JP2011210102A - Driving support device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide driving support device for a vehicle which can notify a driver of existence of the vehicle which requires collision avoidance without making the driver feel troublesomeness.SOLUTION: The driving support device (1, 20) for the vehicle supports driving of the driver, and includes: a traveling state detection means (6) for detecting a traveling state of an own vehicle; obstacle detection means (2, 4) for detecting an obstacle existing around the own vehicle; determination area setting means (32, 40) for setting a determination area (PSD) where determination for performing an operation for avoiding collision with an obstacle should be performed according to the traveling state of the own vehicle detected by the traveling state detection means is to be performed; recognition area setting means (28, 40) for setting a recognition area where the existence of the obstacle should be recognized; and alarm output means (42, 44, 16) for alarming the existence of the obstacle to the driver when the obstacle detection means detects the obstacle in the recognition area, and furthermore, it is predicted that the detected obstacle intrudes into the determination area in traveling of the own vehicle.

Description

  The present invention relates to a vehicle driving support device, and more particularly to a vehicle driving support device that supports driving of a driver.

  In Patent Document 1, a driver who calculates the collision risk from the minimum approach distance calculated based on the predicted position of the own vehicle and the other vehicle at the intersection and determines the collision risk between the own vehicle and the other vehicle. A support device is disclosed. In this apparatus, when the driver of the other vehicle side vehicle does not recognize the own vehicle, the collision risk level itself is increased or the threshold value of the collision risk level is decreased.

  Patent Document 2 discloses a vehicle alarm device that determines a timing at which an alarm is issued based on a driver's careless direction and a collision risk level and issues an alarm. In this apparatus, an alarm threshold value is set according to the detected direction of the driver's face.

JP2007-241729 JP2007-128430

However, in the apparatus of Patent Document 1 described above, the collision risk and its threshold value are raised or lowered depending on whether or not the other vehicle driver recognizes the own vehicle. For example, when the vehicle recognizes another vehicle and performs some kind of collision avoidance operation, a warning based on the determination may be troublesome for the driver of the host vehicle.
Moreover, in the apparatus of Patent Document 2 described above, the alarm threshold value is uniformly set according to the detected face direction of the driver, so that the alarm may be troublesome for the driver.

  The present invention has been made to solve the above-described problems of the prior art, and is a vehicle driving support capable of notifying the driver of the presence of a vehicle that needs to avoid a collision without annoying the driver. An object is to provide an apparatus.

  In order to achieve the above object, the present invention is a vehicle driving support device for supporting driving of a driver, a driving state detecting means for detecting a driving state of the host vehicle, and an obstacle present around the host vehicle. An obstacle detection means for detecting the vehicle and a judgment area setting means for setting a judgment area for performing an operation for avoiding a collision with the obstacle according to the traveling state of the host vehicle detected by the traveling state detection means A recognition area setting means for setting a recognition area in which the presence of an obstacle should be recognized at least ahead of the determination area in the vehicle traveling direction according to the traveling state of the host vehicle detected by the traveling state detection means, When the vehicle travels, the obstacle detection means detects an obstacle in the recognition area, and further, when the detected obstacle is predicted to enter the judgment area, an alarm output means for warning the driver of the presence of the obstacle It is characterized by having a.

  In the present invention configured as described above, a determination region setting means for setting a determination region for performing an operation for avoiding a collision with an obstacle, and a recognition region for recognizing the presence of the obstacle are set. The recognition area setting means and the obstacle detection means detect an obstacle in the recognition area when the host vehicle is traveling, and when the detected obstacle is predicted to enter the judgment area, the presence of the obstacle is detected. And a warning output means for warning the driver, so that the driver is warned of the presence of an obstacle that needs to be judged to perform the collision avoidance operation when the host vehicle travels, and the obstacle that is not so is not warned Therefore, the presence of an obstacle that requires a collision avoidance operation can be notified without causing the driver to feel bothered. In addition, since the determination area and the recognition area are set according to the traveling state of the host vehicle detected by the traveling state detecting means, a warning for determination to perform such a collision avoidance operation is also included in the traveling state of the host vehicle. Appropriate ones can be made.

In the present invention, preferably, the recognition area set by the recognition area setting means is determined for each driver based on the calculation result of the driver's line-of-sight angle variation when the host vehicle driven by the driver is following the other vehicle. Is set.
In the present invention configured as described above, the recognition area is set for each driver from the calculation result of the variation in the gaze angle of the driver when the driver's own vehicle is following the other vehicle. The recognition area can be set to a different size reflecting the judgment characteristics of each driver.

In the present invention, preferably, the obstacle includes a movable other vehicle, and the traveling state of the movable vehicle detected by the obstacle detecting means and the traveling of the host vehicle detected by the traveling state detection state. Another vehicle movement prediction area setting means for setting a relative movement prediction area after a predetermined time from the state of the movable vehicle to the host vehicle, and the alarm output means is set by the obstacle movement prediction area setting means When the predicted relative movement area interferes with the determination area, the driver is warned of the presence of the obstacle, assuming that another movable vehicle has entered the determination area.
In the present invention configured as above, the own vehicle of the other vehicle which is a movable obstacle from the movement state of the other vehicle that can be moved and the traveling state of the own vehicle by the other vehicle movement prediction region setting means. The relative movement prediction area after a predetermined time with respect to the vehicle is set, and when the relative movement prediction area of the other vehicle and the determination area of the own vehicle interfere with each other, the warning output means has entered the determination area. Since the driver is warned of the presence of the obstacle, the presence of the movable other vehicle having a high degree of importance of the judgment to perform the collision avoidance operation is also considered in consideration of the movement state of the movable other vehicle. It can be performed with high accuracy.

In the present invention, preferably, when there is an intersection having a branch ahead of the traveling direction of the host vehicle, the vehicle further includes an intersection traveling direction estimating unit that estimates a traveling direction at the intersection of the host vehicle. One or more recognition areas are set according to the estimated traveling direction.
In the present invention configured as described above, when there is an intersection having a branch ahead of the traveling direction of the own vehicle, the traveling direction at the intersection of the own vehicle is estimated by the intersection traveling direction estimation means, and the recognition area setting means Since one or more recognition areas are set according to the estimated traveling direction, for example, when a left turn and a straight traveling are estimated according to the estimated traveling direction, the left turn and the straight traveling are recognized. Areas can be set and the driver can be alerted to the presence of obstacles on those roads, while the driver is not alerted to the presence of obstacles on right-turn roads where travel is not estimated. Can be suppressed.

In the present invention, preferably, the intersection advancing direction estimation means estimates the advancing direction of the host vehicle based on the travel history data at the same or similar intersections in the past of the host vehicle.
In this invention comprised in this way, the advancing direction in the intersection of the own vehicle can be estimated with sufficient accuracy based on the past travel history data.

In the present invention, preferably, when there is a blind spot area in the own vehicle, it further comprises a blind spot area virtual obstacle setting means for setting a virtual obstacle at the closest approach position of the blind spot area, When a virtual obstacle is predicted to enter the judgment area from the cognitive area, it is assumed that the virtual obstacle is an obstacle, and the driver is warned of its presence.
In the present invention configured as described above, by setting a virtual obstacle in the blind spot area by the blind spot area virtual obstacle setting means, it is possible to warn the driver that the obstacle exists, The driver can be warned that a decision to perform a collision avoidance operation should be made. In addition, since the virtual obstacle is set at the closest position in the blind spot area, it is possible to perform warning of a (virtual) obstacle that is more effective and safer.

In the present invention, it is preferable that the vehicle further includes first intersection virtual obstacle setting means for setting the intersection as a virtual obstacle when the traffic light is a red signal at the intersection where the traffic signal is set. When the intersection set as the virtual obstacle is predicted to enter the judgment area from the recognition area, the existence of the intersection that is the virtual obstacle is assumed to be an obstacle, and the driver is warned of its existence.
In the present invention configured as described above, since the intersection is set as a virtual obstacle when the signal is a red signal, for example, an alarm can be given to an inattention such as an oversight of the driver's red signal.

In the present invention, preferably, at an intersection on a non-priority road provided with a temporary stop line, the vehicle further includes second intersection virtual obstacle setting means for setting the intersection as a virtual obstacle, and the alarm output means includes When an intersection set as a virtual obstacle is predicted to enter the judgment area from the recognition area, the intersection that is the virtual obstacle is assumed to be an obstacle, and the driver is warned of its existence.
In the present invention configured as described above, when there is a priority road ahead, for example, a warning can be given for carelessness such as a driver's observation.

  According to the vehicle driving support device of the present invention, the presence of a vehicle that needs to avoid collision can be notified without making the driver feel bothered.

It is a figure for demonstrating the judgment area and recognition area which are set by the vehicle driving assistance device by embodiment of this invention. It is a figure for demonstrating the relationship between the judgment area and recognition area, and obstacle which are set by the driving assistance device for vehicles by this embodiment. It is the schematic which shows the vehicle carrying the vehicle driving assistance device by embodiment of this invention. It is a block diagram of the driving assistance device for vehicles by this embodiment. It is a flowchart which each performs the data determination process for recognition area creation, the data determination process for judgment area creation, and the memory | storage process at the time of an intersection run performed by the driving assistance device for vehicles by embodiment of this invention. It is a flowchart which shows the data determination process for recognition area creation by this embodiment. It is a diagram which shows an example of the relationship between the standard deviation of a driver | operator's gaze angle for obtaining recognition area setting data, and vehicle head time. It is the figure (a) which shows the two-dimensional range of the recognition area by this embodiment, and the recognition area map (b) for setting the two-dimensional range. It is a flowchart which shows the data determination process for judgment area creation by this embodiment. It is a diagram which shows an example of the relationship between the vehicle speed for obtaining the data for determination area setting, and the frequent inter-vehicle distance in the vehicle speed. It is a figure (a) which shows the two-dimensional range of the judgment area by this embodiment, and a recognition area map (b) for setting the two-dimensional range. It is a flowchart which shows each process performed for the assistance judgment process by the vehicle driving assistance device by embodiment of this invention. It is a flowchart which shows the process for performing the setting of the recognition area by this embodiment, and the setting of a judgment area. It is a figure which shows typically the setting of the judgment area and recognition area in the intersection by this embodiment. It is a flowchart which shows the driver | operator assistance process by the vehicle driving assistance device by embodiment of this invention. It is a figure which shows typically the relationship between the judgment area and recognition area by this embodiment, and an obstruction. It is a figure which shows typically the setting of the virtual obstruction, recognition area, and judgment area in the intersection set by the driving assistance device for vehicles by embodiment of this invention. It is a figure which shows typically the setting of the virtual obstruction, the recognition area, and the judgment area in the intersection where the traffic signal set by the vehicle driving assistance device by embodiment of this invention was installed. It is a figure which shows typically the setting of the virtual obstacle, the recognition area, and the judgment area at the time of drive | working the road provided with the temporary stop line set by the vehicle driving assistance device by embodiment of this invention.

Hereinafter, a vehicle driving support apparatus according to an embodiment of the present invention will be described with reference to the accompanying drawings.
First, the basic concept of the vehicle driving support apparatus according to the embodiment of the present invention will be described with reference to FIGS. 1 and 2.
FIG. 1 is a diagram for explaining a determination area and a recognition area set by the vehicle driving support apparatus according to the embodiment of the present invention, and FIG. 2 is set by the vehicle driving support apparatus according to the present embodiment. It is a figure for demonstrating the relationship between a judgment area and a recognition area, and an obstruction.
First, a basic concept of driver assistance by the vehicle driving assistance apparatus according to the embodiment of the present invention, and a determination area and a recognition area set for the basic concept will be described.

  As shown in Fig. 1, the human factors that lead to the collision with the driver's obstacle are mainly “unconfirmed or unaware of the obstacle”, even if the obstacle is recognized. `` Errors in determining various operations to avoid collision '' (such as not returning the accelerator in advance, delaying the return timing, or not steering the steering in a direction to avoid obstacles), and finally, This can be divided into “errors in various operations for avoiding collision with obstacles”.

  Therefore, in this embodiment, the vehicle driving support apparatus 1 (see FIGS. 3 and 4) sets the physical limit PL, the determination area PSD, and the recognition area PSC corresponding to them. The physical limit PL is a range in which the pre-crash system is to be operated, and the determination area PSD is an area where the driver should make a decision to perform some operation to avoid collision with an obstacle, and the recognition area PSC. Is an area where the driver should recognize the obstacle in preparation for the judgment. In the determination area PSD, an operation on the vehicle side such as forced braking may be intervened.

  Here, PS means personal space. As the term “personal space” means, in the vehicle driving support device 1 of the present embodiment, the determination area PSD and the recognition area PSC are not set in a certain range (size), but will be described later. In this way, the setting is made according to the characteristics of the driver. For example, for a driver who is relatively distracted or inferior in judgment, if the areas PSD and PSC are set large, the driver can be supported more effectively. For a driver who is attentive and has excellent judgment power, if the areas PSD and PSC are set to be small, it is possible to prevent the driver from feeling bothered without giving an extra alarm.

  Next, as shown in FIG. 2, obstacles O (Obstacle) include other vehicles O and pedestrians O shown, movable objects such as bicycles and motorcycles (not shown), and those that can collide with stationary objects. included. In the vehicle driving support apparatus 1 of the present embodiment, as shown in FIG. 2, the relative movement prediction region after a predetermined time is determined for a movable obstacle O such as another vehicle based on the relative speed with respect to the speed of the own vehicle. ES is set. In the vehicle driving support device 1 of the present embodiment, the set relative movement prediction area ES interferes with the determination area PSD or the recognition area PSC of the host vehicle V as shown in FIG. Whether or not an obstacle enters the judgment area PSD or the recognition area PSC of the host vehicle V is predicted.

Next, the configuration of the vehicle driving support apparatus according to the embodiment of the present invention will be described with reference to FIGS.
FIG. 3 is a schematic diagram showing a vehicle equipped with a vehicle driving support apparatus according to an embodiment of the present invention, and FIG. 4 is a block diagram of the vehicle driving support apparatus according to the present embodiment.
First, as shown in FIG. 3, a vehicle V includes a radar 2 that detects an obstacle ahead of the vehicle and an obstacle (a pedestrian or a vehicle around the host vehicle) in front of the vehicle as a vehicle driving support device 1. An external camera 4 for detection, a vehicle speed sensor 6 for detecting the vehicle speed of the vehicle V, a line-of-sight detection camera 8 for detecting the driver's line of sight, and a seat position sensor 10 for identifying the driver (driver). And a GPS 12 that detects the position of the host vehicle, a car navigation 14 that stores map data, an alarm device 16 that issues an alarm to the driver in a predetermined case, and a driving support processing unit 20. .

Next, as illustrated in FIG. 4, the driving support processing unit 20 includes the following processing unit and memory (storage unit).
First, the obstacle which calculates the relative movement prediction area ES (see FIG. 2) of the obstacle with respect to the host vehicle in response to signals from the radar 2 and the external camera 4 as the obstacle detection sensor and the vehicle speed sensor 6. A movement prediction area calculation processing unit 22 is included.
In addition, it has a virtual obstacle setting processing unit (dead angle) 24 that receives signals from the radar 2 and the external camera 4 and sets a virtual obstacle in a blind spot area to be described later.
In addition, a signal from the radar 2 and the external camera 4, a signal indicating the position of the vehicle from the GPS 12, and data information relating to road information from the map data 14 are received, and an intersection with a traffic signal and a stop line, which will be described later, is virtually displayed. A virtual obstacle setting processing unit (signal / temporary stop line) 26 is set as an obstacle.

  Next, the signals from the radar 2 and the external camera 4 as the obstacle detection sensors and the vehicle speed sensor 6, the data information on the driver's line of sight from the driver line-of-sight monitoring camera 8, and the driver from the seat position sensor 10 are identified. Each of the drivers has a recognition area (PSC) creation data determination processing unit 28 that calculates the recognition area PSC data (A) by a predetermined determination process for each driver. Data (A) calculated by the recognition area creation data determination processing unit 28 is stored in the memory 30.

  In addition, each of the signals received from the radar 2 and the external camera 4 as the obstacle detection sensors and the vehicle speed sensor 6 and the signal for identifying the driver from the seat position sensor 10 is determined for each driver. A determination area (PSD) creation data determination processing unit 32 that calculates (B) by a predetermined determination process is included. The data (B) calculated by the determination area creation data determination processing unit 32 is stored in the memory 34.

  Next, a signal indicating the position of the host vehicle from the GPS 12 and data information on road information from the map data 14 are received, and when the host vehicle approaches the intersection and passes through the intersection, as will be described later. Memorize the driving trajectory of the vehicle, the driver's state, and various operations (operations such as line of sight, accelerator, brake, steering, etc. (detected by an accelerator sensor, brake sensor, rudder angle sensor not shown)) It has a trajectory, driver state and various steering state storage processing unit 36 ”. Data (C) related to each state (intersection travel locus data, driver state (line of sight, etc.)) and various operation states (accelerator step-down, etc.) processed by the storage processing unit 36 is stored in the memory 38.

  Next, the vehicle PS (PSC, PSD) calculation processing unit 40 is included. The host vehicle PS (PSC, PSD) calculation processing unit 40 receives the vehicle speed data of the host vehicle from the vehicle speed sensor 6, and further stores the recognition area data (A) stored in the memory 30 and the memory 34. The determination area data (B) and the various data (C) at the intersection stored in the memory 38 are read out, and the determination area PSD and the recognition area PSC are calculated and set (see FIG. 12).

  Next, a support determination processing unit 42 is provided. The support determination processing unit 42 is calculated by the obstacle movement prediction region calculation processing unit 22 and the data regarding the determination area PSD and the recognition area PSC calculated / set by the own vehicle PS (PSC, PSD) calculation processing unit 40. By the data related to the obstacle movement prediction area ES, the data related to the virtual obstacle in the blind spot area set by the virtual obstacle setting processing unit (dead zone) 24, and the virtual obstacle setting processing unit (traffic signal / pause line) 26 Based on the set traffic lights and the virtual obstacle data at the intersection with the stop line, the driver is assisted (alarm in the judgment area PSD or alarm in the recognition area PSC) according to a predetermined condition. Determine whether to do it.

  The determination result is sent to the output processing control unit 44, and the output processing control unit 44 outputs a signal to the alarm device 44 based on the determination result to activate the alarm device 44. Moreover, the output process control part 44 operates the vehicle control apparatus 18 (for example, a pre-crash system, a forced brake system, a forced steering system) in a predetermined case.

Next, the recognition area creation data determination process and the premise thereof will be described with reference to FIGS.
FIG. 5 is a flowchart for executing recognition area creation data determination processing, determination area creation data determination processing, and storage processing during intersection traveling, which are executed by the vehicle driving support apparatus according to the embodiment of the present invention. 6 is a flowchart showing the recognition area creation data determination process according to the present embodiment, and FIG. 7 shows an example of the relationship between the standard deviation of the driver's line-of-sight angle and the vehicle head time for obtaining the recognition area setting data. FIG. Note that the processing flow in FIG. 5 is also used for setting a determination area and setting a virtual obstacle when traveling at an intersection, which will be described later. 5 and 6, S represents each step.

  In the present embodiment, the recognition area PSC creation data is created when following the preceding vehicle ahead of the host vehicle V on an expressway or a general road, for example. This is based on the knowledge that the degree of gazing (recognizing) the preceding vehicle differs depending on the inter-vehicle distance during follow-up driving. In other words, generally, the smaller the inter-vehicle distance, the smaller the driver's line-of-sight angle variation tends to be smaller (watching the preceding vehicle), but the smaller the inter-vehicle distance (actually depends on the vehicle speed. In the embodiment, the vehicle head time (= inter-vehicle distance / vehicle speed) is different for each driver. Therefore, in the present embodiment, the degree of gaze according to the vehicle head time is regarded as representing the cognitive characteristics of the driver, and is applied to the data for creating the recognition area PSC for determining the size of the recognition area PSC. .

  Therefore, first, as shown in FIG. 5, it is determined in S1 whether or not the host vehicle is following the preceding vehicle. If it is determined in S1 that the vehicle is following, the process proceeds to S2, and after executing the recognition area creation data determination process shown in FIG. 6, the determination area creation data determination process in S3 is executed. The process of S3 will be described later with reference to FIGS.

  If it is determined in S1 that the host vehicle is not following the preceding vehicle, the process proceeds to S4 to determine whether the host vehicle is approaching the intersection or is traveling at the intersection. (Map data) 14 is determined. In S4, when it is determined that the host vehicle is approaching the intersection or is traveling at the intersection, the process proceeds to S5, and the "intersection traveling locus, driver state and various steering state storage processing unit 36" The driving trajectory of the host vehicle from before approaching the intersection to passing through the intersection (such as turning right or left or going straight) is stored in the memory 38, and in S6, the driver state and driver as described above before approaching (entering) the intersection The various operation states are stored in the memory 38. These processes are not performed unless the host vehicle is traveling at the intersection. The travel trajectory, driver state, and various operation states by the driver stored in S5 and S6 are read out in S15 of FIG. 12, as will be described later.

Next, the recognition area creation data determination process in S2 (FIG. 5) described above will be described with reference to FIGS.
First, in S21, the driver's line-of-sight angle and vehicle head time during follow-up travel are calculated at each sampling timing as follows, and stored in the memory 30. The line-of-sight angle of the driver is detected by the line-of-sight detection camera 8, and the vehicle head time is the distance between the vehicle speed detected by the vehicle speed sensor 6 and the distance between the preceding vehicle detected by the radar 2 or the external camera 4 as an obstacle detection sensor. From this, the following formula is used.
Vehicle head time [s] = Inter-vehicle distance [m] / Vehicle speed [m / s]

Next, the process proceeds to S22, and the standard deviation of the viewing angle with respect to the vehicle head time (degree of variation in the viewing angle) is calculated from the relationship between the driver's viewing angle stored in the memory 30 and the current vehicle head time. By this S22, for example, the standard deviation of the line-of-sight angle with respect to the vehicle head time (degree of variation of the line-of-sight angle) as shown in FIG. 7 is obtained. The memory 30 stores the relationship between the vehicle head time and the viewing angle at that time for each driver.
FIG. 7 shows an example of the driver b obtained in advance by the processing flow of FIGS. 5 and 6 and stored in the memory 30 in addition to the diagram of the driver a obtained in S21 and S22. Note that the processing of S21 is repeatedly executed until such a diagram of FIG. 7 is obtained.

  Next, proceeding to S23, the vehicle head time (vehicle head time Aa as shown in FIG. 7 in the case of driver a) when the standard deviation of the visual line angle (degree of variation in the visual line angle) is equal to or less than a predetermined value is calculated. The predetermined value is a value when the degree of variation of the line-of-sight angle starts to decrease in FIG. 7 (value when the rate of change of the standard deviation of the line-of-sight angle starts to become negative). In the example shown in FIG. a is a value corresponding to the point Pa, and the driver b is a value corresponding to the point Pb. As described above, the point at which the degree of variation in the line-of-sight angle starts to decrease is considered to be a point at which the driver starts to stare at the preceding vehicle without directing his / her line of sight to other than the preceding vehicle (when recognized). Therefore, in the present embodiment, the vehicle head time Aa corresponds to the recognition area (at a certain vehicle speed) of the driver a, and the vehicle head time Bb is recognized by the driver b (at a certain vehicle speed), as described in the example of FIG. It shall correspond to the area. Next, the process proceeds to S24, and the vehicle head time Aa (Bb) calculated in S23 is stored in the memory 30 for each driver as the recognition area setting vehicle head time.

  As will be described later with reference to S100 and S101 in FIG. 13, the size of the recognition area PSC is calculated according to the vehicle speed during travel and the vehicle head time stored in S24 (vehicle head time Aa in the case of driver a). Is done. That is, the size (range) of the recognition area PSC is different for each driver, and is set so as to change according to the speed.

Here, the concept of setting the size of the recognition area PSC in the angular direction will be described with reference to FIG.
FIG. 8A is a diagram illustrating a two-dimensional range of a recognition area according to the present embodiment, and FIG. 8B is a recognition area map (b) for setting the two-dimensional range.

In the present embodiment, the recognition area PSC is set to be elliptical as shown in FIG. Here, in FIG. 8A, the line-of-sight angle described above when the inter-vehicle distance from the preceding vehicle in the traveling direction (θ = 0 °) of the vehicle V in the recognition area PSC at a certain vehicle speed is A. When the vehicle head time Aa is calculated and stored together with θ = 0 ° and is at an angle θ0 with respect to the traveling direction of the vehicle V, for example, a preceding vehicle diagonally ahead traveling in an adjacent lane or the like When the standard deviation of the line-of-sight angle described above when the inter-vehicle distance is C is equal to or less than a predetermined value, the vehicle head time Ca is calculated and stored together with θ = θ0, and the interval is calculated by linear interpolation. Thus, the MAP of the vehicle head time Ta with respect to the angle θ with respect to the traveling direction is obtained and stored as shown in FIG.
As will be described later, the size of the recognition area PSC is calculated by the inter-vehicle distance according to the vehicle speed. A map as shown in FIG. 8B is stored in the memory 30.
Note that the recognition area PSC is not limited to an elliptical shape, but may be other shapes such as a rectangular shape.

Next, the judgment area creation data judgment process in S3 (FIG. 5) and the premise concept will be described with reference to FIGS.
FIG. 9 is a flowchart showing determination area creation data determination processing according to this embodiment, and FIG. 10 is an example of the relationship between the vehicle speed for obtaining determination area setting data and the frequent inter-vehicle distance at that vehicle speed. FIG. 11 is a diagram (a) showing a two-dimensional range of a determination area according to the present embodiment, and a recognition area map (b) for setting the two-dimensional range.

  In the present embodiment, the determination area PSD creation data (the size of the determination area PSD) is generated, for example, when following a preceding vehicle ahead of the host vehicle V on an expressway or a general road. I have to. This is because, during follow-up driving, the distance between the preceding vehicle and the driver is generally different for each driver (for example, at a certain vehicle speed, the driver a frequently follows at about 100 m, but the driver b In this embodiment, the different inter-vehicle distance is regarded as representing the judgment characteristics for each driver, and the judgment area PSD is created for determining the size of the judgment area PSD. Applies to data. In other words, during follow-up, the distance by which the driver recognizes the preceding vehicle and can determine that some operation such as depressing the brake pedal when the brake lamp of the preceding vehicle is lit (in the vehicle traveling direction of the determination area) This is applied to determination area PSD creation data for determining the size of the determination area PSD.

  First, in S31, the vehicle speed detected by the vehicle speed sensor 6 and the inter-vehicle distance at that time are detected for each time and stored in the memory 34. The inter-vehicle distance is detected by the radar 2 or the external camera 4 as an obstacle detection sensor. Next, the process proceeds to S32, in which the inter-vehicle distance that is more frequent than the vehicle speed is detected from the vehicle speed and inter-vehicle distance data stored in the memory 34, and the inter-vehicle distance is associated with the vehicle speed to be used as the determination area setting inter-vehicle distance B. Save in the memory 34.

  For example, the inter-vehicle distance B is as shown in FIG. In addition to the diagram of the driver a obtained in S31 and S32, FIG. 10 also shows an example of the driver b obtained in advance by the processing flow of FIGS. 5 and 9 and stored in the memory 34. The memory 34 stores the inter-vehicle distance B associated with the vehicle speed for each driver.

  As shown in FIG. 10, for example, even if the driver a and the driver b travel at the same vehicle speed, the frequent inter-vehicle distance (the inter-vehicle distance that the driver normally takes) may vary when following the vehicle. . Then, as will be described later with reference to S102 and S103 in FIG. 13, the inter-vehicle distance B corresponding to the vehicle speed at that time is read for each driver and calculated as the size of the determination area PSD. That is, the size (range) of the determination area PSD is different for each driver, and is set so as to change according to the speed.

Here, the concept of setting the size of the determination area PSD in the angular direction will be described with reference to FIG.
FIG. 11A is a diagram showing a two-dimensional range of a determination area, and a recognition area map (b) for setting the two-dimensional range.

In the present embodiment, the determination area PSD is set to be elliptical as shown in FIG. Here, in FIG. 11A, the length of the determination area PSD at a certain vehicle speed in the traveling direction of the vehicle V is [B], and the elliptical area PSD at an angle θ = 90 ° with respect to the traveling direction of the vehicle V. Let [D] be the lateral length of.
The length [D] is the distance in the horizontal direction from a vehicle (for example, a vehicle traveling in an adjacent lane) traveling in parallel with the host vehicle during normal traveling, and the location and situation of the traveling The vehicle 34 is stored in the memory 34 together with the vehicle speed and the like, and the driver wants to secure around the own vehicle based on the stored data (for example, avoiding when another parallel vehicle approaches the own vehicle) It is assumed that it is a distance that it is desired to maintain a determinable distance to operate (determination distance)), and in S32 described above, the determination area setting inter-vehicle distance B is associated with the lateral angle θ (near 90 degrees) and the vehicle speed. Save as. Note that the distance feeling as a judgment characteristic of the driver can be accurately estimated by referring to not only the time of traveling but also the distance between adjacent parked vehicles when parking.

Thus, since the length [D] is set in association with the vehicle speed, the lateral length [D] at a certain vehicle speed in the determination area PSD is calculated according to the vehicle speed at that time. I can do it. Then, the size of the determination area PSD is obtained by linear interpolation using the angle [theta] with respect to the traveling direction of the vehicle V from the length [B] and the length [D], and is determined by a map as shown in FIG. Is set. A map as shown in FIG. 11B is stored in the memory 34.
The determination area PSD is not limited to an ellipse, but may be other shapes such as a rectangular shape.

Next, a recognition area and determination area setting process, a driving support process, and the like performed by the vehicle driving support apparatus according to the embodiment of the present invention will be described with reference to FIGS.
FIG. 12 is a flowchart showing each process performed for the support determination process by the vehicle driving support apparatus according to the embodiment of the present invention, and FIG. 13 shows the setting of the recognition area and the determination area according to the present embodiment. FIG. 14 is a diagram schematically illustrating setting of a determination area and a recognition area at an intersection according to the present embodiment, and FIG. 15 is a vehicle driving according to the embodiment of the present invention. FIG. 16 is a flowchart illustrating driver support processing by the support device, and FIG. 16 is a diagram schematically illustrating a relationship between a determination area, a recognition area, and an obstacle according to the present embodiment.

  First, as shown in FIG. 12, in S10, data of the radar 2 and the external camera 4 as obstacle detection sensors are input, vehicle speed data is input from the vehicle speed sensor 6, and the driver's line-of-sight monitoring camera 8 relates to the driver's line of sight. Data is input, data regarding the seat position (driver identification data) is input from the seat position sensor 10, current position data of the host vehicle is input from the GPS 12, and map data is input from the car navigation 14.

  Next, in S11, a calculation process of the own vehicle personal space (recognition area PSC, determination area PSD) is performed. The calculation process of PSC and PSD by S11 will be described later.

  Next, in S12, it is determined whether there is an obstacle around the vehicle from the data of the radar 2 and the external camera 4 input in S10. If it is determined in S12 that an obstacle exists, the process proceeds to S13, and the movement prediction area ES of the obstacle is estimated.

  Next, in S14, it is determined from the data of the radar 2 and the external camera 4 input in S10 or the map data obtained from the car navigation 14 whether a blind spot area exists around the host vehicle. The blind spot area is an area that cannot be detected by the radar 2 or the external camera 4 at an intersection as shown in FIG. 15 to be described later, or an area (obstacle) between vehicles parked in parallel, although not shown. As the pedestrian may jump out), or the driver's line of sight does not reach. If it is determined in S14 that a blind spot area exists, the process proceeds to S15, and a virtual obstacle setting processing unit (dead angle) 24 performs a virtual obstacle setting process described later.

  Next, in S16, it is determined from the data of the radar 2 and the external camera 4 input in S10 or the map data obtained from the car navigation 14 whether or not there is a traffic light or a temporary stop line ahead of the host vehicle. To do. If it is determined in S16 that there is a traffic light or a temporary stop line ahead of the host vehicle, the process proceeds to S17, where a traffic light is installed by a virtual obstacle setting processing unit (signal / temporary stop line) 26 as described later. A process of setting the intersection on the priority road provided with the intersection and the temporary stop line as a virtual obstacle is performed.

  Next, it progresses to S18 and performs the assistance judgment process mentioned later.

Next, with reference to FIG. 13, the vehicle personal space (determination area PSD, recognition area PSC) calculation process in S11 of FIG. 12 described above will be described.
First, as shown in FIG. 13, in S100, the vehicle head time Ta for each angle θ with respect to the traveling direction corresponding to the driver identified in S10 of FIG.

  Next, in S101, the recognition area PSC is calculated according to the vehicle speed detected by the vehicle speed sensor 6 in S10 (FIG. 12) and the vehicle head time Ta read in S100. For example, the length [A] in the traveling direction of the vehicle V in the recognition area PSC of the driver a can be obtained by multiplying the vehicle speed and the vehicle head time Aa. And the magnitude | size (range) of the recognition area PSC is calculated with the map of FIG.8 (b). Note that the recognition area (PSC) and determination area (PSD) calculation MAP may further include a plurality of MAPs for each traveling environment, such as when driving in urban areas and when driving on highways.

  Next, in S102, the inter-vehicle distance r corresponding to the vehicle speed detected by the vehicle speed sensor 6 in S10 (FIG. 12) and the driver identified in S10 in FIG. Next, in S103, the determination area PSD is calculated from the inter-vehicle distance r read in S102. For example, the length [B] in the traveling direction of the vehicle V in the determination area PSD of the driver a is the inter-vehicle distance B. Further, as described in FIG. 11, the lateral length [D] of the vehicle V is calculated in the same manner. Then, the size (range) of the determination area PSD is calculated from the map of FIG.

  Next, it progresses to S104 and it is determined whether the intersection exists in the recognition area PSC calculated by S101. The determination of whether or not it is within the recognition area is performed using the map of FIG. That is, in S104, first, the presence / absence of an intersection is determined from the data input by the radar 2 and the external camera 4 in S10 (FIG. 12). The angular position θ of the intersection with respect to the direction is obtained, and the distance r1 to the intersection is measured. If the distance r1 is smaller than the value of r obtained from the map of FIG. 8B, it is determined that it is in the recognition area. To do.

If it is determined in S104 that there is no intersection in the recognition area, the process proceeds to S105, in which the recognition area PSC is set to extend one straight from the vehicle periphery to the front. In S106, the determination area PSD is set from the vehicle periphery. It is set so as to extend almost straight toward the front (see FIGS. 1, 2, and 15).
On the other hand, when it is determined in S104 that there is an intersection in the recognition area, the process proceeds to S107, and the intersection or the same kind of intersection stored in the memory 38 (for example, even if it is not the same intersection as the intersection, "Intersection trajectory data", "Driver status data", "Drivers'past" at intersections of the same scale such as the same road width and the same number of lanes, intersections with the same number of branches such as crossroads, T-junctions and three-way intersections) Read various operation data.

  Here, for example, when the driver turns left at the intersection, he or she looks to the left of the intersection, or looks to the side mirror ("driver state"), loosens the accelerator, steps on the brake, Operate the turn signal, operate the steering (“various operations by the driver”), and turn left. Such “driver state data”, “various operation data by driver”, and “intersection trajectory data” are stored in the memory 38 in association with each other.

In S107, the driver's line-of-sight monitoring camera 8 detects the driver's line-of-sight ("driver state"), and a detection sensor (not shown) such as an accelerator pedal or brake pedal operation amount or steering rudder angle amount " The “operation state” is detected, and the possibility (including straight travel) of the right / left turn is estimated from the detected state and the past “intersection locus data”.
In S108, the recognition area PSC is set based on the possibility of a right / left turn. In S109, the determination area PSD is set based on the possibility of a right / left turn.

Here, referring to FIG. 14, the setting of the recognition area PSC and the determination area PSD based on the possibility of right / left turn in S108 and S109 will be described.
For example, the possibility of a right or left turn estimated by S107 is 40%, the possibility of going straight is 30%, the possibility of right turn is 30%, and the possibility of left turn is 30%. In this case, as shown in FIG. 14A, all areas PS are provided on the lines that will travel. In the example of FIG. 14A, the recognition area PSC is set for all the roads in the left direction, straight direction, and right direction of the intersection (recognition areas PSC-1, 2, 3). As shown in FIG. 14 (a), the recognition area PSC can be modified and set in accordance with the assumed travel line of the host vehicle. Note that the determination area PSD can also be set to be modified according to the travel line. The assumed travel line is obtained from the “intersection trajectory data”, and the deformation of the determination area PSD and the recognition area PSC is calculated based on the assumed travel line data.

  Next, for example, when the possibility of a right or left turn estimated at S107 is estimated to be a low possibility of a right turn, that is, a possibility of going straight ahead is 50%, a right turn possibility is 10%, and a left turn possibility is 40%. As shown in FIG. 14 (b), the recognition areas PSC-1 and 2 are set on the assumed travel line of the road in the left direction and the straight direction of the intersection. Such estimation is performed, for example, when the driver's line-of-sight direction is concentrated in the left direction and the straight direction of the intersection as shown by the solid-line arrows in FIG. It is done when is not suitable.

  Next, for example, if the possibility of a right or left turn estimated in S107 is determined to be a left turn, that is, the possibility of going straight ahead is 5%, the possibility of right turn is 5%, and the possibility of left turn is 90%, FIG. As shown in c), only one recognition area PSC is set on the road to the left of the intersection. Such estimation (determination) is performed when the driver performs a left turn blinker operation among the “various operation states by the driver”. In the example of FIG. 14C, the host vehicle V is approaching the intersection, and the determination area PSD is also set by being deformed along the assumed travel line.

Next, a driver driving support process executed by the vehicle driving support apparatus according to the embodiment of the present invention will be described with reference to FIGS. 15 and 16.
First, as shown in FIG. 15, in S110, it is determined whether or not there is interference with the obstacle O (VO) in the determination area PSD. In the present embodiment, as described above with reference to FIG. 2, the relative movement prediction area ES is set for the moving obstacle O, and in this S110, the determination area PSD and the relative movement prediction area ES overlap. In this case, it is determined that interference has occurred. In S110 and S114 of FIG. 15, in “interference”, the moving obstacle O itself detected by the radar 2 or the external camera 4 “exists” in the determination area PSD or the recognition area PSC. This also includes cases where it is detected that In the case of a stationary object, it is determined that interference has occurred when the obstacle O (VO) is detected by the radar 2 or the external camera 4 as being present in the determination area PSD. Note that whether or not the obstacle O (VO) exists in the determination area PSD is the same as the determination of the presence or absence of an intersection in S104 (FIG. 13).

  If it is determined in S110 that there is interference with the obstacle O (VO) in the determination area PSD, the process proceeds to S111. The determination area PSD is an area where a determination to perform some operation for avoiding a collision with the obstacle O (VO) should be made. In this embodiment, if the driver recognizes the obstacle O (VO), The warning that prompts the avoidance operation is not issued so that the driver does not feel bothered.

  That is, in S111, it is determined whether or not the driver recognizes the obstacle O (VO). This determination is made by the driver line-of-sight monitoring camera 8 based on whether or not the driver's line of sight is directed toward the obstacle O (VO). Alternatively, when the brake pedal is depressed, the accelerator is loosened, or the steering is turned in a direction to avoid the obstacle O (VO), it is determined that the driver recognizes the obstacle O (VO). . If it is determined in S111 that the driver recognizes the obstacle O (VO), the process proceeds to S112, and in particular, an alarm that the obstacle O (VO) should be avoided is not issued.

  On the other hand, when it is determined in S111 that the driver does not recognize the obstacle O (VO), the process proceeds to S113, and determination area assistance (operation promotion warning output) processing is performed. In the present embodiment, as support for the judgment area (operation promotion warning output), the accelerator reaction force is increased, and the steering is lightened in a direction to avoid the obstacle O (VO), while colliding with the obstacle O (VO). The direction is made heavy, or an audio alarm is issued to prompt the user to step on the brake.

  Next, in S110, when it is determined that there is no interference with the obstacle O (VO) in the determination area PSD, the process proceeds to S114, and whether there is interference with the obstacle O (VO) in the recognition area PSC. Is determined. Interference with the obstacle O (VO) in the recognition area PSC is also determined in the same manner as in S110. In S114, when it is determined that there is no interference with the obstacle O (VO) in the recognition area PSC, as shown in FIG. 16A, the obstacle O (VO) is determined in both the determination area PSD and the recognition area PSC. Since there is no interference, the process proceeds to S112, and in particular, there is no warning that the obstacle O (VO) should be avoided.

On the other hand, if it is determined in S114 that there is interference with the obstacle O (VO) in the recognition area PSC, a state as shown in FIG. In this case, it progresses to S115 and performs the movement prediction (relative movement prediction) of the own vehicle and / or the obstruction O (VO) (an other vehicle in the example of FIG.16 (b)). This S115 is processed by the obstacle movement prediction region calculation processing unit 22. That is, the vehicle speed of the host vehicle detected by the vehicle speed sensor 6, the traveling direction of the host vehicle obtained from the steering angle sensor (not shown), the map data 14, and the like, the radar 2 as the obstacle detection sensor, and the external camera 4 are used. From the detection result of the obstacle O, the relative movement direction of the obstacle with respect to the host vehicle (movement direction from the recognition area PSC) and the movement position after a predetermined time are predicted. In the case where the obstacle O is a stationary object or a virtual obstacle VO described later, movement prediction based on the vehicle speed of the host vehicle is performed.
Next, in S116, based on the movement prediction result in S115, it is determined whether or not the obstacle O (VO) interferes in the determination area PSD. The “interference” in S116 includes the case where the obstacle O (VO) itself exists in the determination area PSD (and is predicted based on the prediction result in S115).

  If it is determined in S116 that the obstacle O (VO) does not interfere with the determination area PSD, for example, the state is as shown in FIG. 16B. In this case, the obstacle O (VO) Is present in the recognition area PSC, but intrusion into the determination area PSD is not predicted, so that the process proceeds to S112, and in particular, no warning is given that an obstacle O (VO) should be avoided. This is because the obstacle O (VO) is predicted to hardly enter the determination area PSD, so that the driver does not have to pay particular attention, and even if an alarm is issued, it becomes an unnecessary alarm bothering the driver. It is.

  On the other hand, when it is determined in S116 that the obstacle O (VO) is interfering in the determination area PSD, for example, as shown in FIG. 16C, the obstacle O (VO) is detected in the recognition area PSC. This is a case where the intrusion into the judgment area PSD is predicted.

  In this embodiment, when the driver does not recognize such an obstacle O (VO), an alarm for prompting the avoidance operation is issued.

  That is, if it is determined in S116 that the obstacle O (VO) is interfering in the determination area PSD, the process proceeds to S117, and the driver recognizes the obstacle O (VO) in the same manner as in S111 described above. It is determined whether or not. If it is determined in S117 that it is recognized, the process proceeds to S112, and in particular, there is no warning that an obstacle O (VO) should be avoided.

  If it is determined in S117 that the driver does not recognize the obstacle O (VO), the driver is present in the recognition area PSC and is expected to enter the determination area PSD. In this case, the process proceeds to S118, where recognition area support (information provision warning output) processing is performed. In this embodiment, as support for the recognition area (information provision alarm output), it is predicted that the approach of the obstacle O (VO) is predicted by voice and its direction is notified, and an alarm screen related to them is output on the navigation screen To do.

  Although description is omitted in the present embodiment, the interference determination in the physical limit area is performed before the interference determination in the determination area PSD, and it is determined that the obstacle O interferes in the physical limit area. In some cases, the vehicle control device (for example, pre-crash system) 18 or the like is activated.

Next, referring to FIG. 12, FIG. 15 and FIG. 17, the setting of the virtual obstacle in the blind spot area (mainly the intersection) executed by the vehicle driving support apparatus according to the embodiment of the present invention, and the virtual obstacle The interference determination with the recognition area and the determination area will be described.
FIG. 17 is a diagram schematically illustrating the setting of the virtual obstacle, the recognition area, and the determination area at the intersection set by the vehicle driving support apparatus according to the embodiment of the present invention.
As described above, when it is determined in S14 (FIG. 12) that a blind spot area exists, the “virtual obstacle setting process (dead spot)” in S15 is performed.
As described above, this virtual obstacle setting process is performed in an area where an obstacle cannot be detected by the radar 2 or the external camera 4 such as an intersection with poor visibility, or between two vehicles parked in parallel, or the driver's A virtual obstacle (virtual obstacle VO) is set in a blind spot area such as an area where the line of sight does not reach.

  As shown in the example of the intersection shown in FIG. 17, in this embodiment, the virtual obstacle VO is set from the following viewpoints. First, the radar 2, the camera 4, or the driver is set so as to be disposed at a barely-closed position (closest position of the blind spot area) where an obstacle in the blind spot cannot be captured. Moreover, when setting a vehicle as the virtual obstacle VO, it arrange | positions so that it may be located in the center of a driving lane. Bicycles, pedestrians, and motorcycles are set to be arranged on the own vehicle side (front side). This assumes the worst case (one with severe conditions) where a sudden jump-out may be considered. In addition, a virtual obstacle (pedestrian) VO is set behind a vehicle such as parallel parking, assuming that there is a pedestrian as an obstacle behind the vehicle.

  The virtual obstacle VO set in S15 is processed in the same manner as the obstacle O that actually exists in S18 (FIGS. 12 and 15). In FIG. 15 showing the processing flow of S18, the obstacle recognition step by the driver of S111 and S117 is not performed. Therefore, for example, as shown in FIG. 15, if it is determined in S110 that the virtual obstacle VO interferes with the determination area PSD, the determination area support process as described above is performed in S113. In S114, it is determined that the virtual obstacle VO interferes with the recognition area PSC (in FIG. 17A, the bicycle in front of the left road interferes with the recognition area PSC-1). If it is determined in S116 that the virtual obstacle VO is interfering in the determination area PSD after predicting the movement of the host vehicle, the recognition area support process as described above is performed in S118.

  An alarm of an obstacle that may exist in the blind spot area is issued by the interference determination process as shown in FIG. 15 based on the setting of the virtual obstacle as described above and the setting of the determination area PSD and the recognition area PSC. I can do it. In particular, at the intersection, as shown in S107 to S109 in FIG. 13 and FIG. 14, the judgment area PSD and the recognition area PSC set according to the possibility of right / left turn effectively exist in the blind spot area in the right / left turn direction. An alarm (recognition or judgment) of a possible obstacle can be performed.

Next, referring to FIG. 18 and FIG. 19, at an intersection where a traffic signal executed by the vehicle driving support apparatus according to the embodiment of the present invention is installed or an intersection where a temporary stop line is provided (when there is a priority road ahead). The setting of the virtual obstacle, the recognition area, and the determination area will be described.
FIG. 18 is a diagram schematically illustrating the setting of a virtual obstacle, a recognition area, and a determination area at an intersection where a traffic signal set by the vehicle driving support device according to the embodiment of the present invention is installed. FIG. 5 is a diagram schematically showing settings of a virtual obstacle, a recognition area, and a judgment area when traveling on a road provided with a temporary stop line set by the vehicle driving support device according to the embodiment of the present invention. .
As described above, when it is determined in S16 (FIG. 12) that there is a traffic light or a temporary stop line in front of the host vehicle, in S17, an intersection where the traffic signal is installed or a priority that is provided with a temporary stop line. A process of setting an intersection on the road as a virtual obstacle is performed.
First, referring to FIG. 18, a process for setting an intersection where a traffic light is installed as a virtual obstacle VO will be described.
As shown in FIG. 18A, in the present embodiment, the signal from the traffic light in front of the vehicle changes from yellow to red, and an intersection range as shown in FIG. 18A is set as a virtual obstacle VO.

  Similarly to the virtual obstacle VO set in the blind spot area described above, the virtual obstacle VO set in S17 is processed in the same manner as the obstacle O actually present in S18 (FIGS. 12 and 15). . In FIG. 15 which shows the process flow of S18, the point which the recognition step of the obstruction by the driver of S111 and S117 is not performed is also the same.

  An example of the process of S18 will be described with reference to FIG. In the example of FIG. 18 (a), the recognition area PSC interferes with the virtual obstacle VO (determined that there is interference in S114), and the driver overlooks the red signal due to other observations and distractions, and reduces the vehicle speed. If the vehicle is about to enter the intersection (the travel distance predicted by the travel prediction of the host vehicle in S115 becomes longer), and the length of the judgment area PSD in the vehicle traveling direction becomes longer according to the vehicle speed, as described above. In S116, it is determined that the virtual obstacle VO interferes with the determination area PSD, and in S118, the recognition area support process as described above is performed. In this case, the content of the support for the recognition area is a warning that it is a red light.

  Next, FIG. 18B shows the state of the judgment area PSD and the recognition area PSC when the intersection is set as a virtual obstacle VO in the state of a red light and the vehicle is stopped but the driver steps on the accelerator. It is an example which shows. As shown in FIG. 18 (b), during such a red signal, even if the vehicle is stopped, if the driver steps on the accelerator, the judgment area PSD and the recognition area PSC are expanded and interfere with the virtual obstacle VO. Therefore, an alarm is issued in S113 or S118 (see FIG. 15), and it can function as a start suppression function.

  Next, as shown in FIG. 18C, since the signal changes to blue and the virtual obstacle VO disappears, it is not determined that there is interference in S110 and S114, and no alarm is given.

Next, a process of setting an intersection provided with a temporary stop line as a virtual obstacle VO will be described with reference to FIG.
In the present embodiment, in S17 (FIG. 12), the road on which the host vehicle is traveling is a non-priority road based on the map information obtained from the car navigation 14 and the traveling direction of the host vehicle obtained by the vehicle speed sensor 6. If there is, the intersection is set as a virtual obstacle VO. In the present embodiment, a virtual obstacle VO is set with the temporary stop line SL as a boundary. The position of the temporary stop line SL is obtained by performing image processing on an image obtained by the external camera 4.

  Similarly to the virtual obstacle VO described above, the virtual obstacle VO having the pause line SL set in S17 as a boundary is equivalent to the obstacle O actually present in S18 (FIGS. 12 and 15). It is processed. In FIG. 15 which shows the process flow of S18, the point which the recognition step of the obstruction by the driver of S111 and S117 is not performed is also the same.

  An example of the process of S18 will be described with reference to FIG. In the example of FIG. 19A, the recognition area PSC crosses the temporary stop line and interferes with the virtual obstacle VO (determined that there is interference in S114). If the user overlooks the line and tries to enter the intersection without reducing the vehicle speed (the movement distance predicted by the movement prediction of the own vehicle in S115 becomes longer), and the vehicle in the determination area PSD according to the vehicle speed as described above. Since the length in the traveling direction is also increased, it is determined in S116 that the virtual obstacle VO is interfering in the determination area PSD, and in S118, the recognition area support process as described above is performed. In this case, the content of the recognition area support is an alarm that there is a priority road ahead and a temporary stop line SL is provided.

  On the other hand, as shown in FIG. 19 (b), when the vehicle speed is low, there is no interference with the virtual obstacle VO even if the driver looks around (there is interference in S110 and S114 (FIG. 15)). Therefore, no warning is given in S113 or S118 (FIG. 15). In the present embodiment, as described above, no warning is given to the driver of the vehicle traveling relatively slowly.

  Next, as shown in FIG. 19C, the vehicle stops at a position before a predetermined distance D of the temporary stop line SL (normal deceleration (0.2 to 0.3 G) before the temporary stop line SL). The virtual obstacle setting processing unit (signal / temporary stop line) 26 sets the set virtual obstacle VO to disappear. Therefore, it is not determined that there is interference in S110 and S114 (FIG. 15), and no alarm is given. If the vehicle speed has not been sufficiently reduced before reaching the position before the predetermined distance D of the temporary stop line SL, the vehicle must have already been alerted, or the vehicle of the driver who is originally driving at a reduced vehicle speed. This is because the determination area PSD and the recognition area PSC are small in the vehicle traveling direction, and it is considered that no warning is given.

V Vehicle O Obstacle VO Virtual obstacle S Traffic light SL Pause line PSC Cognitive area (cognitive area)
PSD judgment area (judgment area)
PL Physical limit ES Relative movement prediction area 1 after a predetermined time of a moving obstacle (other vehicle) based on the relative speed with the own vehicle speed 1 Vehicle driving support device 2 Radar 4 External camera 6 Vehicle speed sensor 8 Driver gaze detection camera 10 Seat position Sensor 12 GPS
16 Alarm device 20 Driving support processing unit 18 Vehicle control device

Claims (8)

A vehicle driving support device for supporting driving of a driver,
Traveling state detection means for detecting the traveling state of the host vehicle;
Obstacle detection means for detecting obstacles around the host vehicle;
A determination area setting means for setting a determination area to be determined to perform an operation for avoiding a collision with an obstacle according to the traveling state of the host vehicle detected by the traveling state detection means;
A recognition area setting means for setting a recognition area in which the presence of an obstacle should be recognized, at least ahead of the determination area in the vehicle traveling direction, according to the traveling state of the host vehicle detected by the traveling state detection means;
When the vehicle travels, the obstacle detection means detects an obstacle in the recognition area, and when the detected obstacle is predicted to enter the judgment area, warns the driver of the presence of the obstacle. A vehicle driving support device, comprising:   The recognition area set by the recognition area setting means is set for each driver from a calculation result of a variation in the line-of-sight angle of the driver when the host vehicle driven by the driver is following the other vehicle. The vehicle driving support device according to claim. The obstacles include other movable vehicles,
Furthermore, a predetermined value for the movable other vehicle with respect to the own vehicle is determined from the movement state of the movable other vehicle detected by the obstacle detection means and the traveling state of the own vehicle detected by the traveling state detection state. Other vehicle movement prediction area setting means for setting a relative movement prediction area after time,
When the relative movement prediction area set by the obstacle movement prediction area setting means interferes with the determination area, the warning output means is assumed that the movable other vehicle has entered the determination area. The vehicle driving support device according to claim 1, wherein the driver is warned of the presence of the obstacle. Furthermore, when there is an intersection having a branch ahead of the traveling direction of the host vehicle, the vehicle has an intersection traveling direction estimation means for estimating the traveling direction at the intersection of the host vehicle,
The vehicle driving support device according to claim 1, wherein the recognition area setting means sets one or a plurality of the recognition areas according to the estimated traveling direction.   5. The vehicle driving support device according to claim 4, wherein the intersection traveling direction estimation means estimates the traveling direction of the host vehicle based on travel history data of the host vehicle at the same or similar intersections in the past. Furthermore, when there is a blind spot area in the host vehicle, it has a blind spot area virtual obstacle setting means for setting a virtual obstacle at the closest approach position of the blind spot area,
The alarm output means alerts the driver of the existence of the virtual obstacle assuming that the virtual obstacle is an obstacle when the virtual obstacle is predicted to enter the judgment area from the recognition area. The vehicle driving support device according to claim 1. In addition, at the intersection where the traffic light is set, when there is a red signal, the first intersection virtual obstacle setting means for setting the intersection as a virtual obstacle,
When the intersection set as the virtual obstacle is predicted to enter the judgment area from the recognition area, the warning output means assumes that the intersection that is the virtual obstacle is an obstacle, The vehicle driving support device according to claim 1, wherein the driver is warned of the presence. Furthermore, in the intersection in the non-priority road provided with the temporary stop line, it has a second intersection virtual obstacle setting means for setting the intersection as a virtual obstacle,
When the intersection set as the virtual obstacle is predicted to enter the judgment area from the recognition area, the warning output means assumes that the intersection that is the virtual obstacle is an obstacle, The vehicle driving support device according to claim 1, wherein the driver is warned of the presence.

Images