JP2013222297A - Driving support apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving support apparatus that properly issues a warning according to characteristics of a driver.SOLUTION: A driving support apparatus 1 includes a warning device 4 mounted on a vehicle 2 to issue a warning, and a control device 5 that controls the warning device 4 according to an object around the vehicle 2 to issue a warning. The control device 5 changes the timing to issue the warning from the warning device 4 on the basis of closeness between the vehicle 2 and a vehicle preceding the vehicle 2, which has been learned in accordance with driving tendency of the vehicle 2. The driving support apparatus 1 issues a warning properly in accordance with characteristics of a driver.

Description

  The present invention relates to a driving support device.

  As a conventional driving support device that is mounted on a vehicle and emits various warnings, for example, in Patent Document 1, a vehicle, a white line, a pedestrian, and the like are recognized from an input image captured by a camera, and a collision occurs based on this. A driving assistance device that predicts a collision and issues a warning about a collision is disclosed. This driving support device refers to the driver's age information, driving calendar information, etc. when warning about the above-mentioned collision, and executes warning output at a timing according to the driver's judgment speed, reaction speed, and operation accuracy To do.

JP 2007-233744 A

  By the way, the above-described guidance device described in Patent Document 1 has room for further improvement in terms of an alarm that matches the characteristics of the driver, for example.

  The present invention has been made in view of the above circumstances, and an object of the present invention is to provide a driving support device capable of appropriately issuing an alarm according to the characteristics of the driver.

  In order to achieve the above object, a driving support device according to the present invention controls an alarm device mounted on a vehicle and capable of issuing an alarm, and the alarm device according to an object around the vehicle, A control device that issues a warning, and the control device issues the warning by the warning device based on a degree of approach between the vehicle learned according to the driving tendency of the vehicle and a preceding vehicle of the vehicle. It is characterized by changing the timing of reporting.

  In the driving support device, the control device relatively slows the timing of the alarm when the learned degree of approach is relatively high, and the alarm when the learned degree of approach is relatively low. This timing can be made relatively early.

  In the driving support device, the object around the vehicle is a passerby, and the control device determines the timing of the warning as the degree of current approach between the vehicle and a preceding vehicle of the vehicle is relatively high. Can be made relatively fast.

  In the driving support device, the object around the vehicle is a passerby, and the control device determines that the current approach degree between the vehicle and the preceding vehicle of the vehicle is higher than the learned approach degree. The timing of the alarm can be made relatively earlier compared to the case where the current approach degree is less than or equal to the learned approach degree.

  In the driving support device, the control device controls the alarm device based on a parameter representing a distance between the vehicle and an object around the vehicle, and issues the alarm. it can.

  The driving support apparatus according to the present invention has an effect that an alarm can be appropriately issued according to the characteristics of the driver.

FIG. 1 is a schematic configuration diagram illustrating a vehicle control system to which the driving support apparatus according to the embodiment is applied. Drawing 2 is a mimetic diagram explaining the approach degree in the driving support device concerning an embodiment. Drawing 3 is a mimetic diagram explaining the relation between the current approach degree and the usual approach degree in the driving support device concerning an embodiment. FIG. 4 is a flowchart illustrating an example of approach degree learning control in the driving assistance apparatus according to the embodiment. Drawing 5 is a mimetic diagram explaining alarm timing in the driving support device concerning an embodiment. FIG. 6 is a flowchart illustrating an example of alarm timing setting control in the driving support apparatus according to the embodiment. FIG. 7 is a schematic diagram illustrating alarm timing in the driving support apparatus according to the embodiment.

  Embodiments according to the present invention will be described below in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

[Embodiment]
FIG. 1 is a schematic configuration diagram illustrating a vehicle control system to which the driving support apparatus according to the embodiment is applied, FIG. 2 is a schematic diagram illustrating the degree of approach in the driving support apparatus according to the embodiment, and FIG. 3 is the embodiment. FIG. 4 is a schematic diagram for explaining the relationship between the current approach degree and the ordinary approach degree in the driving support apparatus according to FIG. 4, FIG. 4 is a flowchart showing an example of the approach degree learning control in the driving support apparatus according to the embodiment, and FIG. FIG. 6 is a schematic diagram illustrating an alarm timing in the driving support apparatus according to the embodiment, FIG. 6 is a flowchart illustrating an example of alarm timing setting control in the driving support apparatus according to the embodiment, and FIG. 7 is a driving support apparatus according to the embodiment. It is a mimetic diagram explaining alarm timing in.

  The driving assistance apparatus 1 of this embodiment is applied to the vehicle control system 3 mounted on the vehicle 2 as shown in FIG. The driving support device 1 includes an HMI (Human Machine Interface) device 4 as an alarm device and an ECU (Electronic Control Unit) 5 as a control device. And the driving assistance apparatus 1 can perform driving assistance by the HMI apparatus 4 because the ECU 5 controls the HMI apparatus 4 according to the situation and outputs various driving assistance information (HMI information). The driver supports driving of the vehicle 2. Here, the HMI device 4 can issue an alarm. The ECU 5 can execute control for controlling the HMI device 4 and issuing an alarm as driving assistance in accordance with objects around the vehicle 2.

  Note that the vehicle 2 includes any one of an engine, a motor, and the like as a traveling power source for rotationally driving the drive wheels. The vehicle 2 may be any type of vehicle such as a hybrid vehicle that includes both an engine and a motor, a conveyor vehicle that includes an engine but does not include a motor, and an EV vehicle that includes a motor but does not include an engine. .

  Specifically, the vehicle control system 3 includes an HMI device 4, an ECU 5, an infrastructure information receiver (Antenna) 6, a GPS (Global Positioning System) receiver (Antenna) 7, a database 8, a vehicle information network. 9 etc. are comprised. The HMI device 4 and the ECU 5 constitute the driving support device 1.

  The HMI device 4 can execute a plurality of driving assistances that support driving of the vehicle 2. The HMI device 4 can output driving support information that is information for supporting driving of the vehicle 2. The HMI device 4 provides driving assistance by providing driving assistance information to the driver. The HMI device 4 is an in-vehicle device. The HMI device 4 includes, for example, a display 41, a speaker 42, and the like provided in the vehicle interior of the vehicle 2. The display 41 is a visual information display device that outputs visual information (graphic information, character information). The speaker 42 is an auditory information (voice) output device that outputs auditory information (voice information, sound information). As the HMI device 4, an existing device in the passenger compartment of the vehicle 2, for example, a display 41 or a speaker 42 of a navigation system may be used. The HMI device 4 provides information by outputting visual information, auditory information, etc., and guides the driving operation of the driver. The HMI device 4 supports the driving operation of the driver by providing such information. The HMI device 4 is electrically connected to the ECU 5 and controlled by the ECU 5. The HMI device 4 can issue various warnings by outputting warning information (visual information, auditory information) as driving support information, for example.

  The ECU 5 is a control unit that performs overall control of the vehicle control system 3 including the HMI device 4 and the like. The ECU 5 is configured as an electronic circuit mainly composed of a known microcomputer including a CPU, a ROM, a RAM, and an interface, for example.

  The infrastructure information receiver 6 is a device that acquires various infrastructure information through wireless communication. The infrastructure information receiver 6 acquires infrastructure information around the vehicle 2 that can be acquired by cooperating with the infrastructure. The infrastructure information receiver 6 acquires various infrastructure information from, for example, the infrastructure information transmitter 20 or the like. The infrastructure information transmitter 20 is a device that is provided outside the vehicle 2 and distributes infrastructure information to the vehicle 2. For example, a communication infrastructure such as a road-to-vehicle communication device (roadside device), a vehicle-to-vehicle communication device, and the Internet. A device or the like for exchanging information by using is used. The infrastructure information acquired by the infrastructure information receiver 6 includes, for example, map information including road information, preceding vehicle information, subsequent vehicle information, oncoming vehicle (detection) information, pedestrian (detection) information, signal information, construction / traffic regulations. It includes at least one of information, traffic jam information, emergency vehicle information, obstacle information, accident history database, and the like. The infrastructure information receiver 6 is electrically connected to the ECU 5 and outputs a signal related to the infrastructure information to the ECU 5.

  The GPS receiver 7 is a device that detects the current position of the vehicle 2. The GPS receiver 7 receives a GPS signal representing the position information (GPS information) of the vehicle 2 distributed by the GPS satellite 30. The GPS receiver 7 is electrically connected to the ECU 5 and outputs the received GPS signal to the ECU 5.

  The database 8 stores various information. The database 8 stores infrastructure information acquired by the infrastructure information receiver 6, various information obtained by actual traveling of the vehicle 2, learning information, and the like. Information stored in the database 8 is appropriately referred to by the ECU 5, and necessary information is read out. The database 8 is illustrated here as being mounted on the vehicle 2, but is not limited thereto, and is provided in an information center or the like outside the vehicle 2, and is connected to the ECU 5 via the infrastructure information receiver 6 and the like. May be referred to as appropriate, and necessary information may be read out. Further, static infrastructure information such as map information including road information may be stored in the database 8 in advance.

  The vehicle information network 9 includes a CAN (Control Area Network) constructed as an in-vehicle network. The vehicle information network 9 includes a transmission path connected to an actuator ECU for controlling various actuators of the vehicle control system 3 and sensors / radars. The ECU 5 is connected to the actuator ECU and sensors / radars via the vehicle information network 9. The ECU 5 acquires various vehicle information from the state detection device or the like via the vehicle information network 9. The state detection device detects, as vehicle information, a state quantity and a physical quantity related to a running state of the vehicle 2, an actual operation on the vehicle 2 by the driver, and the like. The state detection device includes various devices such as an accelerator opening sensor 91, a brake sensor 92, a vehicle speed sensor 93, and a detection device 94, for example.

The accelerator opening sensor 91 detects an accelerator opening corresponding to an operation amount (accelerator operation amount, acceleration request operation amount) of the accelerator pedal of the vehicle 2 by the driver. The brake sensor 92 detects a master cylinder pressure or a brake depression force corresponding to an operation amount (brake operation amount, braking request operation amount) of the vehicle 2 by the driver. The vehicle speed sensor 93 detects the vehicle speed of the vehicle 2. The detection device 94 is a detection device that detects an object around the vehicle 2 that is the host vehicle (hereinafter, may be referred to as “peripheral object”), and indicates a relative positional relationship between the detected vehicle 2 and the peripheral object. Detect relative physical quantities. For example, the detection device 94 may include a preceding vehicle, a succeeding vehicle, a side vehicle, a passerby (pedestrian or bicycle) passing near the traveling path of the vehicle 2, and a vicinity of the traveling path of the vehicle 2 as peripheral objects. A stationary object (obstacle) is detected. The detection device 94 detects a peripheral object (a preceding vehicle, a succeeding vehicle, a side vehicle, a passerby, a stationary object, etc.) within a predetermined detection range with the vehicle 2 as a center. Here, for example, the detection device 94 uses at least the relative physical quantity (m / s), the relative distance (m), the relative deceleration (m / s ² ), and the TTC (Time) as the relative physical quantity. -To-Collision: has a function of detecting at least one of the collision margin time (s) and the like. Here, TTC (hereinafter sometimes referred to as “relative time”) corresponds to the time until the vehicle 2 reaches the surrounding object, and the relative distance between the vehicle 2 and the surrounding object is converted according to the relative speed. It corresponds to the time. In addition, for example, when the surrounding object is a stationary object or a preceding vehicle in a stopped state, the detection device 94 further detects the difference between the vehicle 2 and the surrounding object when the vehicle 2 stops corresponding to the surrounding object. It may have a function of detecting a stop distance (m). The detection device 94 is, for example, a millimeter wave radar provided in the vehicle 2, a radar using a laser or an infrared ray, a short-range radar such as a UWB (Ultra Wide Band) radar, a sonar using an audible sound wave or an ultrasonic wave. An image recognition device or the like that calculates the relative physical quantity or the like by analyzing image data obtained by imaging the front of the host vehicle in the traveling direction with an imaging device such as a CCD camera can be used.

  The ECU 5 described above includes infrastructure information acquired by the infrastructure information receiver 6, position (GPS) information acquired by the GPS receiver 7, vehicle information acquired via the vehicle information network 9, and various data stored in the database 8. Electric signals corresponding to information, driving signals of each unit, control commands, and the like are input. The ECU 5 controls each part of the vehicle control system 3 including the HMI device 4 and the like in accordance with these input electric signals and the like.

  And the driving assistance apparatus 1 performs the assistance which urges | provides a predetermined driving operation with respect to a driver | operator, when ECU5 controls the HMI apparatus 4 according to a condition, and performs driving assistance. The driving support device 1 performs driving support by the HMI device 4 outputting various driving support information in accordance with control by the ECU 5, and recommends driving operation to the driver, typically driving with change. Provide guidance support to encourage operation.

  As driving assistance, the ECU 5 of the present embodiment controls the HMI device 4 according to the peripheral object detected by the detection device 94 and executes control for issuing an alarm. The ECU 5 is a parameter that represents the distance between the vehicle 2 and the surrounding object (hereinafter sometimes referred to as “relative distance parameter”), here, based on the relative physical quantity between the vehicle 2 and the surrounding object detected by the detection device 94. Then, the HMI device 4 is controlled to issue an alarm. The alarm target by the driving support device 1 is a surrounding object of the vehicle 2 and, as described above, passes not only to the pedestrian but also the preceding vehicle, the succeeding vehicle, the side vehicle, and the vicinity of the traveling path of the vehicle 2. Including passers-by (pedestrians, bicycles), stationary objects (obstacles) located in the vicinity of the travel path of the vehicle 2, and the like.

  More specifically, the ECU 5 controls the HMI device 4 and issues an alarm when, for example, the relative distance between the vehicle 2 and the surrounding object is equal to or less than a preset relative distance threshold as the relative distance parameter. Let Further, the ECU 5 may control the HMI device 4 to issue an alarm when, for example, TTC (relative time) is equal to or less than a preset TTC threshold as the relative distance parameter.

  Further, the ECU 5 typically has a traveling direction of the vehicle 2 (front-rear direction of the vehicle 2), a lateral direction orthogonal to the traveling direction of the vehicle 2 (the left-right direction of the vehicle 2), and a direction between them. A peripheral object is detected, and an alarm is issued to the HMI device 4 as necessary. For example, the ECU 5 warns the HMI device 4 when the relative distance parameter (relative distance, TTC) between the vehicle 2 and the surrounding object is equal to or less than a threshold (relative distance threshold, TTC threshold) in the traveling direction of the vehicle 2. Trigger a report. In addition, for example, in the lateral direction of the vehicle 2, the ECU 5 causes the HMI device 4 to issue an alarm when the relative distance parameter between the vehicle 2 and the surrounding object is equal to or less than a threshold value.

  The ECU 5 controls the display 41 and the speaker 42 to display an alarm display (alarm visual information) on the display 41 or output an alarm sound (alarm auditory information) from the speaker 42, for example. To alert you.

  As a result, the driving support device 1 can predict the possibility of contact between the vehicle 2 and the surrounding object, and can issue an alarm that makes the driver aware of the danger. Driving operation that avoids contact with an object can be promoted.

  By the way, when an alarm is issued by the driving support device 1 as described above, for example, when the contact risk is still low, such as when the passer-by position is away from the white line position, the contact risk between different drivers, etc. Therefore, if the alarm timing is not appropriate, the driver may feel uncomfortable.

  Therefore, the driving support device 1 according to the present embodiment is configured to generate a warning by the HMI device 4 based on the degree of approach between the vehicle 2 learned by the ECU 5 while the vehicle 2 is traveling and the preceding vehicle of the vehicle 2 ( Hereinafter, “alarm timing” may be referred to.) By changing the “alarm timing”, appropriate alarm issuance according to the characteristics of the driver is realized.

  Specifically, as shown in FIG. 1, the ECU 5 is provided with an approach degree detection unit 51, a learning unit 52, an alarm timing setting unit 53, and an alarm control unit 54 in terms of functions and concepts.

  The approach degree detection unit 51 detects the degree of approach between the vehicle 2 and surrounding objects while the vehicle 2 is traveling. The degree of approach between the vehicle 2 and the surrounding object is an index representing the degree (level) of the approach of the vehicle 2 to the surrounding object. The degree of approach between the vehicle 2 and the surrounding object indicates that the vehicle 2 and the surrounding object are relatively close to each other as the value is relatively high. This indicates that the surrounding object is in a relatively separated state. Here, the approach level detection unit 51 detects the current level of approach between the vehicle 2 and the surrounding object.

  The approach degree detection unit 51 is based on, for example, the relative physical quantity between the vehicle 2 and surrounding objects detected by the detection device 94, the accelerator opening sensor 91, the accelerator operation by the driver detected by the brake sensor 92, and the brake operation. The degree of approach of the vehicle 2 to a surrounding object such as a preceding vehicle, a succeeding vehicle, a side vehicle, a passerby, or a stationary object and the vehicle 2 is detected. Here, for example, as illustrated in FIG. 2, the approach degree detection unit 51 identifies the approach degree between the vehicle 2 and the surrounding object in two stages of “margin” level and “proximity” level. Here, the degree of approach between the vehicle 2 and the surrounding object is relatively low at the “margin” level and relatively high at the “proximity” level.

  For example, when the relative speed and the relative deceleration between the vehicle 2 and the surrounding object detected by the detection device 94 are relatively large, the approach degree detection unit 51 determines that the accelerator is in the case where the relative distance, the stop distance, and the TTC are relatively short. When the accelerator operation and brake operation timings detected by the opening sensor 91 and the brake sensor 92 are relatively late, it is specified that the degree of approach between the vehicle 2 and the surrounding object is at the “proximity” level. Here, the timing of the accelerator operation and the brake operation is typically a timing at which the accelerator operation is turned off and the brake operation is turned on.

  On the other hand, the approach degree detection unit 51, for example, when the relative speed and the relative deceleration between the vehicle 2 and the surrounding object detected by the detection device 94 are relatively small, the relative distance, the stop distance, and the TTC are relatively long. When the accelerator operation and brake operation timings detected by the accelerator opening sensor 91 and the brake sensor 92 are relatively early, the degree of approach between the vehicle 2 and the surrounding object is specified as the “margin” level.

  Here, the approach degree detection unit 51 has been described as distinguishing the approach degree between the vehicle 2 and the surrounding object into two stages of “margin” level and “proximity” level. You may make it distinguish into two or more levels.

  The learning unit 52 learns the degree of approach between the vehicle 2 and surrounding objects while the vehicle 2 is traveling. The learning unit 52 learns the normal degree of approach between the vehicle 2 and surrounding objects according to the driving tendency of the vehicle 2. The learning unit 52 of the present embodiment is based on at least the vehicle 2 and the preceding vehicle of the vehicle 2 based on the current degree of approach between the vehicle 2 and the preceding vehicle detected by the approaching degree detection unit 51 while the vehicle 2 is traveling. Learn the normal degree of approach.

  Here, with reference to FIG. 3, the relationship between the current approach degree detected by the approach degree detection unit 51 and the normal approach degree learned by the learning unit 52 will be described. In FIG. 3, the horizontal axis represents time and the vertical axis represents the degree of approach.

  As illustrated in FIG. 3, the current approach degree between the vehicle 2 and the preceding vehicle (neighboring object) of the present embodiment is an instantaneous value determined by a relatively short determination period T1 in the vicinity of the time point when the approach degree is detected. The degree of proximity. On the other hand, the normal approach degree between the vehicle 2 and the preceding vehicle (peripheral object) is an approach degree determined by a determination period T2 that is relatively longer than the determination period T1 of the current approach degree. The degree of approach that reflects the driving tendency.

  The approach degree detection unit 51 described above may be, for example, a relative physical quantity, an accelerator operation, a brake when approaching the preceding vehicle for several minutes immediately before the time when the approach degree is detected or several times immediately before the time when the approach degree is detected. Based on the operation or the like, the current approach degree between the vehicle 2 and the preceding vehicle is detected.

  On the other hand, for example, the learning unit 52 comprehensively determines a plurality of current approach degrees over a long period of about several weeks, and learns a normal approach degree between the vehicle 2 and the preceding vehicle. For example, the learning unit 52 determines whether the vehicle 2 and the preceding vehicle are in accordance with an average value or frequency distribution of the current degree of approach between the vehicle 2 and the preceding vehicle detected by the approaching degree detection unit 51 within a predetermined determination time T2. Calculate and learn the usual degree of approach.

  Next, an example of the approach degree learning control by the ECU 5 of the driving support device 1 will be described with reference to the flowchart of FIG. Note that these control routines are repeatedly executed at a control cycle of several ms to several tens of ms (the same applies hereinafter).

  First, the approach degree detection unit 51 of the ECU 5 acquires approach information between the vehicle 2 and the preceding vehicle and driving operation information by the driver (ST1). The approach degree detection unit 51 acquires information on the relative physical quantities (relative speed, relative distance, relative deceleration, TTC, stop distance) between the vehicle 2 and the preceding vehicle detected by the detection device 94 as approach information. The approach degree detection unit 51 acquires, as driving operation information, information related to the timing of the accelerator operation OFF by the driver, the timing of the brake operation ON, and the like detected by the accelerator opening sensor 91 and the brake sensor 92.

  Next, the approach degree detection unit 51 calculates the current degree of approach between the vehicle 2 and the preceding vehicle based on the approach information between the vehicle 2 and the preceding vehicle acquired in ST1 and the driving operation information by the driver. The level of the degree of approach is specified (ST2) and stored in the storage unit such as the database 8 (ST3).

  Next, the learning unit 52 of the ECU 5 reads the past approach degree stored in the storage unit such as the database 8 (ST4).

  Next, the learning unit 52 performs the normal operation of the vehicle 2 and the preceding vehicle based on the current approach degree between the vehicle 2 and the preceding vehicle calculated and identified in ST2 and the past approach degree read in ST4. The approach degree is updated (ST5), the current control cycle is ended, and the next control cycle is started. The learning unit 52 calculates the normal approach degree between the vehicle 2 and the preceding vehicle according to the average value of the current approach degree and the past approach degree, the frequency distribution, and the like, and the ordinary approach degree is “margin”. Specify whether it is a level or a “proximity” level.

  Returning to FIG. 1, the alarm timing setting unit 53 changes the timing at which the HMI device 4 issues an alarm based on the normal degree of approach between the vehicle 2 and the preceding vehicle learned as described above. Here, for example, the alarm timing setting unit 53 changes the alarm timing by changing the threshold value (relative distance threshold value, TTC threshold value) according to the normal degree of approach between the learned vehicle 2 and the preceding vehicle. To do. Thereby, the warning timing setting part 53 can adjust the timing which issues a warning according to surrounding objects, such as a passer-by, based on the usual approach degree of the vehicle 2 and a preceding vehicle.

  Here, an example of alarm timing set by the alarm timing setting unit 53 will be described with reference to FIG. In the diagram on the right side of FIG. 5, the horizontal axis represents the lateral distance from the surrounding object to the host vehicle, and the vertical axis represents the longitudinal distance from the surrounding object to the host vehicle.

  For example, as illustrated in FIG. 5, the alarm timing setting unit 53 specifies that the driver A is identified as having a “proximity” level as a normal approach level and the “proximity” level as a normal approach level. The warning timing is made different between the driver B and the driver B. The alarm timing setting unit 53 delays the alarm timing relatively when the learned ordinary approach degree is relatively high, and relatively early the alarm timing when the learned ordinary approach degree is relatively low. To do.

  In other words, the alarm timing setting unit 53 adjusts to the driving tendency of the driver A for the driver A who tends to take a margin between the vehicle 2 (the host vehicle) and the preceding vehicle in the normal traveling. By setting the threshold relatively large, the alarm timing when the alarm is issued according to the surrounding object such as a passerby is set to a relatively early timing. On the other hand, the alarm timing setting unit 53 sets a threshold value according to the driving tendency of the driver B for the driver B who tends to drive the vehicle 2 (the host vehicle) close to the preceding vehicle in normal traveling. Is set to a relatively late timing when a warning is issued according to a surrounding object such as a passerby.

  Next, an example of alarm timing setting by the ECU 5 of the driving assistance apparatus 1 will be described with reference to the flowchart of FIG.

  First, the alarm timing setting unit 53 of the ECU 5 acquires approach information of surrounding objects such as passersby (ST21). The alarm timing setting unit 53 acquires, as approach information, information related to relative physical quantities (relative speed, relative distance, relative deceleration, TTC, stop distance) between the vehicle 2 detected by the detection device 94 and surrounding objects such as passers-by. To do.

  Next, the alarm timing setting unit 53 determines whether or not the user is approaching a peripheral object such as a passer based on the approach information of the peripheral object such as a passer acquired in ST21 (ST22). The alarm timing setting unit 53 is configured so that, for example, a passerby approaches in a region where the contact risk is high (for example, a position close to the white line position) from the low contact risk position (for example, a position away from the white line position). It is determined whether or not. When it is determined that the alarm timing setting unit 53 is not approaching a nearby object such as a passerby (ST22: No), the current control cycle is ended and the next control cycle is started.

  When it is determined that the alarm timing setting unit 53 is approaching a surrounding object such as a passerby (ST22: Yes), the normal approach degree between the vehicle 2 learned by the learning unit 52 and the preceding vehicle is at the “margin” level. It is determined whether or not (ST23).

  When it is determined that the normal approach degree learned by the learning unit 52 is the “margin” level (ST23: Yes), the alarm timing setting unit 53 increases the threshold value relatively and sets the alarm timing relatively early. (ST24), the current control cycle is terminated, and the next control cycle is started.

  The alarm timing setting unit 53 determines that the normal approach degree learned by the learning unit 52 is not the “margin” level (ST23: No), that is, determines that the normal approach degree is the “proximity” level. Process as follows. That is, the alarm timing setting unit 53 sets the alarm timing relatively low, sets the alarm timing to a relatively late timing (ST25), ends the current control cycle, and shifts to the next control cycle.

  Returning to FIG. 1, the alarm control unit 54 controls the HMI device 4 and causes the HMI device 4 to issue an alarm. The alarm control unit 54 controls the display 41 and the speaker 42 constituting the HMI device 4 according to the alarm timing set through the threshold setting by the alarm timing setting unit 53 as described above, and outputs an alarm display and an alarm sound. .

  As a result, the driving support apparatus 1 issues an alarm according to a surrounding object such as a passerby according to the degree of normal approach between the vehicle 2 and the preceding vehicle in which the driver's usual driving tendency is reflected. The alarm timing can be adjusted. In particular, since the approach frequency between the vehicle 2 and the preceding vehicle tends to be relatively high, and the preceding vehicle as a peripheral object is a relatively large object and a relatively stable stimulus, the vehicle The normal degree of approach between the vehicle 2 and the preceding vehicle more appropriately reflects the normal driving tendency of the driver. Accordingly, the driving support device 1 appropriately determines the driver's characteristics based on the degree of approach of the vehicle 2 (the host vehicle) to the preceding vehicle in normal traveling, and advances the warning timing for the approach to the surrounding object according to the characteristics. Can be delayed or delayed. Thereby, the driving assistance apparatus 1 can set the timing which issues a warning with respect to the approach to the surrounding object of the vehicle 2 to an appropriate timing which does not feel uncomfortable according to the characteristics of the driver. An alarm can be issued appropriately according to the characteristics of the driver.

  In the example of FIG. 5, the alarm timing (threshold value) corresponding to each approach level is illustrated as being defined by a curve, but is not limited thereto, and is not limited to a straight line or various conditional expressions. May be defined.

  By the way, in the above description, the ECU 5 is described as determining the driving tendency between different drivers based on the normal degree of approach between the vehicle 2 and the preceding vehicle, and adjusting the alarm timing according to the driving tendency of the driver. However, it is not limited to this. Differences in sense of contact risk, even within the same driver, time zone (day and night), surrounding environment (environment used / unfamiliar environment), weather (clear / rainy), driver's assumptions May vary depending on the situation, i.e., individual differences may occur.

  Therefore, for example, when the surrounding object of the vehicle 2 is a passerby, the ECU 5 of this embodiment sets the alarm timing relatively as the current degree of approach between the vehicle 2 and the preceding vehicle is relatively high. You may make it early. That is, the alarm timing setting unit 53 may change the alarm timing by changing the threshold value based on the current degree of approach between the vehicle 2 and the preceding vehicle detected by the approach degree detector 51.

  As an example, when the surrounding object of the vehicle 2 is a passerby, the alarm timing setting unit 53, as illustrated in FIG. 7, learns the current degree of approach between the vehicle 2 and the preceding vehicle. And the preceding vehicle are higher than the normal approach degree, the timing of the alarm is relatively advanced as compared with the case where the current approach degree is less than the normal approach degree. In this case, the alarm timing setting unit 53 sets a relative threshold according to the deviation between the current approach level and the normal access level when the current access level (immediately before the appearance of a passerby) is higher than the normal access level. Make it bigger. Thereby, the alarm timing setting part 53 makes alarm timing earlier.

  As a result, the driving support device 1 is in a situation where, for example, even in the same driver, the vehicle 2 that is the host vehicle is closer to the preceding vehicle than usual and it is difficult to recognize a passerby or the like. For example, an alarm for approaching a passerby can be issued early. As a result, the driving support apparatus 1 can be used within the same driver, for example, usually with a relatively slow alarm timing to suppress a sense of incongruity. Can be recognized and safety can be improved.

  According to the driving support device 1 according to the embodiment described above, the HMI device 4 and the ECU 5 are provided. The HMI device 4 is mounted on the vehicle 2 and can issue an alarm. The ECU 5 controls the HMI device 4 according to an object around the vehicle 2 and issues an alarm. The ECU 5 changes the timing at which the HMI device 4 issues an alarm based on the degree of approach between the vehicle 2 learned according to the driving tendency of the vehicle 2 and the preceding vehicle of the vehicle 2.

  Therefore, the driving support device 1 adjusts the timing at which an alarm is issued according to the degree of normal approach between the vehicle 2 and the preceding vehicle in which the driver's usual driving tendency is reflected, so that the characteristics of the driver can be obtained. In addition, it is possible to set an appropriate alarm timing with no sense of incongruity, and as a result, it is possible to appropriately issue an alarm according to the characteristics of the driver.

  The driving support apparatus according to the above-described embodiment of the present invention is not limited to the above-described embodiment, and various modifications can be made within the scope described in the claims.

  In the above description, the control device has been described as being shared by the ECU 5, but is not limited thereto. For example, the control device may be configured separately from the ECU 5 and may exchange information such as a detection signal, a drive signal, and a control command with each other.

  In the above description, the alarm device has been described as outputting visual information and auditory information as alarm information, but is not limited thereto. The alarm device may be configured to include, for example, a tactile information output device that outputs tactile information such as steering wheel vibration, seat vibration, and pedal reaction force as alarm information.

1 Driving support device 2 Vehicle 3 Vehicle control system 4 HMI device (alarm device)
5 ECU (control device)
6 Infrastructure Information Receiver 7 GPS Receiver 8 Database 9 Vehicle Information Network 20 Infrastructure Information Transmitter 30 GPS Satellite 41 Display 42 Speaker 51 Approach Degree Detection Unit 52 Learning Unit 53 Alarm Timing Setting Unit 54 Alarm Control Unit 91 Accelerator Opening Sensor 92 Brake sensor 93 Vehicle speed sensor 94 Detector

Claims (5)

An alarm device mounted on a vehicle and capable of issuing an alarm;
A control device for controlling the alarm device according to an object around the vehicle and for issuing the alarm;
The control device changes a timing at which the warning is issued by the warning device based on a degree of approach between the vehicle learned according to a driving tendency of the vehicle and a preceding vehicle of the vehicle. ,
Driving assistance device. The control device relatively slows the alarm timing when the learned approach degree is relatively high, and makes the alarm timing relatively early when the learned approach degree is relatively low. ,
The driving support device according to claim 1. The object around the vehicle is a passerby,
The control device makes the timing of the alarm relatively earlier as the degree of current approach between the vehicle and the preceding vehicle of the vehicle is relatively higher.
The driving support device according to claim 1 or 2. The object around the vehicle is a passerby,
When the current approach degree between the vehicle and the preceding vehicle of the vehicle is higher than the learned approach degree, the control device is compared with the case where the current approach degree is less than or equal to the learned approach degree. Make the alarm timing relatively early,
The driving support device according to any one of claims 1 to 3. The control device controls the alarm device based on a parameter representing a distance between the vehicle and an object around the vehicle, and issues the alarm.
The driving support device according to any one of claims 1 to 4.

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