JP2012232639A - Driving support device and method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technique to reduce the unnecessary support when the secondary steering is performed after the primary steering by the intention a driver.SOLUTION: A driving support device performs warning or assistance support to drive a vehicle in a runway when the vehicle deviates from the runway on which the vehicle can run. When the above support is stopped because a primary steering amount has exceeded a first prescribed amount that becomes the threshold value whether to stop the support, and further when a secondary steering amount exceeds a second prescribed amount that becomes the threshold value whether to extend the stop of the above support, the above stop is extended.

Description

  The present invention relates to a driving support device and a driving support method.

  A technique is disclosed in which, when a steering angle is equal to or greater than a set steering angle after a set time after the steering angular velocity is equal to or greater than a set threshold, it is determined that the driver is steering intervention and the lane departure response support function is stopped. (For example, refer to Patent Document 1). According to the technique of Patent Document 1, it is possible to distinguish the steering intervention by the driver from the influence of disturbance, and it is possible to reduce unnecessary warnings and correction steering.

Japanese Patent Laid-Open No. 2003-081115 JP 2003-237610 A JP 2004-189140 A JP-A-11-091606

  Incidentally, there are cases where secondary steering is accompanied after primary steering as steering of a vehicle by a driver. In the conventional technology such as Patent Document 1, since warning or assistance support for primary steering is stopped, warning or assistance support may be resumed during secondary steering. . Thus, if warning or assistance assistance is implemented during secondary steering, it becomes unnecessary assistance for the driver, and the assistance becomes troublesome.

  An object of the present invention is to provide a technique for reducing unnecessary assistance when secondary steering is performed after primary steering by the driver's intention.

In the present invention, the following configuration is adopted. That is, the present invention
A travel support device that provides warning or assistance support so that a vehicle travels within the travel path when the vehicle deviates from the travel path on which the vehicle can travel,
Since the primary steering amount exceeds a first predetermined amount that is a threshold value for determining whether or not to stop the support, the secondary steering amount further extends the stop of the support when the support is stopped. When the vehicle exceeds a second predetermined amount, which is a threshold value of whether or not, the stop of the support is extended.

  Here, the first predetermined amount is an amount by which the primary steering amount according to the driver's intention becomes a threshold value as to whether or not to stop the warning or assistance by the driving support device, and the primary steering amount is the first amount. When the predetermined amount is exceeded, the warning or auxiliary support by the driving support device is stopped. The second predetermined amount is an amount by which the secondary steering amount according to the driver's intention becomes a threshold value as to whether or not to stop the warning or auxiliary assistance stop by the driving support device, and the secondary steering amount is the second place. If the fixed amount is exceeded, the suspension of warning or assistance by the driving support device is extended.

According to the present invention, when secondary steering is involved after primary steering, it is possible to extend the warning or auxiliary support stoppage by the travel support device for secondary steering. As a result, no warning or assistance is provided by the travel support device during secondary steering. Therefore, unnecessary assistance can be reduced when secondary steering is performed after primary steering according to the driver's intention.

  The second predetermined amount is changed to a smaller value when a travel impossible area in the traveling direction of the vehicle is detected, compared to a case where the travel impossible area in the traveling direction of the vehicle is not detected. Good.

  When there is a non-travelable area in the traveling direction of the vehicle, the driver has a high possibility of avoiding the non-travelable area by primary steering and returning the vehicle to the center of the road by secondary steering. In other words, when there is a non-travelable area in the traveling direction of the vehicle, there is a high possibility that the secondary steering is performed after the primary steering according to the driver's intention. For this reason, when the travel impossible area in the traveling direction of the vehicle is detected, the second predetermined amount is changed to a smaller value compared to the case where the travel impossible area in the traveling direction of the vehicle is not detected. In the secondary steering with a small steering amount, warning or assistance support by the driving support device is not performed.

In the present invention, the following configuration is adopted. That is, the present invention
A travel support method for providing warning or assistance support so that a vehicle travels within the travel path when the vehicle deviates from the travel path on which the vehicle can travel,
Since the primary steering amount exceeds a first predetermined amount that is a threshold value for determining whether or not to stop the support, the secondary steering amount further extends the stop of the support when the support is stopped. In the driving support method, the stop of the support is extended when a second predetermined amount that is a threshold value of whether or not is exceeded.

  Also according to the present invention, unnecessary assistance can be reduced when secondary steering is performed after primary steering by the driver's intention.

  According to the present invention, unnecessary assistance can be reduced when secondary steering is performed after primary steering by the driver's intention.

It is a block diagram which shows the structure of the driving assistance device which concerns on Example 1 of this invention according to a function. It is a figure which shows the mode of the vehicle in case secondary steering is accompanied after the primary steering which concerns on Example 1. FIG. It is a figure which shows the state which restrict | limits execution of a driving assistance process, when secondary steering is accompanied after the primary steering which concerns on Example 1. FIG. 7 is a flowchart illustrating a driver intention determination routine in the case where secondary steering is performed after primary steering according to the first embodiment.

  Specific examples of the present invention will be described below. Here, a driving support device (driving support device) that recognizes a lane and a non-driving area, sets a road based on the recognized lane and the non-driving area, and performs driving support processing to avoid deviation from the driving road of the vehicle. For example, LDW, LDP, etc.) will be described. The driving support process here is executed earlier than the collision damage mitigation process that is executed when the vehicle stops urgently or when a collision between the vehicle and an obstacle is unavoidable. Is to do. For this reason, the driving assistance device of the present invention is different from the driving assistance device (for example, PCS or the like) that performs the collision damage reduction processing. Moreover, the structure demonstrated in the following example shows one embodiment of this invention, and does not limit the structure of this invention.

<Example 1>
(Drive assist device)
FIG. 1 is a block diagram illustrating the configuration of the driving support device (driving support device) according to the first embodiment of the present invention according to function. As shown in FIG. 1, the vehicle is equipped with an electronic control unit (ECU) 1 for driving assistance that constitutes a driving assistance device.

  The ECU 1 is an electronic control unit that includes a CPU, ROM, RAM, backup RAM, I / O interface, and the like. The ECU 1 includes a radar device 2, an external camera 3, a driver camera 4, a yaw rate sensor 5, a wheel speed sensor 6, a brake sensor 7, an accelerator sensor 8, a winker switch 9, a steering angle sensor 10, a steering torque sensor 11, and the like. Various sensors are electrically connected, and output signals from these sensors are input to the ECU 1.

  The radar device 2 is attached to the front portion of the vehicle, transmits millimeter waves to the front of the vehicle, and receives reflected waves reflected by obstacles outside the vehicle, so that information on the relative position of the obstacles to the vehicle (for example, (Coordinate information) is output. The vehicle exterior camera 3 is disposed at a position where the front of the vehicle can be viewed in the vehicle interior and outputs an image of the front of the vehicle. The driver camera 4 is disposed at a position where the driver can be seen in the field of view in the passenger compartment, and outputs an image of the driver. The yaw rate sensor 5 is attached to the vehicle body and outputs an electrical signal correlated with the yaw rate of the vehicle. The wheel speed sensor 6 is attached to a vehicle wheel and outputs an electrical signal correlated with the traveling speed of the vehicle.

  The brake sensor 7 is attached to a brake pedal in the passenger compartment, and outputs an electrical signal correlated with the operation torque (depression force) of the brake pedal. The accelerator sensor 8 is attached to an accelerator pedal in the passenger compartment, and outputs an electrical signal correlated with the operating torque (depression force) of the accelerator pedal. The winker switch 9 is attached to a winker lever in the passenger compartment, and outputs an electrical signal correlated with the direction indicated by the winker (direction indicator) when the winker lever is operated. The steering angle sensor 10 is attached to a steering rod connected to the steering wheel in the vehicle interior, and outputs an electrical signal that correlates with the rotation angle from the neutral position of the steering wheel. The steering torque sensor 11 is attached to the steering rod and outputs an electrical signal correlated with torque (steering torque) input to the steering wheel.

  Various devices such as a buzzer 12, a display device 13, an electric power steering (EPS) 14 and an electronically controlled brake (ECB) 15 are connected to the ECU 1, and these various devices are electrically controlled by the ECU 1. It has become.

  The buzzer 12 is attached to the vehicle interior and outputs a warning sound or the like. The display device 13 is attached to the vehicle interior and displays various messages and warning lights. The electric power steering (EPS) 14 assists the operation of the steering wheel using the torque generated by the electric motor. The electronically controlled brake (ECB) 15 electrically adjusts the hydraulic pressure (brake hydraulic pressure) of the friction brake provided on each wheel.

  The ECU 1 has the following functions in order to control various devices using the output signals of the various sensors described above. That is, the ECU 1 includes an obstacle information processing unit 100, a lane information processing unit 101, a consciousness decrease determination unit 102, a driver intention determination unit 103, an integrated recognition processing unit 104, a common support determination unit 105, an alarm determination unit 106, and a control determination. A unit 107 and a control amount calculation unit 108.

The obstacle information processing unit 100 approximately obtains a regression line capable of avoiding a plurality of travel impossible areas based on the coordinate information of the travel impossible areas such as a plurality of obstacles output from the radar device 2, Information including the coordinate information of the regression line and the yaw angle of the vehicle with respect to the regression line is generated. Further, when the radar apparatus 2 detects a non-travelable area such as a single obstacle, it also generates coordinate information of the non-travelable area and information on the yaw angle of the vehicle with respect to the non-travelable area. The obstacle information processing unit 100 may generate information related to the untravelable area based on the image captured by the vehicle camera 3. The non-travelable area includes obstacles such as guardrails, fences, side walls, curbs, pedestrians, bicycles, and other vehicles, and areas having a height difference from the vehicle travel plane such as side grooves, recesses, and steps. The non-travelable area includes an area where the vehicle is not desired to travel and an area where the vehicle is not desired to travel, in addition to an area where the vehicle cannot travel.

  The lane information processing unit 101 generates information related to the lane and information related to the attitude of the vehicle with respect to the lane based on the image captured by the external camera 3. The information regarding the lane is information regarding the road marking indicating the lane boundary and information regarding the width of the lane defined by the road marking. Road markings that indicate lane boundaries are white lines, yellow lines, dotted lines, etc. (division lines) on the road surface, median strips such as road fences, illuminants, etc., partitions between lanes, asphalt and gravel boundaries, etc. For example, the boundary between the roadway and the roadway other than the roadway. Information on the attitude of the vehicle with respect to the lane includes information on the distance between the road marking indicating the lane boundary and the vehicle, information on the offset amount of the vehicle position with respect to the center of the lane, information on the yaw angle in the vehicle traveling direction with respect to the road marking indicating the lane boundary It is. When the vehicle is equipped with a navigation system, the lane information processing unit 101 may generate lane information from map information and GPS information that the navigation system has.

  Based on the image captured by the driver camera 4, the consciousness decrease determination unit 102 determines a driver's consciousness decrease level (awakening level). The decrease in consciousness determination unit 102 calculates the driver's eye closing time and eye closing frequency from the image captured by the driver camera 4, and the driver's consciousness decreases when the eye closing time or eye closing frequency exceeds the upper limit. It is determined that it is present (determined that the arousal level is low). Further, the consciousness lowering determination unit 102 calculates the time when the driver's face direction and line-of-sight direction deviate from the vehicle traveling direction from the image captured by the driver camera 4, and the calculated time is an upper limit value. It may be determined that the driver is looking aside when exceeding.

  The driver intention determination unit 103 changes the operation amount of the brake pedal based on the output signals of the wheel speed sensor 6, the brake sensor 7, the accelerator sensor 8, the winker switch 9, the steering angle sensor 10, and the steering torque sensor 11. It is determined whether or not the change in the operation amount of the accelerator pedal or the change in the operation (steering) amount of the steering wheel is due to the driver's intention. When the steering amount detected by the rudder angle sensor 10 exceeds a predetermined amount, the driver intention determination unit 103 determines that steering based on the driver's intention is being performed.

Based on the information generated by the obstacle information processing unit 100 and the information generated by the lane information processing unit 101, the integrated recognition processing unit 104 sets a travel path on which the vehicle can travel, and Find the yaw angle and the amount of vehicle offset relative to the center of the track. Basically, the runway is set to the lane width itself. In other words, the lane itself corresponds to the boundary of the runway. Note that on a road with a narrow lane, the driver may be forced to deviate from the lane. On the other hand, the integrated recognition processing unit 104 deviates from the lane based on the information on the road marking indicating the lane boundary and the information on the non-driving area existing around the lane for a road having a narrow lane width. And you may make it set a runway. That is, the integrated recognition processing unit 104 sets a temporary runway that deviates from the road marking from the road marking indicating the lane boundary, and sets a normal runway that deviates from the road sign from the temporary runway and the non-travelable area. You may make it do. In addition, when the integrated recognition processing unit 104 receives information related to a single travel impossible area from the obstacle information processing unit 100, the integrated recognition processing unit 104 sets the travel path by extending the length of the travel impossible area in parallel with the road. You may do it. In other words, the integrated recognition processing unit 104 may set the traveling path by regarding the untravelable area detected as a point on the coordinate as a line on the coordinate. The amount of extension (line length) at that time is when the output signal (vehicle speed) of the wheel speed sensor 6 is high or when the yaw angle of the vehicle with respect to the line is large, when the vehicle speed is low, or when the yaw angle with respect to the line is small. It may be made longer.

  In addition, a recognition degree LR is given to the road set by the integrated recognition processing unit 104. The road recognition degree LR is the road indicating the lane boundary based on the information generated by the obstacle information processing unit 100 and the accuracy (presence of existence) of the non-traveling area based on the information generated by the obstacle information processing unit 100. The accuracy (certainty) of the lane that is set by combining the accuracy (the certainty of existence) of the markings is expressed numerically. The higher the value, the better. In other words, the recognition degree LR of the runway is a degree for determining whether or not to perform warning or assistance. If the recognition degree LR is equal to or higher than the first threshold (predetermined threshold), the warning or assistance is given. If LR is lower than the first threshold (predetermined threshold), no warning or assistance is provided. A specific method of calculating the road recognition level LR by the integrated recognition processing unit 104 uses a map representing the relationship between the road recognition level LR and the number of detected edges. The accuracy (presence of existence) of the untravelable area based on the information generated by the obstacle information processing unit 100 and the accuracy (certainty of existence) of the road marking indicating the lane boundary based on the information generated by the lane information processing unit 101 Are proportional to the number of detected edges at the time of each detection. That is, the accuracy of the untravelable area and the accuracy of the road marking indicating the lane boundary are higher as the number of detected edge points is larger. For this reason, the road recognition degree LR can be calculated by taking the detected edge number of the road marking indicating the non-running area and the lane boundary used when setting the road into the map. Further, when the number of detected edge points is not equal to or greater than the predetermined number of points, the runway itself may not be set.

  The common support determination unit 105 executes driving support processing based on the information generated by the integrated recognition processing unit 104, the determination result of the consciousness decrease determination unit 102, and the determination result of the driver intention determination unit 103. It is determined whether or not. The common support determination unit 105 may permit the driving support process to be executed when it is determined by the consciousness decrease determination unit 102 that the driver's consciousness is decreased or the driver is looking aside. . Further, the common support determination unit 105 may restrict the execution of the driving support process when the driver intention determination unit 103 determines that the driver is performing an intentional operation. The common support determination unit 105 executes the driving support process unconditionally when the road recognition degree LR calculated by the integrated recognition processing unit 104 is equal to or greater than a predetermined first threshold value Rth. On the other hand, when the road recognition degree LR is lower than a predetermined first threshold value Rth, the driving support process is not executed. Or when the recognition degree LR of a runway is lower than the predetermined 1st threshold value Rth, you may enable it to perform a driving assistance process, when a certain special condition is satisfied. Here, the first threshold Rth is a threshold provided for determining whether or not the driving support process is executed unconditionally based only on the road recognition degree LR, and the road recognition degree LR is higher than that. And driving support processing can be executed unconditionally. Therefore, when the recognition degree LR of the road is lower than the first threshold value Rth, normally, the execution of the driving support process is limited. However, when the road recognition level LR is lower than the first threshold value Rth and at least one of the driver's arousal level and the driving operation level is low even if the driving support process is restricted, etc. May execute a driving support process.

When the common support determination unit 105 permits the execution of the driving support process, the alarm determination unit 106 determines the sounding timing of the buzzer 12 and the display timing of the warning message or warning light by the display device 13. The alarm determination unit 106 sounds the buzzer 12 when the distance between the vehicle and the road boundary in the vehicle width direction is equal to or less than a predetermined distance or when the vehicle crosses the road boundary, You may make it display on the warning message by the display apparatus 13, or a warning lamp. The warning determination unit 106 not only sounds the buzzer 12 on the basis of the road boundary and displays a warning message or warning light by the display device 13, but also grasps the road boundary in a wide range of potential and moves away from the road. The ringing of the buzzer 12 may be increased, or the display on the warning message or warning lamp by the display device 13 may be increased. Further, the alarm determination unit 106 generates a buzzer 12 sound and a display device when the time (TLC (Time to Lane Crossing)) until the vehicle reaches the road boundary in the vehicle width direction is equal to or less than a predetermined time. 13 may be displayed on a warning message or warning light. Further, when the vehicle enters the curve or the vehicle is traveling on the curve, the warning determination unit 106 determines that the distance between the vehicle and the road boundary in the vehicle traveling direction is equal to or less than a predetermined distance. When it becomes 0 or when the vehicle crosses the road boundary, the buzzer 12 may be sounded or a warning message or warning light by the display device 13 may be displayed. When the vehicle enters the curve or the vehicle is traveling on the curve, the alarm determination unit 106 determines that the time until the vehicle reaches the road boundary in the vehicle traveling direction is equal to or less than a predetermined time. In such a case, the buzzer 12 may be sounded or a warning message or warning lamp may be displayed on the display device 13. The timing at which the alarm determination unit 106 displays the buzzer 12 and the warning message or warning lamp by the display device 13 corresponds to the support execution timing.

  Here, a predetermined distance and a predetermined time for causing the alarm determination unit 106 to sound the buzzer 12 and display a warning message or warning lamp by the display device 13 are the output signals of the wheel speed sensor 6 ( This value is changed according to the vehicle speed) and the output signal (yaw rate) of the yaw rate sensor 5. When the vehicle speed is high, the predetermined distance is set longer than when the vehicle speed is low, or the predetermined time is set longer. Further, when the yaw rate is large, a predetermined distance is set longer or a predetermined time is set longer than when the yaw rate is small.

  The warning method for the driver is not limited to the sound of the buzzer 12 or the display of a warning message or warning light on the display device 13, and a method of intermittently changing the tightening torque of the seat belt may be adopted.

  When the common support determination unit 105 permits the execution of the driving support process, the control determination unit 107 is configured to avoid the deviation from the runway by using an electric power steering (EPS) 14 or an electronically controlled brake (ECB) 15. Determine whether to activate. The control determination unit 107 is configured to perform electric power steering (EPS) when the distance between the vehicle and the road boundary in the vehicle width direction is equal to or less than a predetermined distance, or when the vehicle exceeds the road boundary. 14 or an electronically controlled brake (ECB) 15 may be operated. In addition, the control determination unit 107 sets the electric power steering (EPS) 14 and the electronically controlled brake (ECB) 15 when the time until the vehicle reaches the road boundary in the vehicle width direction is equal to or less than a predetermined time. You may make it operate. In addition, when the vehicle enters the curve or the vehicle is traveling on the curve, the control determination unit 107 determines whether the distance between the vehicle and the road boundary in the vehicle traveling direction is equal to or less than a predetermined distance. The electric power steering (EPS) 14 and the electronically controlled brake (ECB) 15 may be operated when the vehicle reaches zero or when the vehicle crosses the road boundary. In addition, when the vehicle enters the curve or the vehicle is traveling on the curve, the control determination unit 107 determines that the time until the vehicle reaches the road boundary in the vehicle traveling direction is equal to or less than a predetermined time. At this time, the electric power steering (EPS) 14 or the electronically controlled brake (ECB) 15 may be operated. The timing at which the control determination unit 107 operates the electric power steering (EPS) 14 and the electronically controlled brake (ECB) 15 corresponds to the support execution timing.

  The predetermined distance and the predetermined time used by the control determination unit 107 are changed according to the vehicle speed and the yaw rate in the same manner as the predetermined distance and the predetermined time used by the alarm determination unit 106. It is good to set shorter than the predetermined distance and predetermined time which the part 106 uses.

When the control determination unit 107 generates an operation request for the electric power steering (EPS) 14 or the electronically controlled brake (ECB) 15, the control amount calculating unit 108 performs the electric power steering (EPS) 14 or the electronically controlled brake (ECB). ) 15 control amount is calculated, and the electric power steering (EPS) 14 and the electronically controlled brake (in accordance with the calculated control amount)
ECB) 15 is activated. The control amount calculation unit 108 avoids deviation from the road by using the information generated by the integrated recognition processing unit 104, the output signal (vehicle speed) of the wheel speed sensor 6 and the output signal (yaw rate) of the yaw rate sensor 5 as parameters. To calculate the target yaw rate required to Specifically, when the relative distance to the road boundary is D, the vehicle speed (vehicle speed) is V, and the vehicle yaw angle with respect to the road boundary is θ, the control amount calculation unit 108 uses the following equation to calculate the target yaw rate Ytrg. Is calculated.
Ytrg = (θ · Vsin θ) / D

  The control amount calculation unit 108 obtains the control amount (steering torque) of the electric power steering (EPS) 14 and the control amount (brake hydraulic pressure) of the electronically controlled brake (ECB) 15 using the target yaw rate Ytrg as arguments. At that time, the relationship between the target yaw rate Ytrg and the steering torque, and the relationship between the target yaw rate Ytrg and the brake hydraulic pressure may be mapped in advance. Note that when the target yaw rate Ytrg is smaller than a predetermined value (the maximum value of the yaw rate at which avoidance of the runway departure can be achieved only by steering), the brake hydraulic pressure of the electronically controlled brake (ECB) 15 may be set to zero. . Further, when different brake hydraulic pressures are applied to the left and right wheel friction brakes when the electronically controlled brake (ECB) 15 is operated, it interferes with the yaw rate generated by the electric power steering (EPS) 14. Yaw rate will occur. Therefore, it is desirable to apply the same brake hydraulic pressure to the left and right wheel friction brakes. The control amount calculation unit 108 not only operates the electric power steering (EPS) 14 and the electronically controlled brake (ECB) 15 on the basis of the road boundary, but also grasps the road boundary in a wide range of potential and moves away from the road. The control amount may be increased as much as possible.

  Note that the method of decelerating the vehicle is not limited to the method of operating the friction brake by the electronically controlled brake (ECB) 15, but the method of converting (regenerating) the kinetic energy of the vehicle into the electric energy or the transmission gear ratio. A method of increasing the engine brake by changing may be used.

  According to the driving support apparatus described above, the driver is warned of a departure from the road set based on the non-travelable area such as an obstacle or the lane, or the operation for avoiding the road departure is assisted. be able to.

(Driver intention determination in case of secondary steering after primary steering)
When the steering amount detected by the rudder angle sensor 10 exceeds the first predetermined amount, the driver intention determination unit 103 determines that steering based on the driver's intention is being performed. As a result, when it is determined that steering by the driver's intention is being performed, the common support determination unit 105 limits the execution of the driving support process. Here, the first predetermined amount is an amount by which the steering amount (primary steering amount) intended by the driver serves as a threshold value for determining whether or not to stop warning or assistance by the driving support device. When the (primary steering amount) exceeds the first predetermined amount, the warning or auxiliary assistance by the driving assistance device is stopped.

  Here, if the steering amount detected by the rudder angle sensor 10 exceeds the first predetermined amount is the primary steering, the driver may continuously perform steering (secondary steering) in the opposite direction thereafter. FIG. 2 is a diagram illustrating a state of the vehicle when secondary steering is performed after primary steering according to the present embodiment. As shown in FIG. 2, when there is a non-travelable area in the traveling direction of the vehicle, the driver avoids the non-travelable area by primary steering and returns the vehicle to the center of the road by secondary steering. Conventionally, even when such secondary steering is performed, the primary steering is determined to be the intention of the driver, and the warning or auxiliary support of the driving support device is stopped. At this time, since secondary steering is not taken into account, if the support stop time due to primary steering has elapsed, warning or auxiliary support may have been resumed during secondary steering.

  Therefore, in this embodiment, when the primary steering amount exceeds the first predetermined amount, and the support is stopped by restricting the execution of the driving support processing, the secondary steering amount is further increased to the second predetermined amount. If it exceeds, the execution of the driving support process is restricted and the suspension of the support is extended. Here, the second predetermined amount is an amount that becomes a threshold value as to whether or not the secondary steering amount intended by the driver extends the warning or auxiliary assistance stop by the driving support device, and the secondary steering amount is When the second predetermined amount is exceeded, the stop of the warning or auxiliary support by the driving support device is extended.

  FIG. 3 is a diagram illustrating a state in which the execution of the driving support process is limited when the secondary steering is performed after the primary steering according to the present embodiment. As shown in FIG. 3, when the primary steering amount exceeds the first predetermined amount τ1 at time t0, the driver intention determination unit 103 determines that the primary steering is the driver's intention and executes the driving support process. The prohibition flag 1 to be restricted is established. Then, the common support determination unit 105 prohibits support until time t1. On the other hand, if the secondary steering amount exceeds the second predetermined amount τ2 before reaching the time t1 when the common support determination unit 105 prohibits the support, the driver intention determination unit 103 determines that the secondary steering is the driver's intention. Judgment is made and the prohibition extension flag 2 for extending the limit of execution of the driving support process is established, and the common support determination unit 105 prohibits the support until time t2.

  Here, the period for restricting the execution of the driving support process for the prohibition flag 1 and the period for extending the restriction for the execution of the driving support process for the prohibition extension flag 2 may be fixed in advance through experiments, verifications, or the like. Alternatively, it may be changed according to the steering amount, the vehicle speed, or the like.

  Also, as shown in FIG. 2, when there is a non-travelable area in the traveling direction of the vehicle, the driver may avoid the non-travelable area by primary steering and return the vehicle to the center of the road by secondary steering. high. In other words, when there is a non-travelable area in the traveling direction of the vehicle, there is a high possibility that the secondary steering is performed after the primary steering according to the driver's intention. For this reason, when the travel impossible area in the traveling direction of the vehicle is detected, the second predetermined amount is changed to a smaller value compared to the case where the travel impossible area in the traveling direction of the vehicle is not detected. In addition, even during secondary steering with a small steering amount, it is preferable that warning or assistance support by the travel support device is not performed. Note that changing the second predetermined amount to a smaller value may be fixed and determined in advance by experimentation or verification, or may be changed according to the steering amount, the vehicle speed, or the like.

  According to the present embodiment described above, when secondary steering is involved after primary steering, secondary steering is determined to be the driver's intention, and a warning or auxiliary support is stopped by the driving support device for secondary steering. Can be extended. As a result, no warning or assistance is provided by the travel support device during secondary steering. Therefore, unnecessary assistance can be reduced when secondary steering is performed after primary steering according to the driver's intention.

(Driver intention determination routine when secondary steering is involved after primary steering)
A driver intention determination routine in the case where the driver intention determination unit 103 involves secondary steering after the primary steering will be described with reference to the flowchart shown in FIG. FIG. 4 is a flowchart showing a driver intention determination routine in the case where the secondary steering is accompanied after the primary steering according to the present embodiment. This routine is repeatedly executed by the driver intention determination unit 103 of the ECU 1 every predetermined time.

  When the routine shown in FIG. 4 is started, in S101, it is determined whether or not the steering amount that is the primary steering amount exceeds the first predetermined amount τ1. If a positive determination is made in S101, the process proceeds to S102. If a negative determination is made in S101, this routine is once terminated.

In S102, the primary steering is determined to be the driver's intention, and the prohibition flag 1 for restricting the execution of the driving support process is established. The prohibition flag 1 is a flag that restricts the execution of the driving support process until time t1 when the primary steering amount exceeds the first predetermined amount τ1 at time t0. When the prohibition flag 1 is established, the common support determination unit 105 limits the execution of the driving support process until time t1.

  In S103, it is determined whether or not time t1 has elapsed. If a negative determination is made in S103, the process proceeds to S104. If an affirmative determination is made in S103, this routine is once terminated.

  In S104, it is determined whether or not the secondary steering amount exceeds a second predetermined amount τ2. If a positive determination is made in S104, the process proceeds to S105. If a negative determination is made in S104, the process proceeds to S103. Here, the second predetermined amount τ2 is changed to a smaller value when a travel impossible area in the traveling direction of the vehicle is detected, and a warning or assistance is given by the driving support device during secondary steering with a small steering amount. It is advisable not to provide support.

  In S105, the secondary steering is determined to be the driver's intention, and the prohibition extension flag 2 for extending the limitation of the execution of the driving support process is established. The prohibition extension flag 2 is a flag for extending the limitation of the execution of the driving support process until time t2 when the secondary steering amount exceeds the second predetermined amount τ2 before time t1. When the prohibition extension flag 2 is established, the common support determination unit 105 limits the execution of the driving support process until time t2.

  With this routine described above, unnecessary assistance can be reduced when secondary steering is performed after primary steering as intended by the driver.

<Others>
The driving support device according to the present invention is not limited to the above-described embodiments, and various modifications may be made without departing from the gist of the present invention. Moreover, the said Example is an Example of not only a driving assistance apparatus but a driving assistance method. In the above-described embodiment, the driving support device for recognizing the lane and the non-driving range, setting the vehicle running path, and performing the driving support process for avoiding the deviation from the set running path has been described. The present invention can also be applied to devices other than driving support devices. For example, the present invention can also be applied to an LKA (lane keeping assist) device that warns or assists a vehicle to travel within a white line that defines a lane.

1 ECU
2 Radar device 3 External camera 4 Driver camera 5 Yaw rate sensor 6 Wheel speed sensor 7 Brake sensor 8 Accelerator sensor 9 Winker switch 10 Steering angle sensor 11 Steering torque sensor 12 Buzzer 13 Display device 14 EPS
15 ECB
DESCRIPTION OF SYMBOLS 100 Obstacle information processing part 101 Lane information processing part 102 Consciousness fall determination part 103 Driver intention determination part 104 Integrated recognition process part 105 Common support determination part 106 Alarm determination part 107 Control determination part 108 Control amount calculation part

Claims (3)

A travel support device that provides warning or assistance support so that a vehicle travels within the travel path when the vehicle deviates from the travel path on which the vehicle can travel,
Since the primary steering amount exceeds a first predetermined amount that is a threshold value for determining whether or not to stop the support, the secondary steering amount further extends the stop of the support when the support is stopped. The driving support device is characterized by extending the stop of the support when a second predetermined amount that is a threshold value of whether or not is exceeded.   The second predetermined amount is changed to a smaller value when a travel impossible area in the traveling direction of the vehicle is detected, compared to a case where the travel impossible area in the traveling direction of the vehicle is not detected. The travel support apparatus according to claim 1, wherein A travel support method for providing warning or assistance support so that a vehicle travels within the travel path when the vehicle deviates from the travel path on which the vehicle can travel,
Since the primary steering amount exceeds a first predetermined amount that is a threshold value for determining whether or not to stop the support, the secondary steering amount further extends the stop of the support when the support is stopped. A driving support method characterized by extending the stop of the support when a second predetermined amount that is a threshold value of whether or not is exceeded.

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