JP2018181209A - Driving support device for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving support device for a vehicle capable of surely preventing an unnecessary notification generated by an alert sound, without impairing a function for supporting a driver in order to avoid collision with an obstacle.SOLUTION: A driving support device for a vehicle includes: obstacle detection means for detecting an obstacle; collision avoidance support means for starting a notification generated by an alert sound at a notification start time, when the obstacle is detected; first target travel route calculation means for calculating a first target travel route L1 where traveling in a traveling lane is kept; a second target travel route calculation means for calculating a second target travel route L2 following a travel track of a preceding vehicle; a predicted travel route calculation means for calculating a predicted travel route L3 on the basis of a travel behavior of one's own car; and a reference travel route determination means for determining the first target travel route L1 or the second target travel route L2 as a reference travel route L. When a difference between the reference travel route L and the predicted travel route L3 is a threshold or less, the collision avoidance support means delays the notification start time.SELECTED DRAWING: Figure 8

Description

  The present invention relates to a driving support system for a vehicle that assists an occupant to avoid a collision with an obstacle, for example, when the traveling vehicle detects an obstacle present ahead of the vehicle.

  Nowadays, in vehicles such as automobiles, for example, in addition to the technology related to driving assistance that assists the driver's driving operation such as automatic driving, the driver's driving is assisted to avoid collision with an obstacle such as a parked vehicle Various techniques have been proposed for collision avoidance support.

  For example, in Patent Document 1, when an obstacle is detected in front of the vehicle by a camera sensor or a radar sensor, a warning sound is notified to an occupant or a brake is operated to avoid a collision with the obstacle. A collision mitigation device is described which avoids collisions with obstacles.

  Furthermore, in this patent document 1, when detecting an occupant's evasion operation for avoiding a collision with an obstacle, the timing for starting collision avoidance support such as notification by a warning sound is delayed. As a result, Patent Document 1 states that it is possible to suppress unnecessary collision avoidance support that gives the occupant a sense of discomfort or discomfort.

  By the way, the technology relating to such collision avoidance support safely avoids a collision with an obstacle by, for example, performing notification by a warning sound or activating a brake stepwise from several hundred meters before.

  Therefore, for example, as shown in FIG. 7, in the road 30 having the main line including the straight section 31, the curve section 32 and the straight section 33 and the branch line 37 branched continuously from the straight section 31, the branch line 37 When the parked vehicle 43 exists above, the vehicle 41 traveling on the straight section 31 detects the parked vehicle 43 of the branch line 37 as an obstacle at an early stage.

At this time, even if the driver intends to drive the vehicle 41 from the straight section 31 toward the curve section 32, according to Patent Document 1, at a timing when the driver's operation directed to the curve section 32 is not started, There is a risk that collision avoidance support such as notification by a warning sound may be started.
As described above, when the unnecessary collision avoidance support intervenes in the driver's operation toward the safe traveling route, the driver may feel discomfort or discomfort. Therefore, Patent Document 1 has room for improvement in suppressing unnecessary collision avoidance support.

JP, 2014-222463, A

  In view of the problems described above, the present invention provides vehicle driving support that can reliably suppress unnecessary collision avoidance support without impairing the function of assisting the occupant to avoid a collision with an obstacle existing ahead of the host vehicle. It aims at providing an apparatus.

  The present invention provides an obstacle detection means for detecting an obstacle located in front of the vehicle, and a collision avoidance support for avoiding a collision with the obstacle when the obstacle detection means detects the obstacle. A driving assistance apparatus for a vehicle including a collision avoidance assistance unit starting at a predetermined timing, the preceding vehicle detection unit detecting a preceding vehicle traveling ahead of the own vehicle, and in a traveling path on which the own vehicle is located First target travel route calculation means for calculating a first target travel route for maintaining the current travel and second target travel route calculation means for calculating a second target travel route for following the travel locus of the preceding vehicle And predicted travel route calculation means for calculating a predicted travel route predicted based on the current travel behavior of the vehicle, and reference travel according to predetermined conditions for the first target travel path or the second target travel path. Reference run determined as a route And a routing means, the collision avoidance assistance means, the difference between the estimated travel path relative to the reference travel route if less than a predetermined value, characterized in that it is configured to delay the predetermined timing.

The obstacle may be, for example, a parked vehicle parked on the road, a pedestrian, or a fallen object left on the road.
The collision avoidance support refers to, for example, support by notification to a passenger by a warning sound, support by automatic braking, support by automatic steering, or the like.

The first target travel route may be, for example, a travel route that travels approximately at the center of the travel route, or a travel route that avoids a parked vehicle or the like located in front of the host vehicle.
The above-mentioned predetermined condition is a driving support mode selected by the user, whether to detect the traveling road, whether to detect the preceding vehicle, or a combination of these conditions among a plurality of driving support modes for supporting the driver's driving operation. can do.

According to the present invention, the drive assistance device of the vehicle can reliably suppress the unnecessary collision avoidance assistance without impairing the function of assisting the occupant in order to avoid the collision with the obstacle existing ahead of the own vehicle. .
Specifically, the first target travel route is, for example, a dangerous travel route that collides with a parked vehicle present in the travel route, or a division line because the travel route maintains the inside of the travel route. It is less likely to be a dangerous travel route.

  On the other hand, the second target travel route is a travel route that follows the travel trajectory of the preceding vehicle, so, for example, when there is a parked vehicle ahead of the preceding vehicle, it is safe to avoid a collision with the parked vehicle It is likely to be a travel route.

  Then, by using the first target travel route or the second target travel route as a reference travel route and calculating the difference from the predicted travel route, the driving assistance device for the vehicle is highly likely to be a relatively safe travel route. It can be easily determined whether or not the predicted traveling route substantially follows the reference traveling route.

  In other words, when an obstacle is detected ahead of the vehicle, the smaller the difference in the predicted travel route from the reference travel route is, the more the vehicle's drive assist apparatus follows the relatively safe travel route. It can be easily judged that

  For example, if the parked vehicle is located on a branch line branched along an extension of the main line where the vehicle is located, and the reference travel path is a travel path along the main line, the driving assistance device of the vehicle If the difference is equal to or less than a predetermined value, it can be easily determined that the risk of a collision is low even if a parked vehicle located on a branch line is detected as an obstacle.

  Thus, the driving assistance apparatus for the vehicle can appropriately determine the opportunity to delay the predetermined timing to start the collision avoidance assistance based on the reference traveling route and the predicted traveling route. Furthermore, since the start of the collision avoidance support is not canceled, the driving assistance device for the vehicle immediately detects the obstacle ahead of the host vehicle when the delayed timing is reached, the collision avoidance support is immediately performed. You can get started.

  Therefore, the drive assistance device of the vehicle can reliably suppress the unnecessary collision avoidance assistance without impairing the function of assisting the occupant in order to avoid the collision with the obstacle present ahead of the own vehicle.

  As an aspect of the present invention, there is provided a support mode selection means for receiving a selection operation by a passenger who selects one of a plurality of driving support modes for supporting a driver's driving operation, and traveling for detecting the traveling path on which the vehicle is located. The reference traveling route determination means determines the predetermined condition as the driving support mode selected by the occupant, whether or not the traveling road is detectable, and whether or not the preceding vehicle is detectable; The first target travel route or the second target travel route is determined as the reference travel route based on the selected driving support mode, the detectability of the travel route, and the detectability of the preceding vehicle. is there.

  The driving support mode is, for example, a driving support mode in which the vehicle is driven following the preceding vehicle ahead of the vehicle, a driving support mode in which the vehicle traveling speed is controlled so as to maintain a predetermined constant speed. A driving support mode may be used, in which the vehicle travels by controlling the traveling speed so as not to exceed the speed limit, and a driving support mode in which priority is given to the operation intended by the occupant.

According to the present invention, the vehicle driving support device can suppress unnecessary collision avoidance support more safely.
Specifically, when the traveling path on which the vehicle is located can be continuously detected, the safety of the first target traveling route tends to be higher than in the case where the traveling path can not be continuously detected. Similarly, when the traveling locus of the preceding vehicle can be detected continuously, the safety of the second target traveling route tends to be higher than in the case where the traveling locus of the preceding vehicle can not be detected continuously.

  On the other hand, in the driving support mode selected by the occupant, for example, it may be necessary to detect a traveling path on which the host vehicle is located or to detect a preceding vehicle. Therefore, the safety of the driving in the driving support mode selected by the occupant may be affected by whether or not the traveling road is detected and whether or not the preceding vehicle is detected.

  Therefore, the first target travel route or the second target travel route is determined as the reference travel route based on the driving support mode selected by the occupant, the detectability of the travel route, and the detectability of the preceding vehicle. The driving support device can determine a safer reference traveling route.

As a result, the driving assistance apparatus for the vehicle can safely and more appropriately determine the opportunity to delay the predetermined timing to start the collision avoidance assistance based on the safer reference traveling route.
Therefore, by determining the reference travel route based on the driving support mode selected by the occupant, whether or not the lane line is detected, and whether or not the preceding vehicle is detected, the driving assistance device of the vehicle makes unnecessary collision avoidance assistance safer. Can be suppressed.

  Further, as an aspect of the present invention, the first target travel route calculation means is configured to calculate the first target travel route that travels substantially at the center of the travel route on which the vehicle is located. The predetermined value when the travel route is the reference travel route is a value larger than the predetermined value when the second target travel route is the reference travel route.

According to the present invention, the drive assistance device of the vehicle can suppress the unnecessary collision avoidance assistance more reliably without losing its function.
Specifically, for example, when a parked vehicle exists ahead of the preceding vehicle, the second target travel route is likely to be a safe travel route that avoids a collision with the parked vehicle.

However, because the safety of the second target travel route is largely determined by the judgment of the occupant driving the preceding vehicle, even if it is a travel route that avoids a collision with an obstacle, the distance to the obstacle It may not be a travel route that has been sufficiently secured or a travel route that does not deviate from the lane line.
That is, compared with the second target travel route which follows the travel trajectory of the preceding vehicle, the first target travel route which travels approximately at the center of the travel route is less likely to collide with the obstacle. There is a case.

  For this reason, when the first target travel route that travels approximately at the center of the travel route is used as the reference travel route, the driving assistance device of the vehicle may The risk of collision of a vehicle, an oncoming vehicle or the like with an obstacle is lower than in the case where the second target travel route is used as the reference travel route.

  Therefore, in the case where the first target travel route travels substantially at the center of the travel route, the driving assistance device for the vehicle sets the second target travel route to a predetermined value larger than that in the case of using the reference travel route. Thus, unnecessary collision avoidance support can be suppressed more reliably.

  Therefore, when the first target travel route that travels approximately at the center of the travel route is used as the reference travel route, the driving assistance device for the vehicle does not need to lose its function by increasing the predetermined value. Collision avoidance support can be suppressed more reliably.

  Further, as an aspect of the present invention, the driving assistance mode selected by the occupant is a driving assistance mode for assisting the driver's driving operation so as to follow the traveling trajectory of the preceding vehicle, and the reference traveling route is the second In the case of the target travel route, the predetermined value is set to a value smaller than the predetermined value when the first target travel route is the reference travel route.

According to the present invention, the driving assistance device of the vehicle can more strictly determine the followability of the own vehicle with respect to the preceding vehicle.
At this time, in the case of the driving support mode in which the driving support mode selected by the occupant assists the driver's driving operation so as to follow the traveling trajectory of the preceding vehicle, the traveling by driving assistance is directed to the obstacle ahead of the host vehicle. The vehicle travels to avoid a collision along the traveling path of the preceding vehicle.

  Therefore, in the case of the driving support mode in which the traveling trajectory of the preceding vehicle is followed, the driving assistance device of the vehicle can safely collide with the obstacle by more strictly determining the followability of the predicted traveling route to the second target traveling route. It can be determined more strictly whether there is a possibility of departure from the travel route which can be avoided.

As a result, the driving assistance apparatus for the vehicle can more appropriately determine the opportunity to start the collision avoidance assistance, and therefore it is possible to prevent the erroneous suppression of the start of the necessary collision avoidance assistance.
Therefore, the drive assistance device of a vehicle can make compatible the prevention of suppressing required collision avoidance assistance by mistake, and the suppression of unnecessary collision avoidance assistance.

Further, as an aspect of the present invention, an avoidance operation detection means for detecting an avoidance operation of the occupant for avoiding a collision with the obstacle is provided, and the collision avoidance support means detects the avoidance operation by the occupant. In this case, the predetermined value is increased.
The above-mentioned avoidance operation refers to an accelerator operation by a passenger, a brake operation by a passenger, or a steering operation by a passenger.

According to the present invention, the drive assist device of the vehicle can further delay the timing of starting the collision avoidance assist.
For this reason, when the occupant visually recognizes the obstacle ahead of the host vehicle and starts an avoidance operation for avoiding a collision with the obstacle, the driving assistance device for the vehicle is aware that the occupant has started the avoidance operation. It is possible to suppress the start of the collision avoidance support.

Thus, the driving assistance apparatus for the vehicle can suppress the start of the collision avoidance assistance for the driver's driving operation for avoiding the collision with the obstacle, and can prevent the passenger from giving a sense of discomfort or discomfort. .
Therefore, when the driving assistance device of the vehicle detects the avoidance operation by the occupant, the unnecessary collision avoidance assistance can be further suppressed by increasing the predetermined value.

  According to the present invention, it is possible to provide a driving assistance device for a vehicle capable of reliably suppressing unnecessary collision avoidance support without impairing the function of assisting the occupant in order to avoid a collision with an obstacle present ahead of the host vehicle. it can.

FIG. 2 is a block diagram showing an internal configuration of a driving assistance device of a vehicle. Explanatory drawing explaining a driving | running route map. Explanatory drawing explaining a 1st target driving | running route. Explanatory drawing explaining a 2nd target driving | running route. Explanatory drawing explaining a prediction driving route. The flowchart which shows the processing operation of driving assistance. Explanatory drawing explaining the road which has a branch line. The flowchart which shows the processing operation of collision avoidance assistance. The flowchart which shows operation | movement of a reference | standard driving | running route determination process. Explanatory drawing explaining the difference of a reference driving route and a prediction driving route. The time chart which shows the relation between the control signal and TTC which ECU outputs.

An embodiment of the invention will now be described in conjunction with the drawings.
For example, in a vehicle such as a car, when an obstacle such as a parked vehicle is detected in front of the own vehicle, the driving assistance device 1 of the vehicle according to the present embodiment assists the occupant to avoid a collision with the obstacle. It is an apparatus.
The driving support device 1 of such a vehicle will be described using FIGS. 1 to 5.

  1 shows a block diagram of the internal configuration of the driving assistance apparatus 1 of the vehicle, FIG. 2 shows an explanatory diagram for explaining the traveling route map 19, and FIG. 3 shows an explanatory diagram for explaining the first target traveling route L1. FIG. 4 shows an explanatory diagram for explaining the second target traveling route L2, and FIG. 5 shows an explanatory diagram for explaining the predicted traveling route L3.

  As shown in FIG. 1, the driving assistance device 1 of the vehicle includes an engine 2, a brake device 3, a steering device 4, a speaker 5, an in-vehicle camera 6 for acquiring information ahead of the vehicle, and a millimeter wave radar 7, the vehicle speed sensor 8 for detecting the traveling behavior of the vehicle, the acceleration sensor 9, the yaw rate sensor 10, the steering angle sensor 11, the accelerator sensor 12, the brake sensor 13, and the current position of the vehicle The position information detection unit 14, the navigation system 15, the driving support mode selection unit 16 for receiving the driver support mode selection operation by the occupant, the vehicle speed setting input unit 17 for receiving the vehicle speed setting input operation by the occupant, and these operations And an electronic control unit (hereinafter referred to as "ECU") 18 to be controlled.

  Although the engine 2 is not shown in detail, the engine body, a fuel injection device for supplying fuel to the engine body, a throttle valve for supplying fresh air to the engine body, and an ignition device for igniting a mixture of fuel and fresh air , And an engine control unit that controls them. The engine control unit that receives the output signal from the ECU 18 controls the engine output and the engine rotational speed of the engine 2.

  Although detailed illustration is abbreviate | omitted, the brake apparatus 3 is comprised by the brake control part which controls a brake caliper, a brake actuator, and a brake actuator. The brake device 3 is controlled by the brake control unit having received the output signal from the ECU 18 to generate a braking force.

  The steering device 4 is not shown in detail but includes a steering wheel that receives a steering operation by the occupant, a steering shaft, an electric motor that assists the steering operation of the occupant via the steering shaft, and a steering control unit that controls the electric motor It consists of In the steering device 4, an electric motor or the like is controlled by the steering control unit that has received the output signal from the ECU 18 so as to change the traveling direction of the vehicle.

The speaker 5 is disposed in the vehicle compartment and has a function of outputting a warning sound based on a notification signal from the ECU 18 to notify a passenger of a collision against an obstacle.
The on-vehicle camera 6 is disposed, for example, at the upper portion of the front window on the vehicle room side, and has a function of imaging the front of the vehicle and a function of outputting the imaged image data to the ECU 18.

  The millimeter wave radar 7 is, for example, a radar device disposed in a front bumper, and has a function of irradiating a millimeter wave as an irradiation wave toward the front of the vehicle and reflected by a preceding vehicle, a parked vehicle, a pedestrian, etc. It has a function of receiving a reflected wave, and a function of outputting information obtained by the irradiation wave and the reflected wave to the ECU 18 as a radar signal.

The vehicle speed sensor 8 has, for example, a function of detecting the number of revolutions of a drive shaft connected to a wheel, and a function of outputting the detected number of revolutions to the ECU 18 as a number of revolutions signal.
The acceleration sensor 9 is, for example, a sensor disposed in the interior of a vehicle and the like, and has a function of detecting longitudinal acceleration along the longitudinal direction of the vehicle and lateral acceleration along the lateral direction of the vehicle. And a function of outputting the acceleration and the lateral acceleration to the ECU 18 as an acceleration signal.

The yaw rate sensor 10 is, for example, a sensor disposed in a vehicle compartment of a vehicle, and has a function of detecting a yaw rate of the vehicle and a function of outputting the detected yaw rate to the ECU 18 as a yaw rate signal.
The steering angle sensor 11 has a function of detecting a steering angle of a steering wheel by an operation of a passenger, and a function of outputting the detected steering angle to the ECU 18 as a steering angle signal.

The accelerator sensor 12 is a sensor integrally provided on an accelerator pedal operated by a passenger, and has a function of detecting an accelerator opening degree which is a depression amount of the accelerator pedal, and a detected accelerator opening degree as an accelerator opening degree signal And the function of outputting to the ECU 18.
The brake sensor 13 is a sensor provided integrally with the brake pedal operated by the occupant, and has a function of detecting the amount of depression of the brake pedal and a function of outputting the detected amount of depression to the ECU 18 as a brake signal. Have.

The position information detection unit 14 includes, for example, a GPS system and / or a gyro system, and has a function of detecting current position information indicating the current position of the vehicle and a function of outputting the current position information to the ECU 18. There is.
The navigation system 15 is based on the function of storing map information, the map information, and the current position information detected by the position information detection unit 14, the position of the vehicle, roads around the vehicle, intersections, signals, and buildings. It has a function of displaying the information shown so as to be viewable.

  The driving support mode selection unit 16 is a switch provided in a vehicle compartment of the vehicle, and is configured to be able to select one of a plurality of driving support modes. The drive support mode selection unit 16 has a function of receiving an operation for selecting a drive support mode by a passenger and a function of outputting the selected drive support mode to the ECU 18 as drive support mode selection information.

  Note that, as a plurality of driving support modes, a preceding vehicle following mode in which the own vehicle is made to follow the traveling locus of the preceding vehicle traveling in front of the own vehicle, a set vehicle speed set and inputted by the occupant, or An automatic speed control mode for causing the vehicle to travel while maintaining the set vehicle speed, and a speed limitation mode for causing the vehicle to travel so as not to exceed the set speed input or set by the occupant or the speed limit based on the speed sign. It is assumed that a basic control mode, which is a so-called off mode, in which driving support for the occupant is not performed is set.

The vehicle speed setting input unit 17 has a function of receiving a setting input operation of the vehicle speed by the driver, and a function of outputting the input vehicle speed to the ECU 18 as setting vehicle speed information.
The ECU 18 includes a CPU, a memory, and the like as hardware components and software components such as programs and data.

  Furthermore, the ECU 18 includes an on-vehicle camera 6, a millimeter wave radar 7, a vehicle speed sensor 8, an acceleration sensor 9, a yaw rate sensor 10, a steering angle sensor 11, an accelerator sensor 12, a brake sensor 13, a position information detection unit 14, a navigation system 15, and driving. A function to acquire various information output from the support mode selection unit 16 and the vehicle speed setting input unit 17, a function to perform various processing based on the acquired various information, an engine 2, a brake device 3, a steering device 4, and a speaker And 5 have the function of controlling the operation.

In addition, the travel route map 19 indicating the relationship between the plurality of driving support modes, the target travel route, and the reference travel route is stored in the ECU 18.
As shown in FIG. 2, the travel route map 19 includes a driving support mode field, a lane detection field, a preceding vehicle detection field, a target travel route field, and a reference travel route field. Various pieces of information registered in the column, the target travel route column, and the reference travel route column are registered in association with the driving support mode in the driving support mode column.

  More specifically, information indicating a driving support mode selected by the occupant is registered in the driving support mode field. In the driving support mode column, the preceding vehicle follow-up mode described above is "follow-up vehicle follow-up", the automatic speed control mode is "automatic speed control", the speed limit mode is "speed limit", and the basic control mode is "basic control" Registered as.

  In the lane detection field, “OK”, which is information indicating that the vehicle in which the host vehicle is located, is detected, and “Impossible”, which is information indicating that the lane can not be detected, are included in the driving support mode field. It is registered in association with the driving support mode.

  In the preceding vehicle detection column, lane detection is “OK”, which is information indicating that the preceding vehicle is detected ahead of the host vehicle, and “impossible”, which is information indicating that the preceding vehicle is not detected. "-", Which is registered in association with "impossible" in the column and indicates that there is no need to detect a preceding vehicle, is registered in association with "acceptable" in the lane detection column.

  In the target travel route field, information indicating an optimal travel route corresponding to a combination of information in the driving support mode field, the lane detection field, and the preceding vehicle detection field is registered. In the target travel route column, any one of a first target travel route, a second target travel route, and a predicted travel route is registered.

  In the reference travel route column, information indicating a travel route serving as a reference for determining a notification start time for starting notification by a warning sound described later is registered. In the reference travel route column, a first target travel route or a second target travel route according to a combination of each information registered in the driving support mode field, the lane detection field, the preceding vehicle detection field, and the target travel route. Is registered.

Here, the first target travel route, the second target travel route, and the predicted travel route will be described using the road 30 of FIGS. 3 to 5.
The road 30 is, as shown in FIGS. 3 to 5, a straight section 31 extending substantially straight, a curve section 32 gently curved from the straight section 31, and a straight section 33 extending substantially linearly from the curve section 32. It is a road with one lane on one side. On this road 30, it is assumed that the vehicle 41, which is the own vehicle, is traveling toward the straight section 31 of the left lane 34 toward the curved section 32.

  The first target travel route, the second target travel route, and the predicted travel route are virtual travel routes until a predetermined time (for example, 2 to 4 seconds) elapses from the current time, and the on-vehicle camera 6 or the millimeter wave radar 7 It is calculated based on various information acquired from.

  As shown in FIG. 3, the first target travel route L1 is a virtual travel route set along the vicinity of the approximate center of the width in the left lane 34. More specifically, the first target travel route L1 is set to pass through the approximate center of the width in the straight section 31 and the straight section 33, and pass slightly inward (in side) in the curve section 32 than the approximate center of the width. .

Further, as shown in FIG. 4, the second target travel route L2 is a virtual travel route set along the travel trajectory of the leading vehicle 42 traveling in front of the vehicle 41.
Further, as shown in FIG. 5, the predicted traveling route L3 is a predicted traveling route of the vehicle 41 calculated based on the traveling behavior of the vehicle 41 such as the vehicle speed, the steering angle, and the yaw rate.

  Next, in the vehicle driving support apparatus 1 having the above-described configuration, the processing operation of the driving support for supporting the driver's driving operation according to the selected driving support mode and the collision avoidance support for supporting the collision avoidance to the obstacle The processing operation of will be described using FIG. 7 to FIG.

  6 shows a flowchart of processing operation of driving support, FIG. 7 shows an explanatory view for explaining a road 30 having a branch line 37, FIG. 8 shows a flowchart of processing operation of collision avoidance support, and FIG. FIG. 10 shows a flowchart of travel route determination processing, FIG. 10 shows an explanatory diagram for explaining the difference D between the reference travel route L and the predicted travel route L 3, and FIG. 11 is a time chart of the relationship between the control signal output by the ECU and TTC. Is shown.

  First, the processing operation of driving support executed by the ECU 18 will be described. The processing operation of the driving support is started immediately after the engine 2 is started, and is repeatedly performed until the engine 2 is stopped.

  When the process of driving support is started, as shown in FIG. 6, the ECU 18 starts various information acquisition processes for acquiring position information, own vehicle forward information, and sensor signals (step S101). Specifically, the ECU 18 acquires current position information output from the position information detection unit 14 and map information acquired from the navigation system 15 as vehicle position information.

  Furthermore, the ECU 18 acquires the image data output from the in-vehicle camera 6 and the radar signal output from the millimeter wave radar 7 as the own vehicle forward information. In addition, the ECU 18 acquires each signal output from the vehicle speed sensor 8, the acceleration sensor 9, the yaw rate sensor 10, the steering angle sensor 11, the accelerator sensor 12, and the brake sensor 13 as a sensor signal.

  Thereafter, the ECU 18 starts traveling behavior information calculation processing for calculating traveling behavior information indicating the traveling behavior of the vehicle 41 which is the host vehicle (step S102). Specifically, the ECU 18 calculates the current vehicle speed, acceleration, yaw rate, steering angle, accelerator opening degree, and brake depression amount based on the sensor signals acquired in the various information acquisition processing, and temporarily determines it as traveling behavior information. Remember.

After calculating the traveling behavior information, the ECU 18 starts road condition identification processing to analyze and identify the road condition ahead of the vehicle based on the vehicle position information acquired in step S101 and the vehicle forward information. ).
Specifically, the ECU 18 identifies a road shape in the front space of the vehicle 41 which is the vehicle based on the vehicle front information, and temporarily stores it as road shape information. Under the present circumstances, ECU18 analyzes the image data acquired from the vehicle-mounted camera 6, and identifies the road division line 35 and the protection fence 36 on the road 30, as shown in FIG.3 and FIG.7.

  And ECU18 specifies the width direction both ends of the left lane 34 in which the vehicle 41 is located from the position of the road division line 35 or the guard fence 36. FIG. Furthermore, the ECU 18 calculates the width W of the left lane 34, the radius of curvature R of the curve section 32 (see FIG. 3), and the like based on the identified width direction both ends and the vehicle position information to indicate the road shape. Temporarily store road shape information.

  When the road division line 35 or the protection fence 36 is interrupted, the ECU 18 determines the road shape immediately before the road division line 35 or the protection fence 36 is interrupted, map information, vehicle speed, steering angle, acceleration, yaw rate, etc. The road shape of the portion where the road division line 35 and the protection fence 36 are interrupted is calculated by analogy.

Furthermore, in the road condition identification process, the ECU 18 temporarily stores the speed limit, the lighting state of the traffic light, etc. based on the vehicle position information and the vehicle front information, and temporarily stores it as traffic restriction information.
In addition, the ECU 18 temporarily stores, as obstacle information, an obstacle identified based on the own vehicle forward information and its position as obstacle information, and a preceding vehicle identified based on the own vehicle forward information and its travel locus as the preceding vehicle Temporarily store as information.

  When acquiring obstacle information, the ECU 18 identifies a parked vehicle or a pedestrian present in a range of about 200 m ahead of the vehicle 41 as an obstacle. For example, as shown in FIG. 7, when the parked vehicle 43 is positioned on a branch line 37 that extends substantially linearly from the straight section 31 of the left lane 34 and branches as shown in FIG. 7, the ECU 18 determines whether the vehicle 41 goes to the branch line 37 or not. Regardless, this parked vehicle 43 is identified as an obstacle.

  Thereafter, the ECU 18 starts travel route calculation processing for calculating the first target travel route L1, the second target travel route L2, and the predicted travel route L3 (step S104). Among these, it is assumed that the first target travel route L1 and the predicted travel route L3 are sequentially calculated regardless of the driving support mode selected by the occupant. On the other hand, the second target travel route L2 is sequentially calculated when the preceding vehicle 42 is detected in front of the vehicle 41 regardless of the driving support mode selected by the occupant.

  If it explains in full detail, in order to calculate 1st target traveling route L1, as shown in Figure 3, from passing the passing position of vehicle 41 which is predicted on the basis of the road form information which is acquired with road circumstance identification processing A plurality of points are calculated at predetermined time intervals, and set as target passing points P1, 2 indicating the virtual passing positions of the vehicle 41.

  Under the present circumstances, as shown in FIG. 7, ECU18 curves a road division line 35 so that it may continue with guard fence 36 of straight section 31 where self-vehicles are located in road 30 which has branch line 37 branched from straight section 31. When provided in the section 32, a plurality of target passing points P1 and P2 are calculated not on the branch line 37 but on the left lane 34.

Specifically, as shown in FIG. 3, the ECU 18 is substantially at the center of the straight section 31 and the straight section 33 such that the approximate center in the vehicle width direction of the vehicle 41 passes the approximate center of the width in the left lane 34. A target passing point P1 is set.
On the other hand, in the curve section 32, the ECU 18 sets one target passing point P2 at a position offset by a predetermined offset amount F slightly inward (in side) from the approximate center of the arc V passing the approximate center of the width. The predetermined offset amount F described above is a value calculated based on the width W of the curve section 32, the curvature radius R, and the vehicle width CW of the vehicle 41.

Then, the ECU 18 passes the plurality of target passing points P1 to the curve section 32 so as to smoothly connect the target passing point P1 of the straight section 31 and the target passing point P1 of the straight section 33 through the target passing point P2. calculate.
The ECU 18 calculates a first target travel route L1 by connecting the target passing points P1 and P2 calculated in this manner.

  Further, as shown in FIG. 4, in order to calculate the second target travel route L2, the ECU 18 is based on the own vehicle forward information acquired in the various information acquisition processing and the traveling behavior information acquired in the traveling behavior information calculation processing. The traveling locus information indicating the traveling locus of the leading vehicle 42 is acquired by continuously calculating the position of the leading vehicle 42 traveling in front of the vehicle 41 and the relative speed.

  Thereafter, the ECU 18 calculates a plurality of passing positions of the vehicle 41 to be superimposed on the traveling trajectory of the leading vehicle 42 based on the traveling trajectory information at predetermined time intervals from the current time, and indicates a virtual passing position of the vehicle 41. The target passing point P3 is set. The ECU 18 calculates a second target travel route L2 by connecting the plurality of target passing points P3 calculated in this manner.

  Further, as shown in FIG. 5, in order to calculate the predicted travel route L3, the ECU 18 determines the passing position of the vehicle 41 predicted based on the travel behavior information acquired in the travel behavior information calculation process from the current time interval at a constant time interval. A plurality of points are calculated and set as a target passing point P4 indicating a virtual passing position of the vehicle 41. The ECU 18 calculates a predicted travel route L3 by connecting the plurality of target passing points P4 calculated in this manner.

When the travel route calculation process is completed, the ECU 18 starts a target travel route determination process for determining a target travel route according to the current driving support mode, as shown in FIG. 6 (step S105).
Specifically, the ECU 18 refers to the travel route map 19 and determines the travel route registered in the target travel route field, based on the current driving support mode, the lane detectability, and the preceding vehicle detectability, It is determined as a target travel route corresponding to the driving support mode.

For example, when the current driving support mode is the preceding vehicle follow-up mode and the lane in which the host vehicle is located can not be detected, but the preceding vehicle is detected, the ECU 18 determines the second target traveling route L2 based on the traveling route map 19. Is determined as a target travel route corresponding to the driving support mode.
Alternatively, when the current driving support mode is the automatic speed control mode and the lane is detected, the predicted travel path L3 is determined as the target travel path corresponding to the driving support mode regardless of whether or not the preceding vehicle is detected. .

  When the travel route selection process is ended, the ECU 18 starts the travel route correction process for correcting the determined target travel route (step S106). Specifically, for example, when the traffic light is "red", the ECU 18 performs a first correction process for correcting the target travel route so as to be a travel route where the vehicle 41 stops at the stop line. Perform based on the acquired traffic control information.

Furthermore, the ECU 18 performs, for example, a second correction process for correcting the target travel route so as to provide a travel route for avoiding a collision with the obstacle when the obstacle is located in front of the vehicle 41; Based on the obstacle information acquired in
When the travel route correction process is completed, the ECU 18 determines whether the current driving support mode is the basic control mode (step S107).

  If the current driving support mode is not the basic control mode (step S107: No), the ECU 18 starts driving support control signal output processing (step S108), and the vehicle 41 travels along the corrected target travel route. As described above, the control signal corresponding to the driving support mode is output to the engine 2, the brake device 3, and the steering device 4. Thereafter, the ECU 18 returns the process to step S101, and repeats the processes of steps S101 to S108 until the engine 2 is stopped.

  For example, when the preceding vehicle follow-up mode is selected, the ECU 18 controls the engine 2 so that the vehicle 41 travels along the corrected target travel route while maintaining the inter-vehicle distance according to the vehicle speed. Control of the device 3 and control of the steering device 4 are performed.

When the automatic speed control mode is selected, the ECU 18 controls the engine 2 and the brake device 3 so that the vehicle 41 travels along the corrected target travel route while maintaining the set vehicle speed. Take control.
When the accelerator opening signal output from the accelerator sensor 12 and the brake signal output from the brake sensor 13 are detected, the ECU 18 gives priority to the occupant's intention, and steps on the accelerator pedal and steps on the brake pedal. In response to this, control of the engine 2 and control of the brake device 3 are performed.

  Furthermore, when it catches up with the preceding vehicle ahead of the own vehicle, the ECU 18 controls the engine 2 and controls the brake device 3 so as to maintain the inter-vehicle distance according to the vehicle speed. When the vehicle leaves, control of the engine 2 and control of the braking device 3 are performed so as to return to the set vehicle speed again.

Further, when the vehicle speed limit mode is selected, the ECU 18 controls the engine 2 and controls the brake device 3 so that the vehicle 41 travels along the corrected target travel route while maintaining the speed limit. I do.
When the accelerator opening signal output from the accelerator sensor 12 is detected, the ECU 18 controls the engine 2 so that the speed limit is not exceeded even if the amount of depression of the accelerator pedal exceeds the speed limit. .

  On the other hand, when the current driving support mode is the basic control mode in step S107 described above (step S107: Yes), the engine 2, the brake device 3 and the steering device 4 are controlled according to the driver's driving operation. The ECU 18 returns the process to step S101, and repeats the process from step S101 to step S108 until the engine 2 is stopped.

  In this manner, the driving assistance device 1 of the vehicle controls the engine 2, the braking device 3, and the steering device 4 such that the vehicle 41 travels on the target traveling route corresponding to the driving assistance mode. Support driving operations.

  Subsequently, the processing operation of the collision avoidance support which is executed by the ECU 18 substantially in parallel with the processing operation of the driving support described above will be described. In addition, processing operation of collision avoidance support shall be performed by acquiring various information temporarily stored by processing operation of driving support.

  When the collision avoidance assistance processing operation is started, the ECU 18 positions the branch line 37, for example, in a range of 200 m ahead of the vehicle 41 based on the vehicle forward information acquired by the driving assistance processing operation as shown in FIG. It is determined whether an obstacle such as a parked vehicle 43 (see FIG. 7) is detected (step S201).

  If the obstacle is not detected in front of the vehicle 41 (step S201: No), the ECU 18 keeps the notification sound of the warning sound stopped and starts the notification of the warning sound if the notification by the warning sound is not started. If the warning sound has been started (step S202), the process waits until an obstacle is detected.

  On the other hand, when an obstacle is detected in front of the vehicle 41 (step S201: Yes), the ECU 18 starts relative information acquisition processing (step S203) and indicates the relative distance to the obstacle and the relative speed. Get relative information. At this time, the ECU 18 calculates the relative distance between the vehicle 41 and the obstacle, and the relative speed, based on the traveling behavior information and the obstacle information acquired by the processing operation of the driving support in FIG.

  Thereafter, the ECU 18 calculates TTC to calculate a time to collision (hereinafter referred to as “TTC”), which is the remaining time before the collision, based on the relative distance between the vehicle 41 and the obstacle and the relative speed. Is started (step S204). TTC is a value obtained by dividing the relative distance between the vehicle 41 and the obstacle by the relative speed between the vehicle 41 and the obstacle.

  When the TTC calculation process is completed, the ECU 18 starts a notification with a warning sound to prompt the occupant to avoid collision with an obstacle, that is, obtains a notification start time to obtain a notification start time to start a notification with a warning sound. The process is started (step S205). Under the present circumstances, ECU18 acquires the notification start time according to the present vehicle speed with reference to the map (illustration omitted) which shows the relationship between the vehicle speed and information start time which were stored beforehand.

Furthermore, the ECU 18 starts reference traveling route determination processing for determining the reference traveling route L (step S206).
Specifically, as shown in FIG. 9, the ECU 18 having started the reference traveling route determination processing determines whether or not the left lane 34 is detected based on the road shape information acquired by the processing operation of the driving support. (Step S231).

When the left lane 34 is detected (step S231: Yes), the ECU 18 determines the first target travel route L1 as the reference travel route L (step S232). Furthermore, after the ECU 18 determines the first threshold value stored in advance as the threshold value for the difference D (see FIG. 10) between the reference travel route L and the predicted travel route L3 (step S233), the reference travel route determination process is ended. Then, the process returns to step S206 in FIG.
In addition, a 1st threshold value is a threshold value in case the 1st target driving | running route L1 is made into the reference | standard driving route L, Comprising: For example, it is 0.8 m.

  On the other hand, when the left lane 34 can not be detected (step S231: No), the ECU 18 determines whether the leading vehicle 42 is detected (step S234). When the leading vehicle 42 can not be detected (step S234: No), the ECU 18 determines the first target travel route L1 as the reference travel route (step S232), and determines the first threshold as the threshold (step S233), The reference traveling route determination process is terminated, and the process returns to step S206 in FIG.

If the leading vehicle 42 is detected in step S234 (step S234: Yes), the ECU 18 determines the second target travel route L2 as a reference travel route (step S235). Furthermore, after the ECU 18 determines the second threshold value stored in advance as the threshold value for the difference D (see FIG. 10) between the reference travel route L and the predicted travel route L3 (step S236), the reference travel route determination process is ended. Then, the process returns to step S206 in FIG.
The second threshold is a threshold in the case where the second target travel route L2 is the reference travel route L, and is a value smaller than the first threshold, and is, for example, ± 0.5 m.

  Returning to step S206 in FIG. 8 and ending the reference traveling route determination processing, the ECU 18 immediately after the sensor signal acquired from the steering angle sensor 11, the accelerator sensor 12, and the brake sensor 13 as shown in FIG. It is determined whether or not the driver's driving operation has been detected within one second of (step S207). Here, the driver's driving operation means, for example, that the accelerator pedal is returned, the brake pedal is depressed, or the steering is steered.

  If the driver's driving operation is detected within the last one second (step S207: Yes), the ECU 18 determines that the passenger visually recognizes the obstacle and starts the driving operation for avoiding a collision with the obstacle. Do. Then, the ECU 18 starts threshold correction processing to increase the threshold for the difference D (see FIG. 10) between the reference travel route L and the predicted travel route L3 by a predetermined value (step S208). For example, in the case where the threshold value is ± 0.8 m, the ECU 18 corrects the threshold value to ± 1.0 m as a new threshold value when detecting a driving operation by the occupant within the last one second.

  When the threshold value correction process ends or the driver's operation is not detected within the last one second (step S207: No), the ECU 18 determines the difference D between the predicted travel route L3 and the reference travel route L (see FIG. 10). ) Is less than or equal to the threshold (step S209).

  If the difference D between the predicted travel route L3 and the reference travel route L is equal to or less than the threshold (step S209: Yes), the ECU 18 starts notification start time correction processing to delay the notification start time by a fixed time regardless of the current vehicle speed. (Step S210). For example, the ECU 18 delays the notification start time by one second.

  If the notification start time correction process ends or the difference D between the predicted travel route L3 and the reference travel route L exceeds the threshold (step S209: No), the ECU 18 determines whether the TTC is less than or equal to the notification start time (step S211). ). If the TTC is equal to or less than the notification start time (step S211: Yes), the ECU 18 starts collision avoidance control signal output processing for outputting a control signal for collision avoidance (step S212).

  Specifically, the ECU 18 outputs a notification signal to the speaker 5 to start notification by a warning sound. Thereafter, the ECU 18 returns the process to step S201, and repeats the processes of steps S201 to S212 until the engine 2 is stopped.

When the process in step S201 is repeated, the obstacle is continuously detected in step S201 and notification by alarm sound is started, and when the ECU 18 reaches a predetermined time for starting the braking by the TTC, A control signal for reducing the output of the engine 2 and a control signal for starting braking are output to the engine 2 and the brake device 3 regardless of the intention of the occupant.
Furthermore, based on the road shape information, the vehicle behavior information, and the obstacle information, the ECU 18 outputs a control signal for changing the steering angle to maintain the steering angle or to avoid the obstacle to the steering device 4.

  For example, assuming that the notification start time acquired in step S205 is 4.0 seconds, and the difference D between the predicted travel route L3 and the reference travel route L exceeds the threshold in step S209, the ECU 18 as shown in FIG. When the TTC reaches 4.0 seconds, a notification signal is output to the speaker 5 to start notification by a warning sound.

  Furthermore, when TTC reaches 2.3 seconds, the ECU 18 outputs an open / close signal, which is an off signal for closing the throttle valve of the engine 2, to the engine 2, and outputs a brake signal for starting braking to the brake device 3. And the braking by the brake device 3 is started.

  Alternatively, assuming that the notification start time acquired in step S205 is 4.0 seconds, and in step S209 the ECU 18 corrects the notification start time in step S210 if the difference D between the predicted travel route L3 and the reference travel route L is equal to or less than the threshold. Thus, the notification start time is delayed from 4.0 seconds by 1 second to be corrected to 3.0 seconds.

  Then, as shown in FIG. 11B, the ECU 18 outputs a notification signal to the speaker 5 when the TTC reaches 3.0 seconds, and starts notification by a warning sound. Furthermore, when TTC reaches 2.3 seconds, the ECU 18 outputs an open / close signal, which is an off signal for closing the throttle valve of the engine 2, to the engine 2, and outputs a brake signal for starting braking to the brake device 3. And the braking by the brake device 3 is started.

  On the other hand, if the current TTC does not reach the notification start time in step S211 described above (step S211: No), the ECU 18 skips the collision avoidance control signal output process, returns the process to step S201, and The processes from step S201 to step S212 are repeated until 2 stops.

  The driving assistance device 1 of the vehicle that realizes the above-described operation reliably notifies an unnecessary warning sound without losing the function of assisting the occupant in order to avoid a collision with an obstacle present ahead of the own vehicle. Can be suppressed.

  Specifically, since the first target travel route L1 is a travel route that maintains the inside of the left lane 34, for example, a dangerous travel route that collides with a parked vehicle present in the left lane 34, or a road It is less likely to be a dangerous travel route such as traveling past the dividing line 35.

On the other hand, since the second target travel route L2 is a travel route that follows the travel trajectory of the leading vehicle 42, for example, when a parked vehicle exists ahead of the leading vehicle 42, a collision with the parked vehicle is avoided. Likely to be a safe driving route.
Then, by calculating the difference D from the predicted travel route L3 with the first target travel route L1 or the second target travel route L2 as the reference travel route L, the driving assistance device 1 of the vehicle can travel relatively safely. It can be easily determined whether or not the predicted traveling route L3 substantially follows the reference traveling route L which is likely to be.

  That is, when an obstacle is detected ahead of the host vehicle, the smaller the difference D between the predicted travel route L3 and the reference travel route L is, the more the drive assistance device 1 of the vehicle follows the relatively safe travel route. It can be easily determined that the vehicle is traveling.

  For example, when the reference travel route L is a travel route along the left lane 34 and the parked vehicle 43 is located on the branch line 37, the driving assistance device 1 of the vehicle determines that the difference D between the predicted travel route L3 and the reference travel route L is a threshold If it is the following, even if the parking vehicle 43 located in the branch line 37 is detected as an obstacle, it can be easily determined that the risk of collision is low.

  Thereby, the driving assistance device 1 of the vehicle can appropriately determine the opportunity to delay the notification start time to start the notification by the warning sound based on the reference traveling route L and the predicted traveling route L3. Furthermore, since the start of the notification by the warning sound is not canceled, the driving assistance device 1 of the vehicle detects the obstacle ahead of the host vehicle when the delayed timing is reached, the warning sound The notification can be started immediately.

  Therefore, the driving assistance device 1 of the vehicle can reliably suppress the notification by the unnecessary warning sound without impairing the function of assisting the occupant to avoid the collision with the obstacle existing ahead of the own vehicle. .

  In addition, based on the driving support mode, whether or not the lane can be detected, and whether or not the preceding vehicle is detected, driving support for the vehicle can be achieved by determining the first target travel route L1 or the second target travel route L2 as the reference travel route L. The device 1 can more safely suppress the notification by the unnecessary warning sound.

  Specifically, when the left lane 34 where the host vehicle is located can be continuously detected, the safety of the first target travel route L1 is likely to be higher than when the left lane 34 can not be continuously detected. . Similarly, when the traveling locus of the leading vehicle 42 can be continuously detected, the safety of the second target traveling route L2 tends to be higher than when the traveling locus of the leading vehicle 42 can not be continuously detected.

  On the other hand, in the driving support mode selected by the occupant, for example, detection of the left lane 34 in which the host vehicle is located or detection of the leading vehicle 42 may be required. Therefore, the safety of the driving in the driving support mode selected by the occupant may be affected by whether the lane is detected or the preceding vehicle is detected.

  Therefore, the first target travel route L1 or the second target travel route L2 is determined as the reference travel route L based on the driving support mode selected by the occupant, whether or not the lane is detectable, and whether or not the preceding vehicle is detectable. The driving assistance device 1 of the vehicle can determine the safer reference traveling route L.

Thereby, the driving assistance device 1 of the vehicle can safely and more appropriately determine the opportunity to delay the notification start time to start the notification by the warning sound based on the safer reference traveling route L.
Therefore, the driving assistance apparatus 1 of the vehicle determines the reference traveling route L based on the driving assistance mode selected by the occupant, the detectability of the road division line 35, and the detectability of the preceding vehicle 42, unnecessary warning. Notification by sound can be suppressed more safely.

  In addition, a threshold (first threshold) when the first target travel route L1 that travels approximately the center of the width of the left lane 34 is set as the reference travel route L, and the second target travel route L2 as the reference travel route L By setting the value larger than the threshold value (second threshold value) in the case, the driving assistance device 1 of the vehicle can suppress the notification by the unnecessary warning sound more reliably without impairing the function.

  Specifically, for example, when a parked vehicle is present in front of the leading vehicle 42, the second target travel route L2 is likely to be a safe travel route that avoids a collision with the parked vehicle.

However, because the safety of the second target travel route L2 is largely determined by the determination of the occupant driving the preceding vehicle 42, even if the second target travel route L2 is a travel route that avoids a collision with an obstacle, It may not be a travel route with a sufficient distance or a travel route that does not deviate from the road division line 35.
That is, compared to the second target travel route L2 that follows the travel trajectory of the leading vehicle 42, the first target travel route L1 that travels approximately in the middle of the width of the left lane 34 collides with an obstacle. The possibility of is low.

  For this reason, when the first target travel route L1 that travels approximately the widthwise center of the left lane 34 is set as the reference travel route L, the driving support device 1 of the vehicle determines the difference D between the predicted travel route L3 and the reference travel route L. Even if the distance d is somewhat large, for example, the risk of collision of a parked vehicle or an oncoming vehicle with an obstacle is lower than in the case where the second target travel route L2 is used as the reference travel route L.

  Therefore, in the case where the first target travel route L1 travels in the approximate middle of the width of the left lane 34, the driving support device 1 of the vehicle is more than when the second target travel route L2 is the reference travel route L. By setting the threshold to a large threshold value, it is possible to more reliably suppress notification by an unnecessary warning sound.

  Therefore, the driving support device 1 of the vehicle loses its function by enlarging the threshold when the first target travel route L1 that travels approximately the widthwise center of the left lane 34 is the reference travel route L. In addition, it is possible to more reliably suppress notification by an unnecessary warning sound.

  When the driving support mode selected by the occupant is the preceding vehicle follow-up mode and the reference travel route L is the second target travel route L2, the threshold is set as the threshold and the first target travel route L1 is set as the reference travel route L By setting the value smaller than the first threshold value of d, the driving assistance device 1 of the vehicle can more strictly determine the followability of the own vehicle with respect to the preceding vehicle 42.

At this time, when the driving support mode selected by the occupant is the preceding vehicle following mode, the traveling by the driving support is a traveling for avoiding the collision with the obstacle ahead of the host vehicle along the traveling path of the leading vehicle 42 .
Therefore, in the case of the preceding vehicle following mode, the driving assistance device 1 of the vehicle can safely avoid the collision with the obstacle by more strictly determining the followability of the predicted traveling route L3 to the second target traveling route L2. It can be determined more strictly whether there is a possibility of deviation from the route.

Thereby, since the driving assistance device 1 of the vehicle can more appropriately determine the opportunity to start the notification by the warning sound, it is possible to prevent the erroneous suppression of the start of the notification by the necessary warning sound.
Therefore, the driving assistance device 1 of the vehicle can achieve both the prevention of erroneously suppressing the notification by the necessary warning sound and the suppression of the notification by the unnecessary warning sound.

Further, when the driver's driving operation is detected within the last one second, by setting the threshold value to a larger value, the driving assistance device 1 of the vehicle can further delay the timing of starting the notification by the warning sound.
For this reason, when the occupant visually recognizes the obstacle ahead of the host vehicle and starts the avoidance operation for avoiding the collision with the obstacle, the driving assistance device 1 of the vehicle also causes the occupant to start the avoidance operation. Regardless of this, it is possible to suppress the start of notification by the warning sound.

Thus, the driving assistance device 1 of the vehicle can suppress the start of the notification by the warning sound with respect to the driver's driving operation for avoiding the collision with the obstacle, and give the passenger a sense of discomfort or discomfort. It can prevent.
Therefore, when the driving assistance device 1 of the vehicle detects the driving operation by the occupant within the last one second, the notification by the unnecessary warning sound can be further suppressed by increasing the threshold value.

In correspondence with the configuration of the present invention and the above-described embodiment,
The vehicle of the present invention corresponds to the vehicle 41 of the embodiment,
And so on
The obstacle corresponds to the parking vehicle 43,
The collision avoidance support corresponds to notification by a warning sound,
The predetermined timing corresponds to the notification start time,
The collision avoidance support means corresponds to the speaker 5 and the ECU 18,
The preceding vehicle detection means and the obstacle detection means correspond to the on-vehicle camera 6, the millimeter wave radar 7, and the ECU 18,
The road corresponds to the left lane 34,
The first target travel route calculation unit, the second target travel route calculation unit, the predicted travel route calculation unit, and the reference travel route determination unit correspond to the ECU 18,
The predetermined conditions correspond to the driving support mode, the detectability of the road division line 35, and the detectability of the leading vehicle 42,
The predetermined value corresponds to the threshold,
The driving support mode corresponds to a preceding vehicle tracking mode, an automatic speed control mode, a speed limit mode, and a basic control mode.
The support mode selection means corresponds to the driving support mode selection unit 16,
The traveling path detection means corresponds to the on-vehicle camera 6 and the ECU 18
The driving support mode for supporting the driver's driving operation so as to follow the traveling trajectory of the preceding vehicle corresponds to the following vehicle following mode.
The predetermined value when the first target travel route is a reference travel route corresponds to a first threshold,
The predetermined value when the second target travel route is the reference travel route corresponds to the second threshold,
The avoidance operation detection means corresponds to the steering angle sensor 11, the accelerator sensor 12, the brake sensor 13, and the ECU 18, but
The present invention is not limited to the configuration of the above-described embodiment, and many embodiments can be obtained.

For example, in the embodiment described above, the first target travel route L1 passing through the approximate center of the width of the left lane 34 is described, but the present invention is not limited thereto. As a first target travel route for maintaining travel in the left lane 34 It is also good.
Moreover, although alerting | reporting by a warning sound was demonstrated as collision avoidance assistance started at predetermined timing, it does not limit to this, The collision avoidance assistance which starts damping | braking by the brake apparatus 3 or steering by the steering apparatus 4 at predetermined timing It may be
Although the preceding vehicle follow-up mode, the automatic speed control mode, the speed limit mode, and the basic control mode have been described as the driving support mode, the present invention is not limited thereto. It may be a mode.

  Also, in the road condition identification process in step S103 of FIG. 6, when acquiring obstacle information, parked vehicles and pedestrians present in a range of about 200 m ahead of the vehicle 41 are identified as obstacles, but this is limited Instead, the range in which the obstacle is detected may be an appropriate range of distance. Furthermore, the range in which the obstacle is detected may be varied according to the vehicle speed.

  In addition, although the threshold for the difference D between the reference travel route L and the predicted travel route L3 has been described as ± 0.8 m or ± 0.5 m, for example, the present invention is not limited to this. Vehicle speed, width W, vehicle width CW of vehicle It is good also as an appropriate numerical value according to. For example, if the width W is within 3.0 m or less, the threshold may be ± 0.8 m, and if the width W exceeds 3.0 m, the threshold may be ± 1.0 m.

  Further, in step S207 of FIG. 8, it is determined whether or not the driver's operation by the occupant is detected within the last one second, but the present invention is not limited to this. As long as it is possible to detect that the driving operation has been performed, the driving operation performed within an appropriate time according to the vehicle speed or the like may be detected.

  In addition, although it was decided that the driver's operation detected within the last one second was that the accelerator pedal is returned, the brake pedal is depressed, or the steering is steered, the invention is not limited to this. The operation may be a preparatory operation by an occupant for changing the traveling behavior of the vehicle 41 as long as the operation is for avoiding a collision. For example, the operation of the accelerator pedal, the brake pedal, or the operation of the blinker lever operated before the steering operation may be set as the driving operation by the occupant detected within the last one second.

Further, in step S207 in FIG. 8, when the driver's operation is detected within one second immediately before, for example, the threshold is corrected from ± 0.8 m to ± 1.0 m in step S208, but the invention is not limited thereto. The increase amount of the threshold value may be set as the appropriate increase amount.
Further, assuming that the notification start time acquired in the notification start time acquisition processing in step S205 in FIG. 8 is, for example, 4.0 seconds, and in the notification start time correction processing in step S210 in FIG. In the collision avoidance control signal output process in step S212 in FIG. 8, the TTC for starting braking is, for example, 2.3 seconds, but not limited to this, the notification start time, the time for delaying the notification start time, and the braking The TTC to be started may be an appropriate time according to the vehicle speed and the like.

DESCRIPTION OF SYMBOLS 1 ... Driving assistance apparatus 5 ... Speaker 6 ... Vehicle-mounted camera 7 ... Millimeter wave radar 11 ... Steering angle sensor 12 ... Accelerator sensor 13 ... Brake sensor 16 ... Driving assistance mode selection part 18 ... ECU
34 ... left lane 41 ... vehicle 42 ... leading vehicle 43 ... parked vehicle D ... difference L of predicted travel route with reference travel route L ... reference travel route L1 ... first target travel route L2 ... second target travel route L3 ... predicted travel route

Claims (5)

Obstacle detection means for detecting an obstacle located in front of the vehicle;
A driving support apparatus for a vehicle, comprising: collision avoidance support means for starting a collision avoidance support for avoiding a collision with the obstacle when the obstacle detection means detects the obstacle;
Preceding vehicle detection means for detecting a preceding vehicle traveling in front of the own vehicle;
First target travel route calculation means for calculating a first target travel route for maintaining travel in the travel route where the host vehicle is located;
Second target travel route calculation means for calculating a second target travel route which follows the travel trajectory of the preceding vehicle;
Predicted travel route calculation means for calculating a predicted travel route predicted based on the current travel behavior of the host vehicle;
And reference travel route determination means for determining the first target travel route or the second target travel route as a reference travel route according to a predetermined condition,
The collision avoidance support means
The driving assistance device of the vehicle which is a structure which delays the said predetermined timing, when the difference of the said estimated driving route with respect to the said reference driving route is below predetermined value. Support mode selection means for receiving a selection operation by the passenger selecting one of a plurality of driving support modes for supporting the driver's driving operation;
And travel path detection means for detecting the travel path on which the vehicle is located;
The predetermined condition
As the driving support mode selected by the occupant, whether or not the traveling road is detected, and whether or not the preceding vehicle is detected:
The reference traveling route determination means
The first target travel route or the second target travel route is determined as the reference travel route based on the driving support mode selected by the occupant, the detectability of the travel path, and the detectability of the preceding vehicle. The driving assistance device for a vehicle according to claim 1, wherein the driving assistance device is configured as follows. The first target travel route calculation means
As a configuration for calculating the first target travel route that travels approximately at the center of the travel path where the vehicle is located,
The predetermined value when the first target travel route is the reference travel route is
The driving assistance device for a vehicle according to claim 1 or 2, wherein the second target travel route is a value larger than the predetermined value when the reference travel route is used. When the driving support mode selected by the passenger is the driving support mode for supporting the driver's driving operation so as to follow the traveling trajectory of the preceding vehicle, and the reference traveling route is the second target traveling route,
The driving assistance device for a vehicle according to claim 2 or 3, wherein the predetermined value is a value smaller than the predetermined value when the first target travel route is the reference travel route. The vehicle further comprises an avoidance operation detection means for detecting an avoidance operation of the occupant for avoiding a collision with the obstacle
The collision avoidance support means
The driving assistance device for a vehicle according to any one of claims 1 to 4, wherein the predetermined value is increased when the avoidance operation detection means detects the avoidance operation by a passenger.

Images