JP2018024393A - Drive support method and drive support apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive support method enabling the reduction or elimination of an occupant discomfort associated with the timing of a start instruction or automatic start control when performing the start instruction or automatic start control for merging into a crossover road at an intersection.SOLUTION: A support method includes the steps of: estimating a position of a subject vehicle and a position of another vehicle existing in a crossover road when the subject vehicle merges into the crossover road by the left or right turn at an intersection (S14); determining whether it is a start timing for the subject vehicle to merge into the crossover road from the estimated positions of the subject vehicle and the other vehicle, by using a start timing reference value as reference (S15); issuing a start instruction or performing automatic start control of the subject vehicle in the case of determining that it is a start timing (S16); detecting discomfort of an occupant associated with the start instruction or start control (S18); and adjusting the start timing reference value in accordance with the detected discomfort (S13).SELECTED DRAWING: Figure 3

Description

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

  There has been proposed a vehicle driving support device for instructing the timing for joining the main line so as not to obstruct the traveling of other vehicles traveling on the main line when making a right or left turn at the intersection and joining the main line ( Patent Document 1). In the driving assistance apparatus of patent document 1, the position of the other vehicle and the position of the own vehicle after merging to the main line are estimated, and based on the estimated position of the other vehicle and the position of the own vehicle, Instruct the timing.

JP 2007-141053 A

  However, in the driving support device described in Patent Document 1, the timing for joining the main line is set uniformly based on the estimated position of the other vehicle and the position of the host vehicle, regardless of the driver's preference. Is done. For this reason, the driver may feel discomfort with respect to the timing instruction for joining the main line.

  In view of the above problems, the present invention reduces or eliminates a sense of incongruity with respect to the timing of the start instruction or the automatic start control when performing the start instruction or the automatic start control in order to join the intersection road at the intersection. It is an object of the present invention to provide a driving support method and a driving support device that can be used.

  According to one aspect of the present invention, when the own vehicle joins the intersection road by turning right or left at the intersection, the position of the own vehicle when the own vehicle joins the intersection road and the position of the other vehicle existing on the intersection road From the estimated position of the own vehicle and the position of the other vehicle, using the start timing reference value as a reference, it is determined whether or not the start timing for the own vehicle to join the intersection road, and the start timing When it is determined that the vehicle is in the starting position, the start instruction or the automatic start control of the host vehicle is performed. In this case, there is provided a driving support method and a driving support device that detect an uncomfortable feeling of the occupant with respect to the starting instruction or the starting control and adjust the starting timing reference value according to the detected uncomfortable feeling.

  ADVANTAGE OF THE INVENTION According to this invention, when performing a start instruction | indication or automatic start control in order to join a crossing road in an intersection, a passenger | crew's uncomfortable feeling with respect to a start instruction | indication or the timing of automatic start control can be reduced or eliminated. A driving support method and a driving support device can be provided.

It is a block diagram which shows an example of the driving assistance apparatus which concerns on embodiment of this invention. It is the schematic which shows an example of the driving | running | working scene to which the driving assistance method which concerns on embodiment of this invention is applied. It is a flowchart for demonstrating an example of the driving assistance method which concerns on embodiment of this invention. It is a flowchart for demonstrating an example of the setting process of the starting timing reference value which concerns on embodiment of this invention. It is a flowchart for demonstrating an example of the setting process of the starting timing reference value which concerns on the 1st modification of embodiment of this invention. It is a flowchart for demonstrating an example of the setting process of the starting timing reference value which concerns on the 2nd modification of embodiment of this invention. It is a flowchart for demonstrating an example of the setting process of the starting timing reference value which concerns on the 3rd modification of embodiment of this invention. It is a graph which shows an example of the setting process of the start timing reference value which concerns on the 3rd modification of embodiment of this invention.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In the following description of the drawings, the same or similar parts are affixed with the same or similar reference numerals. However, it should be noted that the drawings are schematic, and the relationship between the thickness and the planar dimensions, the ratio of the thickness, and the like are different from the actual ones. Moreover, it is a matter of course that portions having different dimensional relationships and ratios are included between the drawings. The following embodiments of the present invention exemplify apparatuses and methods for embodying the technical idea of the present invention, and the technical idea of the present invention is the material, shape, The structure, arrangement, etc. are not specified below. The technical idea of the present invention can be variously modified within the technical scope defined by the claims described in the claims.

<Drive assist device>
As shown in FIG. 1, the driving support apparatus according to the embodiment of the present invention includes a controller 1, an ambient condition acquisition unit 2, a travel information acquisition unit 3, an electroencephalogram sensor 4, an output unit 5, and a vehicle control unit 6. The controller 1, the surrounding state acquisition unit 2, the travel information acquisition unit 3, the brain wave sensor 4, the output unit 5, and the vehicle control unit 6 can transmit and receive data and signals in a wired or wireless manner.

  The ambient condition acquisition unit 2 includes a radar 21, a camera 22, a map database (DB) 23, a global positioning system (GPS) receiver 24, and a communication device 25. The camera 22 and the radar 21 are, for example, relative conditions of the host vehicle such as the relative position of the host vehicle and the other vehicle, the distance between the host vehicle and the other vehicle, an obstacle existing around the host vehicle, and a white line on the road around the host vehicle. Detect data for.

  The GPS receiver 24 receives the GPS signal and acquires the current position of the host vehicle on the map stored in the map DB 23. The communication device 25 performs inter-vehicle communication between the host vehicle and other vehicles existing around the host vehicle. The communication device 25 receives, for example, travel information of another vehicle including the relative position of the host vehicle and the other vehicle, the speed of the other vehicle, and the acceleration of the other vehicle. The communication device 25 transmits traveling information of the host vehicle including the relative position of the host vehicle and the other vehicle, the speed of the host vehicle, and the acceleration of the host vehicle to the other vehicle.

  The travel information acquisition unit 3 includes an accelerator opening sensor 31, a brake switch 32, and a steering operation amount sensor 33 so as to acquire travel information of the host vehicle. The accelerator opening sensor 31 detects the accelerator opening of the host vehicle as travel information. The brake switch 32 detects the braking state of the brake device of the host vehicle as travel information. The steering operation amount sensor 33 detects the steering operation amount of the host vehicle as travel information.

  The electroencephalogram sensor 4 has a plurality of electrodes, and the plurality of electrodes are attached to the head of an occupant (for example, a driver or a passenger other than the driver). The method for attaching the plurality of electrodes of the electroencephalogram sensor 4 to the head is not particularly limited, but for example, it may be constituted by a wearable electrode cap so that it can be easily placed on the head of the occupant. The electroencephalogram sensor 4 detects the occupant's electroencephalogram data and outputs the detected electroencephalogram data to the controller 1.

  The controller 1 can be composed of, for example, a computer including a central processing unit (CPU), a memory, and the like, a processor equivalent to a computer, and the like. The controller 1 may have a programmable logic device (PLD) such as a field programmable gate array (FPGA), or a functional logic circuit set in a general-purpose semiconductor integrated circuit. I do not care. The memory includes a semiconductor storage device, a magnetic storage device, an optical storage device, or the like, and can constitute a register, a cache memory, a main storage device, or the like.

  Next, an example of a driving support method by the driving support device according to the embodiment of the present invention will be described with reference to the traveling scene shown in FIG. As shown in FIG. 2, at the intersection which is a T-shaped road where no traffic signal is installed, the host vehicle 100 traveling on the non-priority road approaches the intersection and is temporarily stopped before the intersection. As shown by an arrow in FIG. 2, the host vehicle 100 is about to make a right turn on a crossing road (main line) that crosses the non-priority road and joins it. The other vehicle 101 approaches the intersection from the right side of the intersection road, and the other vehicle 102 approaches the intersection from the left side.

  The controller 1 crosses ahead of the host vehicle 100 based on the current position of the host vehicle 100 on the map acquired by the surrounding situation acquisition unit 2, the direction indicated by the direction indicator mounted on the host vehicle 100, and the like. In addition, the vehicle 100 is identified as a traveling scene in which the host vehicle 100 makes a right turn at an intersection.

  The controller 1 determines whether the own vehicle 100 joins the intersection road based on the surrounding state data acquired by the surrounding state acquisition unit 2 and the traveling information of the own vehicle 100 acquired by the traveling information acquisition unit 3. The relative relationship between the vehicle 100 and the other vehicles 101 and 102 is estimated. When the host vehicle 100 joins, for example, based on the current position of the host vehicle 100 acquired by the surrounding state acquisition unit 2 and the travel information of the host vehicle 100 acquired by the travel information acquisition unit 3. The passing positions P1 and P2 on each lane of the intersection road are estimated. Further, the controller 1 further determines the position P3 of the other vehicles 101, 102 at the timing when the host vehicle 100 reaches the passing positions P1, P2 based on the travel information of the other vehicles 101, 102 acquired by the surrounding state acquisition unit 2. P4, distances x1 and x2 between the host vehicle 100 and the other vehicles 101 and 102, and relative speeds v1 and v2 of the other vehicles 101 and 102 with respect to the host vehicle 100 are estimated.

The controller 1 determines whether or not the current time is the start timing based on the relative relationship between the host vehicle 100 and the other vehicles 101 and 102. For example, the controller 1 determines the own vehicle when the own vehicle 100 merges from the estimated distances x1 and x2 between the own vehicle 100 and the other vehicles 101 and 102 and the relative speeds v1 and v2 of the other vehicles 101 and 102 with respect to the own vehicle 100. 100 and the collision margin times (TTC) of the other vehicles 101 and 102 are calculated. The collision allowance time is an index for predicting the time until the own vehicle 100 and the other vehicles 101 and 102 collide, assuming that the current relative speeds v1 and v2 of the other vehicles 101 and 102 with respect to the own vehicle 100 are maintained. It is. The collision allowance time t is obtained by the equation (1), where the relative speed between the host vehicle 100 and the other vehicles 101 and 102 in the direction along the intersection road is v0 and the distance is x0.
t = x0 / v0 (1)

  In the travel scene of FIG. 2, the controller 1 has a collision margin time between the host vehicle 100 and the other vehicle 101 when the host vehicle 100 passes the position P1 when the host vehicle 100 joins, and when the host vehicle 100 passes the position P2 when the host vehicle 100 joins. The collision margin time between the host vehicle 100 and the other vehicle 102 is calculated. The calculated collision margin time between the host vehicle 100 and the other vehicles 101 and 102 is stored in the memory of the controller 1.

  The controller 1 reads the start timing reference value from the memory, and determines whether or not the collision margin time between the own vehicle 100 and all other vehicles 101 and 102 is equal to or greater than the start timing reference value. It is determined whether or not the timing is suitable for starting to join the intersection road (hereinafter referred to as “starting timing”). For example, as the distances x1 and x2 between the host vehicle 100 and the other vehicles 101 and 102 are further away, the collision margin time becomes longer, so that it is easier to determine that it is the start timing. Further, as the relative speeds v1 and v2 of the other vehicles 101 and 102 with respect to the host vehicle 100 are higher, the collision margin time becomes shorter, so that it is difficult to determine that it is the start timing. The start timing determination result is stored in the memory of the controller 1.

  The start timing reference value serving as a start timing determination reference (threshold value) can be set within a range that does not impede travel of the other vehicles 101 and 102 when the host vehicle 100 joins. The larger the start timing reference value, the more difficult it is to determine that it is the start timing (in other words, it is easier to determine that it is not the start timing). Conversely, the smaller the start timing reference value, the easier it is to determine the start timing (in other words, it is difficult to determine that it is not the start timing). A method for setting the start timing reference value will be described later.

  If the collision margin time between the host vehicle 100 and all other vehicles 101 and 102 is equal to or greater than the start timing reference value, the controller 1 determines that the current time is the start timing and outputs the start instruction to the occupant. Control unit 5. The controller 1 determines that the current time is not the start timing when the collision margin time between the host vehicle 100 and at least one other vehicle 101, 102 is less than the start timing reference value, and presents a standby instruction to the occupant. The output unit 5 is controlled. Alternatively, instead of presenting the standby instruction, the output unit 5 may indicate that the current time is not the start timing by simply not presenting the start instruction.

  The controller 1 receives brain wave data detected by the brain wave sensor 4. The controller 1 performs frequency analysis on the received electroencephalogram data, and detects an occupant discomfort by detecting an event-related potential. The event-related potential is an electroencephalogram potential that occurs when a person feels uncomfortable. The detection result of the passenger discomfort is stored in the memory of the controller 1.

  The controller 1 adjusts the start timing reference value based on the detection result of the passenger's uncomfortable feeling when the output unit 5 presents the start instruction or the standby instruction. For example, when a sense of incongruity of the occupant is detected after the start of presentation of the start instruction by the output unit 5, the start instruction is presented by the output unit 5 when it is assumed that the occupant is not at the start timing. Is presumed to be uncomfortable. Therefore, the controller 1 adjusts the start timing reference value to a large value so that it is difficult to determine the start timing even in the same traveling scene. The adjusted start timing reference value is stored in the memory of the controller 1.

  On the other hand, if the occupant feels uncomfortable after the output unit 5 starts presenting the standby instruction, it is assumed that the occupant is at the start timing, but the occupant feels uncomfortable because the standby instruction is presented. Can be estimated. In addition, instead of presenting the standby instruction by the output unit 5, when the start instruction is not presented by the output unit 5, and when a sense of incongruity of the occupant is detected, it is assumed that the occupant is at the start timing. On the other hand, it can be estimated that the passenger felt uncomfortable because the start instruction was not presented. Therefore, the controller 1 adjusts the start timing reference value to a small value so that it is easy to determine the start timing even in the same traveling scene. The adjusted start timing reference value is stored in the memory of the controller 1.

  The output unit 5 includes a display 51 and a buzzer 52 so as to present the start timing to the occupant in accordance with a control signal from the controller 1. The display 51 is a liquid crystal display (LCD) or the like, and displays a start instruction or a standby instruction using character information, icons, or the like. The buzzer 52 presents a start instruction or a standby instruction to the occupant by a notification sound. The output unit 5 may include a speaker or the like for presenting a start instruction or a standby instruction to the occupant by voice.

  The vehicle control unit 6 includes a steering actuator 61, an accelerator opening actuator 62, and a brake control actuator 63 so that automatic start control can be executed in accordance with a control signal from the controller 1. The steering actuator 61 controls the steering direction and amount of steering of the host vehicle 100. The accelerator opening actuator 62 controls the accelerator opening of the host vehicle 100. The brake control actuator 63 controls the braking operation of the brake device of the host vehicle 100.

<Driving support method>
Next, an example of the driving support method according to the embodiment of the present invention will be described with reference to the flowchart of FIG. The procedure of the flowchart of FIG. 3 is repeatedly executed at a predetermined control cycle. In the flowchart of FIG. 3, the description will be made on the assumption that the data of the passenger discomfort in the previous control cycle and the start timing reference value in the previous control cycle are stored in the memory of the controller 1.

  In step S11, the surrounding situation acquisition unit 2 acquires the surrounding situation data of the host vehicle such as the current position of the host vehicle on the map. In step S12, the controller 1 determines whether the driving scene of the host vehicle is a right turn or a left turn at an intersection based on the surrounding situation data acquired by the surrounding situation acquisition unit 2, route guidance information, the direction indicated by the direction indicator, and the like. It is specified that it is a traveling scene that joins the intersection road.

  In step S <b> 13, the controller 1 reads out from the memory the detection result of the passenger discomfort in the previous control cycle and the start timing reference value set in the previous control cycle. The controller 1 adjusts the start timing reference value set in the previous control cycle based on the detection result of the occupant discomfort in the previous control cycle, so that the start timing reference value after the adjustment is started in the current control cycle. Set as timing reference value.

  In step S <b> 14, the controller 1 determines that the host vehicle is a crossing road based on the surrounding state data acquired by the surrounding state acquisition unit 2 and the traveling information of the host vehicle acquired by the traveling information acquisition unit 3. The distance between the host vehicle and the other vehicle when joining and the relative speed of the other vehicle with respect to the host vehicle are estimated. Based on the estimated distance between the host vehicle and the other vehicle, the relative speed of the other vehicle with respect to the host vehicle, and the like, the controller 1 calculates a collision margin time between the host vehicle and the other vehicle when the host vehicle joins the intersection road. The collision allowance time is calculated for all other vehicles existing within the predetermined range of the intersection road.

  In step S15, the controller 1 determines whether the collision margin time between the host vehicle calculated in step S14 and all other vehicles is equal to or greater than the start timing reference value set in step S13. Determine whether or not. The start timing determination result is stored in the memory of the controller 1. If it is determined that the collision margin time between the host vehicle and all other vehicles is equal to or greater than the start timing reference value and the current time is the start timing, the process proceeds to step S16. In step S16, the output unit 5 presents a start instruction to the occupant.

  On the other hand, if it is determined in step S15 that the collision margin time between the host vehicle and at least one other vehicle is less than the start timing reference value and the current time is not the start timing, the process proceeds to step S17. In step S17, the output unit 5 presents a standby instruction to the occupant. In addition, instead of the output unit 5 presenting the standby instruction in step S <b> 17, it may indicate that it is not the start timing by not presenting either the standby instruction or the start instruction.

  In step S18, the electroencephalogram sensor 4 detects the brain wave data of the occupant after the start instruction in step S16 or after the start of the standby instruction in step S17. The controller 1 performs frequency analysis on the electroencephalogram data detected by the electroencephalogram sensor 4, and detects an uncomfortable feeling of the occupant due to the start instruction in step S16 or the standby instruction in step S17. Data on the detection result of the passenger's discomfort is stored in the memory of the controller 1.

<Starting timing reference value setting process>
Next, an example of the start timing reference value setting process in step S13 in FIG. 3 will be described with reference to the flowchart in FIG.

  In step S21, the controller 1 reads the start timing reference value in the previous control cycle from the memory. In step S22, the controller 1 obtains the start timing determination result data in the previous control cycle and the detection result of the passenger discomfort after presenting the start instruction or the standby instruction according to the start timing determination result. Read from memory.

  In step S23, it is determined that the controller 1 is at the start timing in the previous control cycle, and it is determined whether the output unit 5 has given a start instruction (that is, it is not the start timing in the previous control cycle, It is determined whether the output unit 5 has presented a standby instruction). When it is determined that it is the start timing in the previous control cycle and it is determined that the output unit 5 has presented the start instruction, the process proceeds to step S24.

  In step S24, after the output unit 5 presents a start instruction in the previous control cycle, it is determined whether or not the occupant feels uncomfortable by the controller 1. When it is determined that the occupant feels uncomfortable, it can be estimated that the occupant felt uncomfortable because the start instruction was presented when the occupant did not assume the start timing. Therefore, the process proceeds to step S25, and the controller 1 largely adjusts the start timing reference value used in the previous control cycle so that it is less likely to be determined as the start timing than the previous control cycle. The controller 1 sets the adjusted start timing reference value as the start timing reference value in the current control cycle, and stores it in the memory of the controller 1.

  On the other hand, if it is determined in step S24 that the occupant's discomfort has not been detected after the output unit 5 has presented the start instruction in the previous control cycle, the start instruction is presented for the start timing assumed by the occupant. It can be inferred that the occupant did not feel uncomfortable because the timing matched or was close. Therefore, the process proceeds to step S26, where the controller 1 holds the start timing reference value used in the previous control cycle and sets it as the start timing reference value in the current control cycle.

  In step S23, when it is determined that it is not the start timing in the previous control cycle and it is determined that the standby instruction is presented (or the start instruction is not presented), the process proceeds to step S27. In step S27, it is determined whether or not the occupant feels uncomfortable by the controller 1. If it is determined that the occupant's discomfort has not been detected, it is assumed that the occupant is not at the start timing, and the standby instruction is presented as expected (or the start instruction is not presented). It can be inferred that he did not feel discomfort. Therefore, the process proceeds to step S26, where the start timing reference value in the previous control cycle is held and set to the start timing reference value in the current control cycle.

  On the other hand, if it is determined in step S27 that the occupant's discomfort is detected in the previous control cycle, a standby instruction is presented when the occupant assumes the start timing (or no start instruction is presented). Therefore, it can be presumed that the passenger felt uncomfortable. Therefore, the process proceeds to step S28, and the controller 1 largely adjusts the start timing reference value used in the previous control cycle so that the start timing is more easily determined than the previous control cycle. The controller 1 sets the adjusted start timing reference value as the start timing reference value in the current control cycle, and stores it in the memory of the controller 1.

  In the driving support method according to the embodiment of the present invention shown in FIG. 3, the detection result of the passenger discomfort is stored in the memory in step S18 of the current control cycle, and this time in step S13 of the next control cycle. The case where the start timing reference value is adjusted using the detection result of the sense of incongruity of the occupant in the control cycle is illustrated. On the other hand, after detecting an uncomfortable feeling of the occupant in step S18 of the current control cycle, the start timing reference value is adjusted based on the detection result of the uncomfortable feeling of the occupant as in step S13 without completing the process. May be. The adjusted start timing reference value is stored in the memory so as to be used in the next control cycle. In this case, in step S13 of the next control cycle, the adjusted start timing reference value may be read from the memory and set as the start timing reference value of the next control cycle.

  In step S13 of the driving support method according to the embodiment of the present invention shown in FIG. 3, the start timing reference value of the previous control cycle and the sense of discomfort are not present in the first control cycle. For this reason, when it becomes the first control cycle, for example, the average value of the start timing reference value and discomfort data by other vehicles, the standard deviation as σ and the data deviated by 3σ from the average value as the default value, etc. An initial value may be set as appropriate and stored in the memory of the controller 1.

  In the driving support method according to the embodiment of the present invention shown in FIG. 3, the start instruction is performed in step S16. After detecting the brain wave data of the occupant in step S18, the occupant does not follow the start instruction. In some cases, the host vehicle is not started and the standby state continues. In addition, there is a case where the standby instruction is performed in step S17, and after the occupant's brain wave data is detected in step S18, the occupant waits the own vehicle in accordance with the standby instruction and the standby state continues. When the traveling scene of the host vehicle has not changed as in these cases, the next control cycle may be executed immediately after detecting the brain wave data of the occupant in step S18.

<Drive support program>
Note that the driving support program according to the embodiment of the present invention causes a computer such as the controller 1 constituting the driving support apparatus illustrated in FIG. 1 to execute a series of processes of the driving support method illustrated in FIGS. 3 and 4. be able to. The driving support program according to the embodiment of the present invention can be stored in, for example, the memory of the controller 1.

  As described above, according to the embodiment of the present invention, when making a left or right turn at an intersection, the start timing is determined based on the start timing reference value, and the start instruction or the standby instruction is determined according to the start timing determination result. To the passenger. At this time, the start timing and the start corresponding to the start timing are adjusted by adjusting the start timing reference value for determining the start timing based on the detection result of the passenger's uncomfortable feeling after presenting the start instruction or the standby instruction. The timing of presenting the instruction or the standby instruction can be matched to the passenger's preference. Accordingly, it is possible to reduce or eliminate the passenger's uncomfortable feeling with respect to the timing of presenting the start instruction or the standby instruction.

  Furthermore, when it is determined that it is the start timing and the occupant feels uncomfortable after the start of the start instruction presentation, the start instruction is presented when the occupant does not assume the start timing. It is presumed that the crew felt uncomfortable. For this reason, the start timing reference value is largely adjusted so that the start timing is easily determined in the second control cycle (next control cycle) relative to the first control cycle (current control cycle). The timing at which the start instruction is presented can be matched or brought close to the start timing assumed by the occupant. Therefore, it is possible to reduce or eliminate the passenger's uncomfortable feeling with respect to the timing of presenting the start instruction.

  Furthermore, if the occupant feels a sense of discomfort after starting the presentation of the standby instruction according to the determination result that it is not the start timing or before the start instruction such as a state where the start instruction is not presented, It is presumed that the passenger felt uncomfortable because the start instruction is not presented even though the start timing is assumed. For this reason, by adjusting the start timing reference value so that it is difficult to determine the start timing in the second control cycle (next control cycle) relative to the first control cycle (current control cycle), The timing at which the start instruction is presented can be matched or brought close to the start timing assumed by the occupant. Therefore, it is possible to reduce or eliminate the passenger's uncomfortable feeling with respect to the timing of presenting the start instruction.

  Furthermore, the brain wave data of the occupant is detected by the brain wave sensor 4, and the frequency analysis is performed on the detected brain wave data to detect the uncomfortable feeling of the occupant, thereby appropriately detecting the uncomfortable feeling of the occupant.

(First modification)
The start timing reference value setting process according to the first modification of the embodiment of the present invention will be described with reference to the flowchart of FIG. In the driving support method according to the first modification of the embodiment of the present invention, the processing after the negative determination in step S24 is different from the start timing reference value setting processing according to the embodiment of the present invention shown in FIG.

  That is, in step S24 of FIG. 5, when it is determined that the occupant's uncomfortable feeling was not detected at the time of the start instruction in the previous control cycle, the timing at which the start instruction is presented with respect to the start timing assumed by the occupant. It is assumed that the occupant did not feel uncomfortable because it matched or was close. At this time, even if the timing of presenting the start instruction does not necessarily coincide with the start timing assumed by the occupant, the occupant does not feel discomfort and there is a range that is allowed by the occupant. For this reason, it transfers to step S28 and the controller 1 adjusts a start timing reference value small so that it may be easy to determine with it being a start timing. The other procedures are the same as the start timing reference value setting process according to the embodiment of the present invention shown in FIG.

  According to the first modification of the embodiment of the present invention, the start timing reference value is adjusted to be small when the passenger's discomfort is not detected after the start instruction is presented in the previous control cycle. Thereby, it can be easily determined that the start timing is within a range in which the occupant does not feel discomfort, and the host vehicle can easily join the intersection road at an early stage.

(Second modification)
The start timing reference value setting process according to the second modification of the embodiment of the present invention will be described with reference to the flowchart of FIG. In the start timing reference value setting process according to the second modification of the embodiment of the present invention, the process after the affirmative determination in step S27 is the setting of the start timing reference value according to the embodiment of the present invention shown in FIG. Different from processing.

  That is, in step S27 of FIG. 6, when it is determined that the occupant feels uncomfortable when the standby instruction is presented in the previous control cycle or when the start instruction is not presented, the process proceeds to step S31. In step S31, the controller 1 calculates a collision margin time that is a predetermined time before the collision margin time calculated in the traveling scene of the previous control cycle. The predetermined time is a time corresponding to a time lag from when the occupant's brain actually feels slow to when the event-related potential is detected, and is set to about 400 ms, for example. The predetermined time may be stored in advance in the memory of the controller 1.

  In step S <b> 32, the controller 1 determines whether or not the collision margin time before the predetermined time is equal to or greater than the adjustable lower limit value of the start timing reference value. If it is determined that the collision allowance time before the predetermined time is equal to or greater than the adjustable lower limit of the start timing reference value, the process proceeds to step S33, and the collision allowance time before the predetermined time is set as the start timing reference value for the current control cycle. To do.

  On the other hand, when it is determined in step S32 that the collision margin time before the predetermined time is less than the adjustable lower limit value of the start timing reference value, the process proceeds to step S34, and the adjustable lower limit value of the start timing reference value is set to the next control. Set as the reference value for the start timing of the cycle. The other procedures are the same as the start timing reference value setting process according to the embodiment of the present invention shown in FIG.

  According to the second modification of the embodiment of the present invention, it takes about 400 ms from when the brain actually feels slow until the event-related potential is detected. Reduce the start timing reference value in consideration of time. Thus, it is possible to perform a start instruction or automatic start control before the occupant's brain actually feels uncomfortable.

(Third Modification)
As a start timing reference value setting process according to the third modification of the embodiment of the present invention, a database of start timing reference values and presence / absence of occupant discomfort is created with reference to the flowchart of FIG. A case where the optimum value of the timing reference value is calculated will be described.

  In step S41, the controller 1 acquires the start timing reference value after adjustment in the previous control cycle. In step S42, the controller 1 acquires the determination result of the start timing in the previous control cycle. In step S43, the controller 1 updates the database stored in the memory of the controller 1 using the adjusted start timing reference value acquired in step S41 and the start timing determination result acquired in step S42. In step S44, the controller 1 refers to the past data stored in the database and calculates the optimum value of the start timing reference value.

  As an example of a method for optimizing the start timing reference value, a binary search method can be applied. The vertical axis in FIG. 8 indicates the control cycle, and the numbers “1”, “2”, and “3” indicate the first, second, and third control cycles. The horizontal axis in FIG. 8 is an adjustable range of the start timing reference value, and shows the transition state of the start timing reference value. As shown in FIG. 8, the start timing reference value at the start is set to V0. In the first control cycle, when a sense of incongruity is detected with respect to the start instruction, the start timing reference value V0 is increased and set to the first start timing reference value V1. If an occupant discomfort is detected with respect to the standby instruction around the second control, the initial start timing reference value V1 is decreased, and the start start reference value V0 and the initial start timing reference value V1 are set. Is set as the second start timing reference value. If an occupant discomfort is detected with respect to the start instruction in the third control cycle, the second start timing reference value V2 is increased, and the first start timing reference value V1 and the second start timing reference value. The median value V3 of V2 is set as the third start timing reference value.

  Cost minimization is applicable as another method for optimizing the start timing reference value. That is, every time a sense of incongruity is detected, a positive cost is assigned to the direction in which the sense of discomfort of the occupant is detected in accordance with the difference from the start timing reference value at that time. On the other hand, when no sense of incongruity is detected by the occupant, by assigning a negative cost, the start timing reference value can be stabilized, and the optimum start timing reference value can be calculated.

  According to the third modification of the embodiment of the present invention, a start instruction or standby for merging is created by creating a database of past start timing reference values and discomfort and setting optimum values of start timing reference values. A passenger's uncomfortable feeling with respect to the instruction can be reduced or eliminated.

(Other embodiments)
As mentioned above, although this invention was described by embodiment, it should not be understood that the statement and drawing which form a part of this indication limit this invention. From this disclosure, various alternative embodiments, examples and operational techniques will be apparent to those skilled in the art.

  For example, in the embodiment of the present invention, the case where the output unit 5 presents the start instruction or the standby instruction to the occupant according to the determination result of the start timing by the controller 1 is exemplified. On the other hand, according to the determination result of the start timing by the controller 1, the own vehicle may be automatically controlled to start.

  For example, the controller 1 generates a route on a map stored in the map DB 23 based on route guidance information input from an occupant via an input device, and controls the host vehicle along the generated route. Then, in the case of a traveling scene as shown in FIG. 2, the driving support method shown in the flowchart of FIG. 3 is executed.

  In the case of automatic start control, instead of the output unit 5 presenting a start instruction in step S16 of FIG. 3, the host vehicle is automatically operated by the steering actuator 61, the accelerator opening actuator 62, and the brake control actuator 63. Let's start. Further, in step S17 of FIG. 3, instead of the output unit 5 presenting a standby instruction, the steering actuator 61, the accelerator opening actuator 62, and the brake control actuator 63 cause the host vehicle to stand by without starting. As described above, even when the vehicle is automatically controlled to start according to the determination result of the start timing by the controller 1, the occupant's uncomfortable feeling with respect to the timing of the automatic start control is reduced as in the embodiment of the present invention. Or it can be resolved.

  Further, in the embodiment of the present invention, the case where a right turn is made at a T-junction and merges with the intersection road is illustrated. The driving support apparatus and driving support method according to the above can be applied. For example, the present invention can also be applied to a merger to a priority road due to a right or left turn at a crossroad intersection where there is no signal. It can also be applied to merging at the intersection of Turn on Red in the United States. Further, the present invention can also be applied to a right turn from a temporary stop on a crossroad where an oncoming vehicle exists. In this case, a collision allowance time between the host vehicle and the oncoming vehicle may be calculated. Further, the number of lanes on the intersection road is not limited, and may be one-way in one lane or three or more lanes.

  In the embodiment of the present invention, the case where brain wave data is detected by the electroencephalogram sensor 4 and the occupant's discomfort is detected from the detected electroencephalogram has been exemplified. For example, the heart rate may be detected using a heart rate meter that can be worn by the occupant, and the occupant's discomfort may be detected from the detected heart rate. That is, it is only necessary to have a sensor that can detect a sense of discomfort of the passenger.

  It goes without saying that the present invention includes various embodiments not described herein. Therefore, the technical scope of the present invention is defined only by the invention specifying matters according to the scope of claims reasonable from the above description.

DESCRIPTION OF SYMBOLS 1 ... Controller 2 ... Ambient condition acquisition unit 3 ... Travel information acquisition unit 4 ... EEG sensor 5 ... Output unit 6 ... Vehicle control unit 21 ... Radar 22 ... Camera 24 ... Receiver 25 ... Communication device 31 ... Accelerator opening sensor 32 ... Brake switch 33 ... steering operation amount sensor 51 ... display 52 ... buzzer 61 ... steering actuator 62 ... accelerator opening actuator 63 ... brake control actuator

Claims (8)

A driving support method when the own vehicle joins the intersection road by turning right or left at the intersection,
Estimating the position of the host vehicle when the host vehicle joins the intersection road and the position of another vehicle existing on the intersection road;
Determining from the estimated position of the host vehicle and the position of the other vehicle, using a start timing reference value as a reference, whether the host vehicle is at a start timing for joining the intersection road; and
Performing a start instruction or automatic start control of the host vehicle when it is determined that it is the start timing;
Detecting occupant discomfort with respect to the start instruction or the start control;
Adjusting the start timing reference value according to the detected uncomfortable feeling.   2. The next start timing reference value is made larger than the current start timing reference value when the discomfort is detected after the start instruction or the start control is started. Driving support method.   The next start timing reference value is made smaller than the current start timing reference value when the uncomfortable feeling is detected before the start instruction or the start control is started. Driving support method.   2. The next start timing reference value is made smaller than the current start timing reference value when the discomfort is not detected after the start instruction or the start control is started. Driving support method. The step of detecting the uncomfortable feeling
Detecting the occupant's brain wave data,
The driving assistance method according to any one of claims 1 to 4, wherein the uncomfortable feeling is detected by performing frequency analysis on the detected electroencephalogram data.   When a sense of incongruity is detected before starting the start instruction or the start control, the next start timing reference value is set to the next start timing reference value in consideration of the time for detecting the event-related potential of the electroencephalogram. The driving support method according to claim 5, wherein the driving support method is reduced. The step of adjusting the start timing reference value includes:
The detection result of the uncomfortable feeling is sequentially stored in a memory,
The driving support method according to claim 1, wherein the start timing reference value is adjusted using the detection result. When the own vehicle joins the intersection road by turning right or left at the intersection, the position of the own vehicle when the own vehicle joins the intersection road and the position of another vehicle existing on the intersection road are estimated and estimated. From the position of the own vehicle and the position of the other vehicle, using the start timing reference value as a reference, it is determined whether or not the own vehicle is a start timing for joining the intersection road, and the start timing A controller that performs a start instruction or an automatic start control of the host vehicle when it is determined that
The driving support device, wherein the controller detects an uncomfortable feeling of an occupant with respect to the starting instruction or the starting control, and adjusts the starting timing reference value according to the detected uncomfortable feeling.

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