JP2013190936A - Vehicle drive support system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a technique capable of supporting driving in a manner adapted to sensibility of a driver in a system for supporting collision avoidance of vehicles.SOLUTION: The vehicle drive support system: estimates a range of a pathway that its own vehicle can travel within a range of driving operation where the driver is normally capable of performing, with a position, where the vehicle reaches after performing idle running for a prescribed period from a current time, as a starting point; when there is a pathway for avoiding a three-dimensional object within the estimated pathway, does not perform driving support; and when there is no pathway for avoiding the three-dimensional object within the estimated pathway, executes the driving support. The system is configured to set shorter the prescribed period when the driver has performed the driving operation than a case of performing no driving operation.

Description

  The present invention relates to a technology for performing driving support for avoiding a three-dimensional object existing on the course of a host vehicle.

  Conventionally, a three-dimensional object existing in front of the host vehicle is detected, and when a contact between the detected three-dimensional object and the host vehicle is predicted, a warning is given to the driver or a contact between the host vehicle and the three-dimensional object is avoided. A driving support system that automatically performs driving operation is proposed.

  As a technique for automatically performing a driving operation for avoiding contact between the host vehicle and the three-dimensional object, for example, when it is determined that it is impossible to avoid contact between the host vehicle and the three-dimensional object by a braking operation. A device that automatically performs a turning operation is known (see, for example, Patent Document 1).

Japanese Patent Laid-Open No. 2001-247023

  By the way, it takes a certain amount of time (reaction delay) until the driver starts the driving operation after receiving the warning, and a certain amount of time until the driving operation by manual or automatic is reflected in the behavior of the vehicle. This (response delay). For this reason, there is a possibility that the driver who receives the warning starts the automatic driving operation before starting the driving operation, or the contact between the host vehicle and the three-dimensional object cannot be avoided.

  The present invention has been made in view of the above-described circumstances, and its purpose is suitable for a driver's feeling when a driver's reaction delay or system response delay occurs in a vehicle driving support system. Is to provide technology that can provide driving assistance.

  In order to solve the above-described problems, the present invention obtains an arrival point that is a position reached after the host vehicle has idled for a predetermined period, and driving that can be normally performed by the driver from the arrival point. In a driving support tem for a vehicle that obtains a range of routes that the vehicle can travel within the range of operation and that provides driving support on the condition that there is no route that can avoid a three-dimensional object within the range, the driver The predetermined period (the distance that the host vehicle runs idle) is set shorter when the driving operation is performed than when the driving operation is not performed.

Specifically, the vehicle driving support system according to the present invention includes:
Recognizing means for recognizing a three-dimensional object existing around the own vehicle;
Acquisition means for acquiring the current momentum of the host vehicle;
Using the momentum acquired by the acquisition means as a parameter, a destination point that is a position reached after the host vehicle has run idle for a predetermined period from the current time is obtained, and the acquisition point is acquired from the arrival point as a starting point. When the amount of exercise and the amount of change in the amount of exercise that occurs within the range of driving operations that the driver can normally perform are added, a travel range that is the range of the route on which the host vehicle can travel is obtained and recognized by the recognition means Support means for performing driving support for avoiding a collision with the three-dimensional object on the condition that an avoidance line that is a route capable of avoiding a collision with the three-dimensional object does not exist within the travel range;
Detecting means for detecting a driving operation performed by a driver of the own vehicle;
Setting means for setting the predetermined period shorter when a driving operation is detected by the detecting means than when the driving operation is not detected.

  According to the present invention, on the basis of a change in the amount of movement of the own vehicle (hereinafter referred to as “normal change”) that increases or decreases according to a driving operation that can be normally performed by the driver, and the current amount of movement of the own vehicle. The range (traveling range) of the route that can travel in the future is required. Such a travel range is determined by the driver's driving operation state in the current state (assuming the vehicle's momentum remains in the current state) in addition to the route on which the host vehicle travels. Is assumed to perform a normal driving operation (when it is assumed that the amount of momentum of the host vehicle changes due to the driver performing a normal driving operation), the route along which the host vehicle travels is included. The “normal driving operation” here includes a turning operation (for example, an operation for changing the steering angle of the wheel) in addition to the braking operation.

  When an avoidance line exists within the travel range, the driver can avoid a collision between the host vehicle and the three-dimensional object by performing a normal driving operation. Therefore, even if the driver has a willingness to perform a normal driving operation in the future, if the driving assistance is performed, the driver may feel annoyed.

  In contrast, the driving support system of the present invention has a case where an avoidance line exists in the traveling range, that is, when the driver can avoid a collision between the host vehicle and the three-dimensional object by performing a normal driving operation. Do not provide driving assistance. As a result, it is possible to avoid a situation in which driving assistance is performed even though the driver has the will to perform a normal driving operation.

  In addition, when driving support by the support means is not performed, there is a possibility that the driver does not perform a normal driving operation. For example, when the driver's consciousness level is low, the driver may not perform a normal driving operation. However, if the driver does not perform a normal driving operation, the number of avoidance line options decreases as the vehicle approaches the three-dimensional object. Then, when the avoidance line no longer exists within the travel range, driving assistance is executed. As a result, even when the driver does not perform a normal driving operation, it is possible to avoid a collision between the host vehicle and the three-dimensional object.

  The above-described normal change amount may be obtained in advance by an adaptation process using an experiment or the like, or may be learned based on the driving operation history of the driver. In this case, the normal change may be a fixed value or a variable value that is increased or decreased according to the traveling speed of the host vehicle. When the normal change is increased or decreased according to the traveling speed, the normal change may be increased when the vehicle speed is low compared to when the vehicle speed is high. This is because when the vehicle speed is low, the range of driving operations that the driver can normally perform tends to be larger than when the vehicle speed is high, thereby increasing the amount of normal change.

  As the “momentum” of the host vehicle in the present invention, the yaw rate acting on the host vehicle, the acceleration acting in the longitudinal direction of the vehicle (longitudinal acceleration), the acceleration acting in the lateral direction of the vehicle (lateral acceleration), and the G acting in the longitudinal direction of the vehicle. (Front-rear G), G (left-right G) acting in the left-right direction of the vehicle, cornering force, and the like can be used.

The parameters used as the “momentum” of the host vehicle in the present invention are parameters such as the lateral acceleration and the left and right G that make the travel range narrower when the travel speed of the host vehicle is high than when the travel speed is low. It is desirable. When such a parameter is used as the momentum, the traveling range becomes narrower when the vehicle speed is high than when the vehicle speed is low. As a result, when the vehicle speed is high, the timing at which the avoidance line does not exist in the travel range (in other words, timing when driving assistance is performed) is earlier than when the vehicle speed is low. Therefore, even when the traveling speed of the host vehicle is high, it is possible to avoid a collision between the host vehicle and the three-dimensional object.

  Next, in the vehicle driving support system of the present invention, when there is no avoidance line in the travel range, the support means may immediately implement the drive support, or the longest of the routes included in the travel range. Driving support may be performed when the length of the route becomes equal to or less than the threshold.

  If driving assistance is implemented immediately when there is no avoidance line within the travel range, it becomes easier to avoid collision more reliably. However, depending on the driver, the driving operation may be started at a relatively late time. Therefore, if driving assistance is implemented immediately when there is no avoidance line in the travel range, the driver may feel annoyed. There is also sex. On the other hand, when driving assistance is performed at the time when the length of the longest route among the routes included in the travel range is equal to or less than the threshold value, the driver is not bothered as described above. , Driving assistance can be implemented. Here, the “threshold value” is a value obtained by adding a margin to the shortest length that can avoid a collision between the host vehicle and the three-dimensional object by performing driving support.

  The driving assistance in the present invention is at least one of processing for warning the driver or processing for automatically executing a driving operation for avoiding a collision between the host vehicle and the three-dimensional object. As a method for warning the driver, for example, a method of outputting at least one of a warning sound, a warning light, or a message to a speaker or a display can be used. Driving operations that are automatically executed to avoid a collision between the host vehicle and the three-dimensional object include an operation for changing the steering angle of the wheels (steering), or an operation for making the braking forces acting on the left and right wheels different. Such a turning operation can be used.

  In addition, when the driving assistance combining the turning operation and the braking operation is performed, the above-described threshold value can be made smaller than in the case where the driving assistance is performed only by either the turning operation or the braking operation. The collision between the host vehicle and the three-dimensional object can be avoided while delaying the implementation timing of the driving assistance as much as possible.

  By the way, it takes a certain amount of time for the driving support to be reflected in the behavior of the vehicle after the driving support is started. For example, when a warning is given to the driver as driving assistance, a reaction delay occurs from when the driver receives the warning until the driving operation is started. Further, when a braking operation or a turning operation is automatically performed as driving assistance, a response delay occurs after the braking operation or the turning operation is started until the operation is reflected in the behavior of the vehicle.

  When the reaction delay or response delay as described above occurs, it is considered that the host vehicle travels (runs idle) while maintaining a momentum substantially equal to the current momentum. For this reason, when the travel range is determined based on the current position of the host vehicle, there is a possibility that the execution timing of driving assistance will be delayed, and the avoidance line that is assumed to be a path that can actually avoid a three-dimensional object is different. there is a possibility.

  On the other hand, the driving support system for a vehicle according to the present invention obtains a travel range starting from a position reached after the host vehicle has run idle for a predetermined period, thereby preventing a situation in which the timing of performing driving support is delayed. In addition, it is possible to reduce the difference between the avoidance line obtained by the system and the path that can actually avoid the three-dimensional object.

  The “predetermined period” here is a period determined in consideration of at least the driver's response delay among the driver's response delay and the system response delay. For example, when a warning is given to the driver as driving assistance, a period obtained by adding a margin to the sum of the response delay period of the driver and the response delay period of the system may be set as the predetermined period.

  The length of the driver's reaction delay period described above may be a fixed value determined according to the maximum reaction delay period statistically obtained in advance. In addition, the length of the response delay period of the above-described system is the response delay of the actuator for changing the steering angle of the wheel, the response delay of the actuator for adjusting the brake hydraulic pressure acting on the left and right wheels, or the transport delay of the brake fluid. It may be a fixed value determined according to the length or the like, or a variable value changed according to the communication load of the system.

  However, the length of the driver's reaction delay period tends to be shorter when the driver's consciousness level with respect to the driving operation is higher than when the driver's consciousness level is low. Therefore, when the length of the predetermined period (the length of the free running distance) is determined based on the maximum reaction delay that is statistically obtained in advance, the driving assistance is performed even though the driver's consciousness level is high. May be implemented. In other words, there is a possibility that driving assistance (for example, warning to the driver) may be performed even though the driver recognizes the presence of the obstacle and is willing to perform the driving operation to avoid the obstacle. There is. In that case, the driver may feel annoyed.

  In contrast, the vehicle driving support system of the present invention sets the predetermined period (idle distance) shorter when the driving operation performed by the driver is detected than when the driving operation is not detected. Here, the “driving operation” is an operation necessary for running the host vehicle. For example, a steering angle operation, a winker lever operation, a shift lever (shift button) operation, a lighting device such as a headlamp, etc. Switch operation, wiper switch operation, brake pedal operation, accelerator pedal operation, or clutch pedal operation.

  It can be said that the driver's consciousness level with respect to the driving operation is higher than when the driver performs the driving operation. Accordingly, when a predetermined period (idle distance) is set that is shorter than when it is not detected when a driving operation by the driver is detected, it is difficult to perform driving support against the will of the driver. In other words, it is possible to provide driving assistance that matches the driver's feeling.

  In addition, about the driving operation performed by driver | operator's foot operation like operation of an accelerator pedal or a brake pedal, even when the driver is not operating intentionally, the operation amount may change. . For example, even when the driver's consciousness level is low, the amount of operation of the accelerator pedal or the brake pedal may change due to vibration of the host vehicle. On the other hand, driving operations that are performed manually by the driver, such as blinker levers, shift levers (shift buttons), lighting equipment switches, and wiper switches, are performed when the driver's level of awareness is low. It's hard to break. In other words, if a driving operation performed by a driver's manual operation is detected, it can be said that the driving operation is highly likely to have been performed by the driver's will.

  Therefore, the vehicle driving support system according to the present invention has a predetermined period (when a driving operation performed by the driver's foot operation is detected when a driving operation performed by the driver's manual operation is detected, compared to a predetermined period ( The free running distance) may be set short.

  When the predetermined period is set in this way, the predetermined period (idle distance) is excessively shortened when the driver's consciousness level for the driving operation is low, or the predetermined period is set when the driver's consciousness level for the driving operation is high. It is possible to avoid a situation where the period (idle distance) is unnecessarily prolonged. As a result, avoid situations where the driving assistance implementation timing is delayed when the driver's consciousness level for driving operations is low, or when the driver assistance consciousness level for driving operations is high. Can do.

Note that the pedal switching operation, such as the operation of switching from one of the accelerator pedal and the brake pedal to the other, is likely to be performed with the clear will of the driver. Therefore, in the vehicle driving support system according to the present invention, when the pedal switching operation is detected by the detecting means as the driving operation performed by the driver's foot operation, the driving operation performed by the driver's manual operation is not performed. The predetermined period may be set shorter than when detected by the detection means.

  There is also a possibility that a shifting operation combining the operation of the clutch pedal by the driver's foot operation and the operation of the shift lever (or a shift switch, etc.) by the driver's manual operation may be performed with the clear will of the driver. Is expensive. Therefore, in the vehicle driving support system according to the present invention, when the driving operation based on the combination of the driver's foot operation and the manual operation is detected by the detecting means, the driving operation performed by the driver's manual operation is detected by the detecting means. The predetermined period may be set shorter than in the case detected by.

  Here, the vehicle driving support system according to the present invention detects a driving operation performed by the driver's foot operation when the operation speed of the driving operation is large when the operation speed is high, compared to when the operation speed is low. (Running distance) may be set short.

  As described above, with respect to the driving operation (accelerator pedal or brake pedal operation) performed by the driver's foot operation, the operation amount may change due to vibration of the host vehicle or the like. When the operation amount changes due to vibration of the host vehicle, the change speed (operation speed) and the change amount (operation amount) tend to be small.

  Therefore, when the operation speed (operation amount) of the driving operation performed by the driver's foot operation is large, when the predetermined period (idle distance) is set shorter than when it is small, the driver's consciousness level regarding the driving operation To avoid situations where the predetermined period (idle distance) is excessively shortened when the vehicle is low, or the predetermined period (idle distance) is unnecessarily lengthened when the driver's awareness level for driving operation is high it can.

  In addition, among the driving operations performed by the driver's manual operation, with respect to the steering angle operation (steering operation), the operation amount may change due to the cant or unevenness of the traveling path. That is, even when the driver's consciousness level is low (when the driver does not intentionally perform the steering angle operation), the operation amount (steering angle) may change. However, when the steering angle changes due to a cant or unevenness on the travel path, the steering torque tends to be smaller than when the driver intentionally steers.

  Therefore, the vehicle driving support system according to the present invention further includes a measuring unit that measures the steering torque, and when the steering angle operation performed by the driver's manual operation is detected by the detecting unit, the measuring unit measures the steering torque. When the steering torque is larger than the reference value, the predetermined period may be set shorter than when the steering torque is less than the reference value.

  The “reference value” here is a value obtained by adding a margin to the maximum value that the steering torque can take when the steering angle changes due to the cant or unevenness of the traveling road, and is obtained in advance by an adaptation process using experiments or the like. Value.

  Thus, when the predetermined period (idle distance) is set according to the magnitude of the steering torque, when the driver's consciousness level is low, in other words, when the steering angle changes regardless of the driver's will The situation in which the predetermined period (idle distance) is excessively shortened can be avoided. Further, when the steering angle changes due to the driver's intentional operation, it is possible to avoid a situation in which the predetermined period (idle distance) becomes unnecessarily long.

  Next, the driving support system for a vehicle according to the present invention needs to automatically execute a braking operation and a turning operation as driving support for avoiding a collision with a three-dimensional object. You may further provide the prohibition means which prohibits shortening. In other words, when the collision with the three-dimensional object cannot be avoided only by the braking operation, the shortening of the predetermined time by the setting unit may be prohibited.

  According to such a configuration, when it is not possible to avoid a collision with a three-dimensional object only by a braking operation, it is possible to implement driving support earlier. As a result, it is possible to more reliably avoid a collision between the host vehicle and the three-dimensional object.

  The vehicle driving support system according to the present invention can provide driving support suitable for the driver's feeling when a driver's reaction delay or system response delay occurs.

It is a figure which shows the structure of the driving assistance system of the vehicle concerning this invention. It is a figure which shows the method of calculating | requiring a travel range. It is a figure which shows the other method of calculating | requiring a travel range. It is a figure which shows the example in which an avoidance line exists in a travel range. It is a figure which shows the example in which an avoidance line does not exist in a travel range. It is a figure which shows the actual avoidance line when the avoidance line assumed and the driver | operator's reaction delay generate | occur | produced. It is a figure which shows the avoidance line assumed and the actual avoidance line when the response delay of a system generate | occur | produces. It is a figure which shows the method of calculating | requiring a driving range based on a driver | operator's reaction delay period or a system response delay period. It is a figure which shows the example which shortens a reaction delay period according to the operation state of a blinker lever. It is a figure which shows the example which shortens a reaction delay period according to the operation state of an accelerator pedal. It is a figure which shows the example which shortens a reaction delay period according to the operation state of a steering. It is a flowchart which shows the execution procedure of driving assistance. It is a figure which shows the other specific method of a reaching point.

  Hereinafter, specific embodiments of the present invention will be described with reference to the drawings. Here, an example will be described in which the present invention is applied to a system that performs driving support for determining a running path or an obstacle of the host vehicle and avoiding a deviation from the determined running path or a collision with an obstacle. Note that “driving support” here is a process executed at a timing when the host vehicle can avoid a three-dimensional object that is an obstacle, and reduces collision damage that is executed when a collision between the vehicle and the obstacle is unavoidable. It is executed at an earlier time than processing. Moreover, the structure demonstrated in the following example shows one embodiment of this invention, and does not limit the structure of this invention.

  FIG. 1 is a block diagram showing the configuration of a vehicle driving support system to which the present invention is applied according to function. As shown in FIG. 1, a driving support control unit (ECU) 1 is mounted on the vehicle.

The ECU 1 is an electronic control unit that includes a CPU, a ROM, a RAM, a backup RAM, an I / O interface, and the like. The ECU 1 includes various sensors such as an external environment recognition device 2, a yaw rate sensor 3, a wheel speed sensor 4, an acceleration sensor 5, a brake sensor 6, an accelerator sensor 7, a steering angle sensor 8, a steering torque sensor 9, and a blinker switch 14. The output signals of these sensors are input to the ECU 1.

The external environment recognition device 2 is, for example, LIDAR (Laser Imaging Detection And Ranging).
Including at least one of measuring devices such as LRF (Laser Range Finder), millimeter wave radar, and stereo camera, and information on the relative position between the three-dimensional object existing around the vehicle and the host vehicle (for example, relative distance, Relative angle) is detected.

  The yaw rate sensor 3 is attached to the body of the host vehicle, for example, and outputs an electrical signal correlated with the yaw rate acting on the host vehicle. The wheel speed sensor 4 is a sensor that is attached to the wheel of the host vehicle and outputs an electrical signal that correlates with the traveling speed (vehicle speed) of the vehicle. The acceleration sensor 5 outputs an electrical signal correlated with acceleration acting in the front-rear direction of the host vehicle (longitudinal acceleration) and acceleration acting in the left-right direction of the host vehicle (lateral acceleration).

  The brake sensor 6 is attached to, for example, a brake pedal in the passenger compartment, and outputs an electrical signal that correlates with an operation amount (brake operation amount) of the brake pedal. The accelerator sensor 7 is attached to, for example, an accelerator pedal in the passenger compartment, and outputs an electrical signal that correlates with the operation amount of the accelerator pedal (accelerator operation amount). The steering angle sensor 8 is attached to, for example, a steering rod connected to a steering wheel in the vehicle interior, and outputs an electrical signal correlated with a rotation angle (steering angle) from the neutral position of the steering wheel. The steering torque sensor 9 is attached to the steering rod and outputs an electrical signal correlated with torque (steering torque) input to the steering wheel. The winker switch 14 is attached to, for example, 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 ECU 1 is connected to various devices such as a buzzer 10, a display device 11, an electric power steering (EPS) 12, and an electronically controlled brake (ECB) 13 so that these various devices are electrically controlled by the ECU 1. It has become.

  The buzzer 10 is, for example, a device that is attached to a vehicle interior and outputs a warning sound. The display device 11 is, for example, a device that is installed in the passenger compartment and displays various messages and warning lights. The electric power steering (EPS) 12 is a device that assists the steering torque of the steering wheel by using the torque generated by the electric motor. The electronically controlled brake (ECB) 13 is a device that electrically adjusts the operating hydraulic pressure (brake hydraulic pressure) of a 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 a travel path recognition unit 100, a travel range prediction unit 101, a support determination unit 102, an alarm determination unit 103, a control determination unit 104, and a control amount calculation unit 105.

  The travel path recognition unit 100 generates information on a road (running path) on which the host vehicle will travel based on information output from the external environment recognition device 2. For example, the runway recognition unit 100 uses a solid object that can be an obstacle to the host vehicle or an indicator that indicates a lane boundary (for example, a road marking such as a white line or a yellow line that indicates a lane boundary, Information on the position of a three-dimensional object such as a curb, a guard rail, a groove, a wall, and a pole extending along the lane and the posture of the host vehicle (distance, yaw angle, etc.) with respect to the three-dimensional object and the lane boundary is generated. The travel path recognition unit 100 corresponds to a recognition unit according to the present invention.

  The travel range prediction unit 101 specifies a route that the host vehicle is predicted to pass in the coordinate system generated by the travel path recognition unit 100. At that time, the travel range prediction unit 101 predicts the range (travel range) of the route in which the host vehicle can travel in the future within the range of driving operations that the driver can normally perform.

  Specifically, as shown in FIG. 2, the travel range prediction unit 101 acquires the current lateral acceleration Gy0 of the host vehicle A from the output signal of the acceleration sensor 5, and the host vehicle A maintains the current lateral acceleration Gy0. A route a that is predicted to be passed when the vehicle travels while the vehicle is running is specified.

  Subsequently, the travel range prediction unit 101 specifies the route b1 predicted to be passed by the own vehicle A when the normal change ΔGy is added to the current lateral acceleration Gy0 of the own vehicle A, and the current range of the own vehicle A A route b2 that the host vehicle A is predicted to pass when the normal change ΔGy is subtracted from the lateral acceleration Gy0 of the vehicle is specified.

  At that time, the travel range prediction unit 101 calculates the turning radius R of the host vehicle A from the value obtained by adding or subtracting the normal change ΔGy to the current lateral acceleration Gy0, and calculates the calculated turning radius R and the width of the host vehicle. Therefore, the routes b1 and b2 may be specified. The turning radius R can be obtained by dividing the vehicle speed V by the yaw rate γ (R = V / γ), and the yaw rate γ can be obtained by dividing the lateral acceleration Gy by the vehicle speed V (γ = Gy / V). Next, the travel range prediction unit 101 specifies a route b0 when the steering angle or the lateral acceleration is changed by a certain amount in the range (travel range) from the route b1 to b2.

  Here, the normal change amount ΔGy is an amount corresponding to the maximum change amount of the lateral acceleration within the range of the driving operation that can be normally performed by the driver, and is an amount obtained experimentally in advance. At this time, the normal change ΔGy may be corrected according to the vehicle speed. For example, the normal change ΔGy may be increased when the vehicle speed is low compared to when the vehicle speed is high. In that case, when the host vehicle is traveling at a low speed, it is possible to reduce the opportunity for driving support to be performed against the will of the driver, and to delay the timing of driving support as much as possible. . Furthermore, it is possible to avoid a situation in which the execution timing of driving assistance is delayed when the host vehicle is traveling at high speed.

  When the host vehicle A is already in a turning state (| Gy0 |> 0), the absolute value (| Gy0 ± ΔGy |) of the value obtained by adding or subtracting the normal change ΔGy to the current lateral acceleration Gy0 is the driver. May be greater than the maximum lateral acceleration (for example, 0.2 G to 0.3 G) that can be generated by normal driving operation. Therefore, the magnitude of the normal change ΔGy may be limited so that the absolute value of the value obtained by adding or subtracting the normal change ΔGy to the current lateral acceleration Gy0 is equal to or less than the maximum lateral acceleration.

  Further, when specifying the travel range, the travel range prediction unit 101 may set the routes b1 and b2 that are predicted to pass when the host vehicle travels at the maximum lateral acceleration. For example, as shown in FIG. 3, the travel range prediction unit 101 sets a route b1 that is predicted to pass when the host vehicle travels while turning right at the maximum lateral acceleration, and the host vehicle A route that passes when the vehicle travels while turning left at an acceleration may be set as the route b2.

  Next, the support determination unit 102 determines whether to perform driving support based on the information generated by the travel path recognition unit 100 and the travel range predicted by the travel range prediction unit 101. Specifically, as illustrated in FIG. 4, the assistance determination unit 102 prohibits execution of driving assistance when a route (avoidance line) E that can avoid the three-dimensional object B exists within the travel range. On the other hand, as shown in FIG. 5, the assistance determination unit 102 permits the driving assistance to be performed when there is no avoidance line.

  The warning determination unit 103 warns the driver by sounding the buzzer 10 or displaying a warning message or warning light by the display device 11 when the driving determination is permitted by the support determination unit 102. Prompt. For example, the warning determination unit 103 causes the buzzer 10 to sound immediately when the support determination unit 102 permits driving support (when an avoidance line no longer exists in the travel range) or the display device 11. A warning message or warning light may be displayed on the screen.

  In addition, the warning determination unit 103 is configured to beep when the distance between the host vehicle and the three-dimensional object is equal to or less than a predetermined distance for the route having the longest distance between the host vehicle and the three-dimensional object among the routes included in the travel range. 10 may be sounded, or a warning message or warning light may be displayed on the display device 11. Further, the warning determination unit 103 calculates the time until the host vehicle A reaches the three-dimensional object B for the route having the longest distance between the host vehicle and the three-dimensional object, and the time when the calculation result is equal to or less than a predetermined time. The buzzer 10 may be sounded or a warning message or a warning light may be displayed on the display device 11. As described above, when the sounding timing of the buzzer 10 and the display timing of the warning message or warning light by the display device 11 are determined on the basis of the route having the longest distance between the host vehicle and the three-dimensional object, these timings are permitted. Can be as slow as possible. As a result, driving assistance can be implemented without making the driver feel bothersome.

  Here, the predetermined distance and the predetermined time described above may be changed according to the output signal of the yaw rate sensor 3 or the output signal of the wheel speed sensor 4. For example, the predetermined distance and the predetermined time may be set longer when the vehicle speed is high than when the vehicle speed is low. Further, when the yaw rate is large, the predetermined distance and the predetermined time may be set longer than when the yaw rate is small.

  In addition, the length of each route included in the travel range is set to the predetermined distance, and the buzzer 10 is sounded when all the routes in the travel range interfere with the three-dimensional object, or the display device 11 has a warning message or warning. A light may be displayed. The warning method for the driver is not limited to a method of sounding the buzzer 10 or a method of displaying a warning message or a warning light on the display device 11. For example, a method of intermittently changing the tightening torque of the seat belt. It may be adopted.

  The control determination unit 104 is a driving operation (hereinafter referred to as “avoidance operation”) necessary for avoiding a collision between the host vehicle and the three-dimensional object when the driving determination process is permitted by the support determination unit 102. ) Is automatically determined.

  Specifically, the control determination unit 104 determines the timing at which the distance between the host vehicle and the three-dimensional object is less than or equal to a predetermined distance for the route having the longest distance between the host vehicle and the three-dimensional object among the routes included in the travel range. May be set to the execution timing of the avoidance operation. Further, the control determination unit 104 calculates the time for the host vehicle to reach the three-dimensional object for the route having the longest distance between the host vehicle and the three-dimensional object among the routes included in the travel range, and the calculation result is a predetermined value. The timing that is less than or equal to the time may be the execution timing of the avoidance operation. Note that the length of each route included in the travel range may be set to the predetermined distance, and the timing at which all routes within the travel range interfere with the three-dimensional object may be set as the execution timing of the avoidance operation.

Thus, when the execution timing of the avoidance operation is determined with reference to the route having the longest distance between the host vehicle and the three-dimensional object, the timing can be delayed as much as possible. As a result, driving assistance can be implemented without making the driver feel bothersome. The “avoidance operation” here refers to an operation of changing the steering angle of the wheel using the electric power steering (EPS) 12 or a braking force acting on the wheel using the electronically controlled brake (ECB) 13. Including operations to change

  Here, the predetermined distance and the predetermined time used by the control determination unit 104 may be 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 103, but the alarm determination unit It is assumed that the distance is set equal to or less than a predetermined distance and a predetermined time used by 103.

  The control amount calculation unit 105 calculates and calculates control amounts of the electric power steering (EPS) 12 and the electronically controlled brake (ECB) 13 when the execution timing of the avoidance operation is determined by the control determination unit 104. The electric power steering (EPS) 12 and the electronically controlled brake (ECB) 13 are controlled according to the controlled amount and the avoidance operation execution timing determined by the control determination unit 104.

  Specifically, the control amount calculation unit 105 determines an avoidance line that can avoid a collision between the host vehicle and the three-dimensional object, and sets a target yaw rate necessary for driving the host vehicle along the determined avoidance line. Calculate. Next, the control amount calculation unit 105 controls the control amount (steering torque) of the electric power steering (EPS) 12 and the electronic control formula so that the actual yaw rate (output signal of the yaw rate sensor 3) of the host vehicle matches the target yaw rate. A control amount (brake hydraulic pressure) of the brake (ECB) 13 is determined. At that time, the relationship between the target yaw rate and the steering torque, and the relationship between the target yaw rate and the brake hydraulic pressure may be mapped in advance.

  The method of decelerating the vehicle is not limited to the method of operating the friction brake by the electronically controlled brake (ECB) 13, 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. The method of changing the yaw rate of the vehicle is not limited to the method of changing the steering angle by the electric power steering (EPS) 12, and a method of applying different brake hydraulic pressures to the left and right wheels of the host vehicle may be used.

  Here, the travel range prediction unit 101, the support determination unit 102, the alarm determination unit 103, the control determination unit 104, and the control amount calculation unit 105 correspond to the support means according to the present invention.

  According to the ECU 1 configured as described above, when the avoidance line exists within the travel range predicted by the travel range prediction unit 101, that is, when the driver performs a normal driving operation, the vehicle and the three-dimensional object If it is possible to avoid collision with the vehicle, driving assistance will not be implemented. As a result, it is possible to avoid a situation in which driving assistance is performed even though the driver has the will to perform a normal driving operation.

  Further, when driving assistance is not executed, there is a possibility that the driver does not perform a normal driving operation. For example, when the driver's level of consciousness is low (when looking aside or sleeping, etc.), the driver may not perform a normal driving operation. However, when the driver does not perform a normal driving operation, the number of avoidance line options decreases as the host vehicle approaches the three-dimensional object. Then, when the avoidance line no longer exists within the travel range, driving assistance such as warning and avoidance operation is executed. That is, even when the driver does not perform a normal driving operation, driving assistance is performed when the avoidance line no longer exists in the traveling range.

  By the way, there is a reaction delay from when the driver receives a warning until the driving operation is started. For example, as shown in FIG. 6, when a travel range starting from the current position of the vehicle A (travel range Ra1 indicated by a solid line in FIG. 6) is predicted, the vehicle A avoids the three-dimensional object B. Since the possible avoidance line Le is included in the travel range, the driving assistance as described above is not performed.

  However, when it is assumed that a warning is given to the driver at the present time, it takes a certain time (reaction delay) until the driver who has received the warning starts a driving operation for avoiding the three-dimensional object B. During the reaction delay period, it is considered that the own vehicle A is idling with a momentum substantially equal to the current momentum, so that the momentum of the own vehicle A starts to change after idling. In this case, the avoidance line Le 'may deviate from the range in which the host vehicle A can travel within the range of the normal driving operation of the driver (traveling range Ra2 in FIG. 6).

  Therefore, when the travel range is predicted based on the current position of the vehicle, the warning timing is delayed, or the avoidance line that can actually avoid the three-dimensional object is deviated from the predicted avoidance line. there is a possibility.

  In addition, a response delay occurs from when the control amount calculation unit 105 starts the avoidance operation until the actual yaw rate starts to change. For example, as shown in FIG. 7, when there is no avoidance line in the travel range Ra predicted from the current position of the host vehicle A, the control amount calculation unit 105 can avoid the three-dimensional object B. And the electric power steering (EPS) 12 and the electronically controlled brake (ECB) 13 are controlled based on the determined travel route L.

  However, a certain amount of time (response) from when the control amount calculation unit 105 starts to control the electric power steering (EPS) 12 or the electronically controlled brake (ECB) 13 until the steering angle of the wheel or the brake hydraulic pressure starts to change. Delay). During the response delay period, it is considered that the own vehicle A is idling with a momentum substantially equal to the current momentum, so that the momentum of the own vehicle A starts to change after idling. That is, the host vehicle A follows a route Le ′ having the same shape as the avoidance line Le after running idle.

  Therefore, if the travel range is predicted based on the current position of the host vehicle, the avoidance operation can be delayed or the avoidance line and the three-dimensional object determined by the control amount calculation unit 105 can be actually avoided. There is a possibility that the line may deviate.

  Therefore, in the vehicle driving support system of the present embodiment, as shown in FIG. 8, the travel range prediction unit 101 starts from a position P1 that the host vehicle A arrives after running idle for a predetermined period from the current position P0. As a result, the travel range Ra is predicted.

  However, the length of the response delay period of the driver is different from the length of the response delay period of the system. Therefore, it is desirable that the length of the predetermined period is set to a different length when the warning execution timing is determined and when the avoidance operation execution timing is determined.

  Therefore, the travel range prediction unit 101 includes a travel range based on the driver's response delay period (hereinafter referred to as “first travel range”) and a travel range based on the response delay period of the system (hereinafter referred to as “second travel range”). Are individually predicted.

  Here, the length of the driver's reaction delay period varies depending on the level of the driver's awareness level with respect to the driving operation. For example, the response delay period is shorter when the driver's consciousness level for the driving operation is higher than when the driver's consciousness level is low. Therefore, the traveling range prediction unit 101 changes the length of the reaction delay period according to the height of the driver's consciousness level.

Specifically, the travel range prediction unit 101 sets the reaction delay period to be shorter when the driving operation performed by the driver is detected than when the driving operation is not detected. Driving operations here include steering angle operation (steering operation), winker lever operation, shift lever (shift button) operation, switch operation of lighting equipment such as headlights, wiper switch operation, brake pedal operation This operation is necessary for driving the host vehicle, such as an operation, an accelerator pedal operation, or a clutch pedal operation.

  For example, as shown in FIG. 9, the travel range prediction unit 101 may set the reaction delay period to be shorter when the operation of the blinker lever is detected than when the operation is not detected. That is, when the winker lever is operated to operate the winker (when the winker switch 14 is switched from OFF to ON), the travel range prediction unit 101 shortens the reaction delay period to the minimum value T1min (FIG. 9). Middle t1). If the winker lever is not operated in a certain period thereafter, the travel range prediction unit 101 returns the reaction delay period to the initial value T1v (t2 in FIG. 9). When the winker lever is operated to stop the operation of the winker (when the winker switch 14 is switched from ON to OFF), the travel range prediction unit 101 again shortens the reaction delay period to the minimum value T1min. (T3 in FIG. 9). The “initial value T1v” here is, for example, a value obtained by adding a margin to the maximum value of the reaction delay period statistically obtained in advance, and the “minimum value T1min” is, for example, statistically obtained in advance. It is a value obtained by adding a margin to the minimum value of the reaction delay period. The travel range prediction unit 101 performs the reaction delay period according to the same procedure as that when the operation of the winker lever is detected even when the switch operation of the wiper lever, the shift lever (shift switch), or the lighting device is detected. May be shortened.

  As illustrated in FIG. 10, the travel range prediction unit 101 may set the reaction delay period shorter when the operation of the accelerator pedal is detected than when the operation is not detected. That is, when the operation amount of the accelerator pedal is rapidly reduced, the travel range prediction unit 101 shortens the reaction delay period to the minimum value T1min (t1 in FIG. 10). If the amount of operation of the accelerator pedal does not change abruptly during a certain period thereafter, traveling range prediction unit 101 returns the reaction delay period to initial value T1v (t2 in FIG. 10). Note that at t2 in FIG. 10, the travel range prediction unit 101 may gradually increase the reaction delay period without returning to the initial value T1v all at once. Next, when the operation amount of the accelerator pedal increases gently, the travel range prediction unit 101 gradually shortens the reaction delay period without shortening the reaction delay period to the minimum value T1min (t3 in FIG. 10). This is because even if the driver's consciousness level for driving operation is low (when the driver does not intentionally operate the accelerator pedal), the amount of operation of the accelerator pedal changes gently due to the vibration of the vehicle. This is because it is impossible to determine whether or not the change is due to the driver's will. And if the amount of operation of an accelerator pedal increases rapidly, the driving range prediction part 101 will shorten a reaction delay period to minimum value T1min (t4 in FIG. 10). If the operation amount of the accelerator pedal does not change abruptly during a certain period thereafter, the travel range prediction unit 101 increases the reaction delay period, but at that time, the operation amount of the accelerator pedal changes gently. Then, the reaction delay period is gradually increased (t5 in FIG. 10). The “rapid change in the amount of operation of the accelerator pedal” here is a change in which the operation speed of the accelerator pedal (the amount of operation per unit time) is equal to or higher than a predetermined threshold value. Is a value obtained by adding a margin to the maximum amount of change that can occur regardless of the driver's will. Even when the operation of the brake pedal is detected, the travel range prediction unit 101 may shorten the reaction delay period according to the same procedure as that when the operation of the accelerator pedal is detected.

As illustrated in FIG. 11, the travel range prediction unit 101 may set the reaction delay period to be shorter when the steering operation is detected than when the steering operation is not detected. That is, when the steering angle and the steering torque increase, the travel range prediction unit 101 shortens the reaction delay period to the minimum value T1min (t1 in FIG. 11). If the steering angle and the steering torque do not change in a certain period from the time when the steering angle and the steering torque become zero (t2 in FIG. 11), the travel range prediction unit 101 gradually increases the reaction delay period. (T3 in FIG. 11). At that time, the travel range prediction unit 101 may increase the reaction delay period at a stretch to the initial value T1v. By the way, when only the steering angle changes, in other words, when the steering torque does not increase when the steering angle changes, the travel range prediction unit 101 does not shorten the reaction delay period (t4 in FIG. 11). This is because it is considered that the change in the steering angle is caused by the cant or unevenness of the travel path and not by the driver's intentional operation.

  When the reaction delay period is set by the method shown in FIGS. 9 to 11, the reaction delay period is set when the driver's consciousness level with respect to the driving operation is low (when the driving operation is not performed by the driver's will). It is possible to avoid a situation in which the reaction delay period is excessively lengthened when the time is excessively shortened or when the driver's consciousness level for the driving operation is high (when the driving operation is performed at the driver's will). .

  The driving range prediction unit 101 detects a driving operation performed by the driver's foot operation such as an accelerator pedal operation when a driving operation performed by the driver's manual operation such as a steering operation is detected. The reaction delay period may be set shorter than in the case where the response is made. In addition, the driving range prediction unit 101 performs driving performed by a driver's manual operation, such as a steering operation, when an accelerator pedal / brake pedal switching operation is detected as a driving operation performed by the driver's foot operation. The reaction delay period may be set shorter than when the operation is detected. When the reaction delay period is set in this way, the reaction delay period can be more reliably set shorter when a driving operation is performed with a clear intention of the driver.

  Next, it is assumed that the length of the response delay period of the system is obtained in advance by adaptation work using experiments or the like. At that time, the length of the response delay period may be corrected according to the communication load of the in-vehicle network connecting the ECU 1 and various devices. For example, the travel range prediction unit 101 may perform correction so that the response delay period is longer when the communication load of the in-vehicle network is high than when the communication load is low.

  As described above, when the idle period is set in consideration of the driver's response delay and system response delay, the idle period may be excessively shortened when the driver's consciousness level for driving operation is low. It is possible to avoid a situation in which the idling period is unnecessarily prolonged when the driver's consciousness level for driving operation is high. As a result, avoid situations where the driving assistance implementation timing is delayed when the driver's consciousness level for driving operations is low, or when the driver assistance consciousness level for driving operations is high. Can do.

  Therefore, it becomes difficult to provide driving support against the driver's will. In other words, it is possible to provide driving assistance that matches the driver's feeling.

  Hereafter, the execution procedure of the driving assistance in a present Example is demonstrated along FIG. FIG. 12 is a processing routine that is repeatedly executed by the ECU 1 and is stored in advance in the ROM of the ECU 1 or the like.

  In the processing routine of FIG. 12, first, in S101, the ECU 1 generates information (running road information) related to a running road on which the host vehicle will run in the future, based on the output signal of the external world recognition device 2. That is, the ECU 1 generates information on the position coordinates and the size of the three-dimensional object that can be an obstacle of the own vehicle and the index indicating the lane boundary in the coordinate system with the own vehicle as the origin, and the three-dimensional object and the lane boundary. Information on the attitude of the host vehicle is generated.

In S102, the ECU 1 determines whether there is a three-dimensional object that becomes an obstacle on the course of the host vehicle, based on the road information generated in S101. The “course” here is a route predicted to pass when the host vehicle travels while maintaining the current lateral acceleration Gy0.
If a negative determination is made in S102, the ECU 1 once ends the execution of this routine. On the other hand, if a positive determination is made in S102, the ECU 1 proceeds to S103.

  In S103, the ECU 1 sets the length T1 of the reaction delay period by the method described in the description of FIGS. 9 to 11, and the length T2 of the response delay period of the system according to the communication load of the in-vehicle network. Set. In the case where the collision between the three-dimensional object and the host vehicle cannot be avoided only by the braking operation, in other words, when both the braking operation and the turning operation need to be performed, the description of FIGS. The process for shortening the reaction delay period as described above may not be performed. That is, when the collision between the three-dimensional object and the host vehicle cannot be avoided only by the braking operation, the reaction delay period may be fixed to the initial value T1v. This is because when it is impossible to avoid a collision with a three-dimensional object only by a braking operation, it is necessary to perform driving support earlier.

  In S104, the ECU 1 reads various data such as an output signal (yaw rate) γ of the yaw rate sensor 3, an output signal (vehicle speed) V of the wheel speed sensor 4, and an output signal (lateral acceleration) Gy0 of the acceleration sensor 5.

  In S105, the ECU 1 calculates positions (arrival points) P1 and P2 that the host vehicle arrives after idle running in the reaction delay period and the response delay period. Specifically, the ECU 1 calculates the turning radius R (= V / γ) of the host vehicle at the current time using the yaw rate γ and the vehicle speed V read in S104 as parameters. The ECU 1 uses the length T1 of the reaction delay period calculated in S103 and the vehicle speed V read in S104 as parameters, and the distance that the host vehicle runs idle during the reaction delay period (hereinafter referred to as “first idling”). L1) (referred to as “distance”) is calculated (L1 = T1 × V). The ECU 1 calculates the coordinates of the arrival point P1 in the coordinate system generated in S101, using the turning radius R and the first idling distance L1 as parameters. Further, the ECU 1 uses the length T2 of the response delay period calculated in S103 and the vehicle speed V read in S104 as parameters, and the distance (hereinafter referred to as “second”) that the host vehicle runs idle during the response delay period. L2) (referred to as “free running distance”) is calculated (L2 = T2 × V). The ECU 1 calculates the coordinates of the arrival point P2 in the coordinate system generated in S101, using the turning radius R and the second idling distance L2 as parameters.

  In S106, the ECU 1 calculates the coordinates of the first travel range and the second travel range using the coordinates of the arrival points P1, P2 calculated in S105 as a starting point. Specifically, the ECU 1 adds and subtracts the normal change ΔGy to the lateral acceleration (the lateral acceleration at the present time of the host vehicle) Gy0 read in S104, so that the path b1, starting from the arrival points P1 and P2, is set. Specify b2. Next, the ECU 1 specifies the route b0 when the steering angle or the lateral acceleration is changed by a certain amount in the range from the route b1 to b2.

  In S107, the ECU 1 compares the position of the three-dimensional object in the coordinate system generated in S101 with the second travel range predicted in S106, and the avoidance line in which the host vehicle can avoid the three-dimensional object is the second one. It is determined whether or not the vehicle is within the traveling range.

  If an affirmative determination is made in S107, the ECU 1 proceeds to S108 without performing driving support by avoidance operation. In S108, the ECU 1 compares the position coordinates of the three-dimensional object generated in S101 with the first travel range predicted in S106, and the avoidance line in which the host vehicle can avoid the three-dimensional object is the first travel range. It is determined whether or not it exists inside.

  If an affirmative determination is made in S108, the ECU 1 ends the execution of this routine without performing driving support by warning.

  If a negative determination is made in S107, the ECU 1 proceeds to S109 and executes an avoidance operation using the electric power steering (EPS) 12 and / or the electronically controlled brake (ECB) 13. Specifically, the ECU 1 determines a travel route (avoidance line) Le that allows the host vehicle to avoid a three-dimensional object from the arrival point P2, and causes the host vehicle to travel along the determined avoidance line Le. The target yaw rate necessary for this is calculated. Next, the ECU 1 controls the electric power steering (EPS) 12 and / or the electronically controlled brake (ECB) 13 so that the actual yaw rate of the host vehicle matches the target yaw rate.

  In that case, the host vehicle may run idle from the current position to the arrival point P2, but since the avoidance line Le is set as the starting point P2, the collision between the host vehicle and the three-dimensional object is more reliably performed. It can be avoided. Further, the lateral acceleration when the host vehicle travels along the avoidance line Le can be suppressed to be small.

  If a negative determination is made in S108, the ECU 1 proceeds to S110 and issues a warning using the buzzer 10 or the display device 11. In that case, there is a possibility that a reaction delay occurs until the driver who receives the warning starts a driving operation for avoiding the three-dimensional object, and the own vehicle may idle to the arrival point P1 during the reaction delay period. However, since the first travel range is set with the arrival point P1 as the starting point, the warning execution timing is delayed, or the avoidance line that can actually avoid the three-dimensional object is deviated from the predicted avoidance line. The situation can be avoided.

  According to the embodiment described above, when the driver can avoid a collision between the host vehicle and the three-dimensional feature by performing a normal driving operation, driving assistance is not performed. Therefore, the driving assistance is not performed even though the driver has the will to perform the normal driving operation.

  Furthermore, according to the driving support system of the present embodiment, the driving range is predicted including the idling period caused by the driver's response delay and the system response delay, so the driving support execution timing is delayed. In addition to being able to prevent, it is possible to reduce the deviation between the path that can actually avoid the three-dimensional object and the predicted avoidance line. As a result, it is possible to implement driving assistance that matches the driver's feeling.

  In the present embodiment, the lateral acceleration is used as a parameter indicating the amount of movement of the host vehicle, but a yaw rate, left / right G, cornering force, or the like can also be used. However, it is preferable to use a parameter that correlates with the yaw rate and the vehicle speed, such as lateral acceleration and left and right G.

  Lateral acceleration and left and right G increase as the yaw rate increases, and increase as the vehicle speed increases. Therefore, when lateral acceleration or right and left G is used as a parameter indicating the amount of movement of the host vehicle, the travel range predicted by the travel range prediction unit 101 is narrower when the vehicle speed is higher than when the vehicle speed is low. As a result, when the vehicle speed is high, the timing at which the avoidance line does not exist in the travel range (timing for driving support) is earlier than when the vehicle speed is low. Therefore, even when the traveling speed of the host vehicle is high, it is possible to more reliably avoid the collision between the host vehicle and the three-dimensional object.

  Further, the travel range prediction unit 101 may specify the arrival point on the assumption that the host vehicle moves in the left-right direction when the host vehicle runs idle. When the host vehicle runs idle, the host vehicle may fluctuate in the left-right direction due to factors such as the play of the steering mechanism, the cant or unevenness of the road surface, or the slip angle of the wheels.

  On the other hand, as shown in FIG. 13, the travel range prediction unit 101 may specify a plurality of arrival points P on the assumption that the host vehicle fluctuates in the left-right direction when running idle. At this time, the amount of wobbling in the left-right direction may be obtained in advance by an adaptation operation using an experiment or the like.

  When a plurality of arrival points P are specified as described above, the travel range prediction unit 101 may predict the first travel range or the second travel range for each of the plurality of arrival points P, or While predicting which of the left and right directions will fluctuate from the yaw rate, the first travel range or the second travel range may be predicted only for the arrival point P in the predicted direction. The travel range prediction unit 101 also predicts the amount of wobbling from the current yaw rate in addition to the wobbling direction, and predicts the first traveling range or the second traveling range only for the arrival point P specified from the wobbling direction and the wobbling amount. May be.

  When the travel range prediction unit 101 predicts the first travel range or the second travel range for each of the plurality of arrival points P, the support determination unit 102 has no avoidance line in all the first travel ranges. The driving assistance by warning may be permitted on the condition of the above, and the driving assistance by the avoiding operation may be permitted on the condition that no avoidance line exists in all the second travel ranges.

  In this way, when the arrival point is specified and the driving range is predicted in consideration of the fluctuation during the idling period, it is possible to more surely prevent the situation where the driving support execution timing is delayed and The deviation between the actually avoidable route and the predicted avoidance line can be further reduced.

1 ECU
2 External recognition device 3 Yaw rate sensor 4 Wheel speed sensor 5 Acceleration sensor 6 Brake sensor 7 Acceleration sensor 8 Steering angle sensor 9 Steering torque sensor 10 Buzzer 11 Display device 12 Electric power steering (EPS)
13 Electronically controlled brake (ECB)
14 Winker switch 100 Runway recognition unit 101 Traveling range prediction unit 102 Support determination unit 103 Alarm determination unit 104 Control determination unit 105 Control amount calculation unit

Claims (6)

Recognizing means for recognizing a three-dimensional object existing around the own vehicle;
Acquisition means for acquiring the current momentum of the host vehicle;
Using the momentum acquired by the acquisition means as a parameter, the vehicle obtains a reaching point that is a position reached after the host vehicle has idled for a predetermined period, and uses the momentum and driving acquired by the acquisition means starting from the arrival point. A three-dimensional object recognized by the recognizing means is obtained by obtaining a traveling range that is a range of a route on which the host vehicle can travel when adding a change in momentum generated within a range of driving operations that can be normally performed by a person; Support means for carrying out driving support for avoiding a collision with the three-dimensional object on the condition that an avoidance line that is a route that can avoid a collision of the vehicle does not exist within the travel range;
Detecting means for detecting a driving operation performed by a driver of the own vehicle;
Setting means for setting the predetermined period shorter when a driving operation is detected by the detecting means than when not being detected;
A vehicle driving support system comprising:   The setting means is configured such that when the driving operation performed by the driver's manual operation is detected by the detection means, the predetermined operation is performed as compared with the case where the driving operation performed by the driver's foot operation is detected by the detection means. The vehicle driving support system according to claim 1, wherein the period is set short.   The setting means detects the driving operation performed by the driver's manual operation when the pedal switching operation is detected by the detecting means as the driving operation performed by the driver's foot operation. The vehicle driving support system according to claim 1, wherein the predetermined period is set shorter than in the case.   The said setting means sets the said predetermined period short when compared with the time when the operation speed of this driving operation is large, when the driving operation performed by a driver | operator's foot operation is detected by the said detection means. The vehicle driving support system according to any one of 1 to 3. A measuring means for measuring steering torque;
In the case where the steering angle operation performed by the driver's manual operation is detected by the detection unit, the setting unit is when the steering torque measured by the measurement unit is greater than a reference value or less than the reference value. 5. The vehicle driving support system according to claim 1, wherein the predetermined period is set to be shorter.   The vehicle further includes a prohibiting unit that prohibits the setting unit from shortening the predetermined period when it is necessary to automatically execute a braking operation and a turning operation as driving assistance for avoiding a collision with the three-dimensional object. The vehicle driving support system according to any one of 1 to 5.

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