects as the driving support device 1 according to the first embodiment, and also according to the rate of change in steering torque (steering torque differential value MTdot) by the driver. The start time of the sensation alarm can be changed. Accordingly, it is possible to make the sensation alarm start timing variable in consideration of the driver's line-preference. That is, when the driver wants to make a suitable line based on his / her intention, the troublesome feeling felt by the driver can be reduced by delaying the bodily sensation alarm.

  As mentioned above, although this invention was concretely demonstrated based on the embodiment, this invention is not limited to the said embodiment. In the above embodiment, the sensible alarm is executed by applying the auxiliary steering torque using EPS, but the sensible alarm may be generated using other devices. For example, a bodily sensation alarm may be generated by increasing the tightening force of the seat belt worn by the driver.

  DESCRIPTION OF SYMBOLS 1 ... Driving assistance apparatus, 11 ... Face image pick-up camera (wakefulness determination means), 12 ... Front image pick-up camera, 13 ... Millimeter wave radar (peripheral vehicle information detection means), 14 ... Wheel speed sensor, 15 ... Yaw rate sensor, DESCRIPTION OF SYMBOLS 30 ... Driving assistance ECU, 31 ... Lane departure determination part, 32 ... Surrounding vehicle information detection part, 33 ... Awakening degree determination part, 34 ... Risk level setting part, 35 ... Control part (sensation alarm generation means), 39 ... Memory | storage part , 40... Electric power steering device (EPS), 41... Steering ECU (sensory sensation generating means), 45... Steering torque sensor, 47.

Claims (5)

Surrounding vehicle information detection means for detecting surrounding vehicle information that is information of other vehicles around the host vehicle;
Wakefulness determination means for determining the wakefulness of the driver of the own vehicle;
A risk level setting means for setting a risk level of the own vehicle based on the surrounding vehicle information and the arousal level;
A sensation alarm generating means for generating a sensation alarm by giving a driver a stimulus that can be recognized using tactile sensation,
The driving sensation alarm generating unit generates the sensation warning according to the set risk level.   The driving assistance apparatus according to claim 1, wherein the sensation warning generating unit changes the magnitude of the sensation alarm according to a steering torque by a driver.   The driving assistance device according to claim 1 or 2, wherein the sensation warning generating unit changes a start timing of the sensation alarm according to a change rate of a steering torque by a driver. An electric power steering device for applying an auxiliary steering torque to the steering system using an electric motor;
The driving assistance device according to claim 1, wherein the sensation warning generating unit controls the auxiliary steering torque by the electric power steering device to generate the sensation warning. The vehicle further comprises a departure determination means for recognizing a lane in which the host vehicle travels and determining whether the host vehicle departs from the lane based on a positional relationship between the lane and the host vehicle.
The driving assistance apparatus according to claim 1, wherein the bodily sensation alarm generation unit generates the bodily sensation alarm when it is determined that the host vehicle departs from the lane.

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