JP2021062759A - Driving support device - Google Patents

Abstract

To prevent or suppress a situation where driving support for avoiding collision with a preceding vehicle is unnecessarily performed.SOLUTION: A determination area H is set in front of an own vehicle V1. When at least a part of a preceding vehicle VB that travels in front of the own vehicle V1 overlaps the determination area H, warning such as warning display, warning sound generation, or acceleration limitation is issued to a driver of the own vehicle V1, assuming that there is a collision risk (execution of driving support). A length in a vehicle width direction of the determination area H at a front end in a traveling direction of the own vehicle V1 is made shorter than that at a rear end in the traveling direction. The determination area H can be set to be bilaterally symmetric in a planar view and to decrease in length in the vehicle width direction gradually or in stages toward the front in the traveling direction.SELECTED DRAWING: Figure 3

Description

The present invention relates to a driving support device that assists in avoiding a collision with a preceding vehicle.

In vehicles, especially automobiles, in order to avoid a collision with the preceding vehicle, a warning is displayed and an alarm sounds to the driver of the own vehicle, saying that the risk of collision has increased when the vehicle gets too close to the preceding vehicle. Some provide driving support such as acceleration restrictions.

According to Patent Document 1, when the own vehicle is approaching the preceding vehicle and the preceding vehicle is decelerating, the preceding vehicle is suddenly approached, so that the braking force for collision avoidance is increased from the normal time. It is disclosed to increase.

Japanese Unexamined Patent Publication No. 2004-164189

By the way, the own vehicle may temporarily approach the preceding vehicle based on the intention of the driver of the own vehicle. For example, in order to overtake a preceding vehicle, the overtaking driving of changing the course while accelerating the own vehicle and passing by the preceding vehicle is performed quite frequently. At the time of this overtaking, the end of the front end of the own vehicle on the side opposite to the steering direction in the vehicle width direction temporarily approaches the rear end of the preceding vehicle, and the above-mentioned warning display and warning sound It is easy for a situation in which driving support such as occurrence and acceleration restriction is provided. The execution of driving support accompanying such overtaking may cause the driver of the own vehicle to feel uncomfortable because he / she intentionally approaches the preceding vehicle. In particular, when acceleration is restricted by driving assistance, prompt overtaking is hindered, and the driver feels a great sense of discomfort.

The present invention has been made in consideration of the above circumstances, and an object of the present invention is to prevent or suppress a situation in which driving support for avoiding a collision with a preceding vehicle is unnecessarily provided. To provide the equipment.

In order to achieve the above object, the following first solution method is adopted in the present invention. That is,
A preceding vehicle detecting means for detecting a preceding vehicle in front of the own vehicle, and
Judgment area setting means for setting a judgment area for collision risk judgment in front of the own vehicle,
A collision risk determining means for determining that there is a collision risk when at least a part of the preceding vehicle detected by the preceding vehicle detecting means enters the determination area.
It is provided with a collision risk warning means that warns the occupants of the own vehicle when it is determined by the collision risk determining means that there is a collision risk.
The determination area is set so that the length in the vehicle width direction at the front end in the traveling direction is shorter than the length in the vehicle width direction at the rear end in the traveling direction.
(Corresponding to claim 1).

According to the first solution method, when the own vehicle overtakes the preceding vehicle, even if the driver of the own vehicle intentionally approaches the preceding vehicle, it becomes difficult for the preceding vehicle to enter the determination area. It will be prevented or suppressed that driving support is provided by an alarm. This is preferable for smooth overtaking without giving a sense of discomfort to the driver of the own vehicle.

On the premise of the first solution method described above, the following solution methods can be further adopted. That is,
The determination area may be set so that the front end portion in the traveling direction is narrowed inward in the vehicle width direction on each of the left and right sides as compared with the rear end in the traveling direction (corresponding to claim 2). .. In this case, the effect corresponding to claim 1 can be obtained even when overtaking from either the left or right side.

The determination area may be set to be symmetrical in the vehicle width direction (corresponding to claim 3). In this case, the effect corresponding to claim 1 can be obtained even when overtaking from either the left or right side.

The determination area can be set so that the length in the vehicle width direction gradually becomes shorter toward the front in the traveling direction of the own vehicle (corresponding to claim 4). In this case, it is possible to prevent or suppress a situation in which the farther the preceding vehicle, which can be avoided by steering, is more difficult to enter the determination area and unnecessary driving support is provided.

The determination area setting means sets the length of the determination area in the traveling direction of the own vehicle so that it becomes larger when the vehicle speed of the own vehicle is high than when the vehicle speed of the own vehicle is low. Can be done (corresponding to claim 5). In this case, it is preferable to appropriately set the length of the judgment area in the traveling direction of the own vehicle according to the vehicle speed in order to prevent or suppress a situation in which driving support is unnecessarily provided while avoiding a collision risk. ..

The determination area setting means can change the direction in which the determination area is set according to the steering angle or the yaw rate of the own vehicle (corresponding to claim 6). In this case, it is preferable to appropriately set the determination area according to the traveling direction of the own vehicle to prevent or suppress the situation where the driving support is unnecessarily provided while avoiding the collision risk.

In order to achieve the above object, the following second solution method is adopted in the present invention. That is,
A preceding vehicle detecting means for detecting a preceding vehicle in front of the own vehicle, and
Judgment area setting means for setting a judgment area for collision risk judgment in front of the own vehicle,
A collision risk determining means for determining that there is a collision risk when at least a part of the preceding vehicle detected by the preceding vehicle detecting means enters the determination area.
When the collision risk determining means determines that there is a collision risk, the collision risk warning means for giving an alarm to the occupants of the own vehicle, the lateral movement detecting means for detecting the lateral movement of the own vehicle, and the lateral movement detecting means.
With
The determination area setting means is set so as to be the first determination area when the vehicle keeps the lane while driving in the lane.
When the lateral movement of the own vehicle is detected by the lateral movement detecting means, the determination area setting means is at least at the front end of the first determination area in the traveling direction of the own vehicle and on the side opposite to the lateral movement direction. Set as the second judgment area in which the area of
It is done like this.

According to the second solution method, when the own vehicle overtakes, the own vehicle is inevitably moved laterally. At the time of this lateral movement, the reduced second judgment area makes it difficult for the preceding vehicle to be overtaken to enter the second judgment area, and driving support by an alarm is unnecessarily provided. The situation is prevented or suppressed. This is preferable for smooth overtaking without giving a sense of discomfort to the driver of the own vehicle.

On the premise of the above second solution method, the following solution method can be further adopted. That is,
The first determination area is set so that it has a vehicle width direction length that is larger than the vehicle width of the own vehicle and the vehicle width direction length is the same over the entire length of the own vehicle in the traveling direction. It can be done (corresponding to claim 8). In this case, since the first determination area set at the normal time covers the vehicle width of the own vehicle over the entire length of the own vehicle in the traveling direction, it is preferable in avoiding the risk of collision with the preceding vehicle.

The lateral movement detecting means can detect lateral movement of the own vehicle based on at least one of the steering angle, the yaw rate, and the operating state of the direction indicator of the own vehicle (corresponding to claim 9). .. In this case, the lateral movement of the own vehicle can be detected by using the devices and sensors generally equipped in the own vehicle.

According to the present invention, it is possible to prevent or suppress a situation in which driving support for avoiding a collision with a preceding vehicle is unnecessarily provided.

The simplified plan view which shows the setting example of the detection area and the determination area of the preceding vehicle set in front of the own vehicle. The figure which shows the setting example of the judgment area. A simplified plan view showing a situation in which the own vehicle is about to overtake the preceding vehicle. The block diagram which shows the example of the control system of this invention. The figure which shows an example of a warning display. The figure which shows another example of a warning display. The flowchart which shows the control example of this invention. The figure which shows the 2nd example of the determination area. The figure which shows the 3rd example of the determination area. The figure which shows the 4th example of the determination area. The figure which shows the 5th example of the determination area. A simplified plan view showing an example in which the determination area is directed toward the traveling direction of the own vehicle. The figure which shows before and after reduction of the variable type determination area. A time chart showing a control example when the judgment area is temporarily reduced.

In FIG. 1, V1 is the own vehicle, and VB is the preceding vehicle traveling in front of the own vehicle V1. The own vehicle V1 and the preceding vehicle VB are traveling in the same lane in the same direction.

The detection area D and the determination area H are set in front of the own vehicle V1. The detection area D is for detecting a preceding vehicle existing in front of the own vehicle V1. The determination area H is included in the detection area D. The determination area H serves as a determination standard for determining the presence or absence of a collision risk with the preceding vehicle VB. That is, when at least a part of the preceding vehicle VB enters the determination area H (when it overlaps), it is considered that there is a collision risk, and a warning display and an alarm sound are generated for the own vehicle V1 (driver). At least one of the acceleration limits is performed (execution of driving assistance).

The detection area D has an elliptical shape elongated in the traveling direction of the own vehicle V1, and its length in the vehicle width direction is sufficiently larger than the vehicle width of the own vehicle V1. Further, the length of the detection area D in the front-rear direction (that is, the length of the own vehicle V1 in the traveling direction) is sufficiently large so that a preceding vehicle existing at a considerable distance can be detected. The length of the detection area D in the front-rear direction may be a constant value, or may be variable so as to increase as the vehicle speed of the own vehicle V1 increases (for example, when the vehicle speed of the own vehicle V1 is 100 km / h). The length is 80 to 100 m, and when the vehicle speed of the own vehicle V1 is 60 km / h, the length is 30 to 40 m).

The determination area H is shorter in both the front-rear direction and the vehicle width direction than the detection area D. A specific setting example of the determination area H will be described with reference to FIG. The determination area H is basically set so that the closer it is to the own vehicle V1, the easier it is to determine that there is a collision risk (the farther it is from the own vehicle V1, the less likely it is to determine that there is a collision risk). In particular, the determination area H is set so that its front end portion has a shape reduced inward in the vehicle width direction as compared with the rear end portion.

First, the determination area H is set as a symmetrical trapezoidal shape in a plan view viewed from above. The length of the lower base of the determination area H having a trapezoidal shape is indicated by L1, the length of the upper base is indicated by L2, and the height (length in the traveling direction) is indicated by L3.

In the determination area H, the length in the vehicle width direction at the rear end in the traveling direction of the own vehicle V1 is the length of the lower base L1, and the length in the vehicle width direction at the front end in the traveling direction is the length of the upper bottom L2. The length in the direction (the traveling direction of the own vehicle V1) is the height L3.

The length of the lower base L1 is set to be the same as or slightly larger than the vehicle width of the own vehicle V1 (for example, a size that protrudes from the vehicle width of the own vehicle V1 by about 10c to 15 cm to the left and right). The length of the upper base L2 is set shorter than the length of the lower base L1. Specifically, the length of the upper base L2 is set to a value obtained by multiplying the length of the lower base L1 by a predetermined reduction rate value (for example, 0.2 to 0.3).

The length of the height L3 can be a constant value, but it is preferably a variable value that is changed based on the vehicle speed and THW (TIME HEADWAY = headway time). In the embodiment, the vehicle head time THW is set to a certain value (for example, 0.3 to 0.4 seconds), and the distance obtained by multiplying the vehicle head time THW by the vehicle speed of the own vehicle V1 is set as the height L3. .. For example, when the vehicle head time THW is 0.3 seconds and the vehicle speed of the own vehicle V1 is 100 km / h (= about 27.8 m / sec), the height L3 is 0.3 × 27.8 m = 8. It is set as .34m. As is known, the vehicle head time THW is the time required for the own vehicle V1 to reach this reference position when the preceding vehicle reaches a certain reference position.

FIG. 3 shows a state in which the own vehicle V1 is trying to overtake the preceding vehicle VB from the right side on a road with two lanes on each side. In FIG. 3, T1 to T3 are dividing lines (boundary lines) for dividing roads. The dividing line T1 indicates a boundary with the opposite lane. The dividing line T2 indicates the position of the left end of the road. The dividing line T3 is a dividing line drawn between both dividing lines T1 and T2. The right road R1 is between the dividing lines T1 and T2, and the left road R2 is between the dividing lines T2 and T3.

In FIG. 3, the preceding vehicle VB is traveling on the left side road R2. Then, the own vehicle V1 changes its course (transverse movement) from the state of traveling on the left side road R2 toward the right side road R1 in order to overtake the preceding vehicle VB, and is in a state of straddling the dividing line T3. ing.

In FIG. 1, since the own vehicle V1 has a sufficient inter-vehicle distance from the preceding vehicle VB, the preceding vehicle VB exists in the detection area D but does not exist in the determination area H. On the other hand, in FIG. 3, the own vehicle V1 approaches the preceding vehicle VB while accelerating, and is slightly deviated from the preceding vehicle VB in the lateral direction (overtaking direction).

In FIG. 3, since the own vehicle V1 approaches the preceding vehicle VB, the front end of the determination area H is positioned ahead of the rear end of the preceding vehicle VB. However, since the width of the determination area H in the vehicle width direction at the tip in the traveling direction is shortened as described above (because it is set to be reduced inward in the vehicle width direction), the determination area H is within the determination area H. The preceding vehicle VB (at least a part of it) does not exist. As a result, there is no risk of collision, and driving support such as warnings will not be provided.

Here, consider the case where the virtual determination area HK as shown by the alternate long and short dash line is set in FIG. This virtual determination area HK corresponds to the case where the vehicle width direction length is the same over the entire length of the own vehicle V1 in the traveling direction (the upper bottom L2 in FIG. 2 is set to the same length as the lower bottom L1). If). In this case, as is clear from FIG. 3, since a part of the preceding vehicle VB enters the virtual judgment area HK, driving support such as warning display, alarm sound generation, or acceleration limitation is executed. This will give the driver a sense of discomfort.

FIG. 4 shows an example of a control system mounted on the own vehicle V1. In FIG. 4, U is a controller (control unit) configured by using a microcomputer. The controller U determines the presence or absence of a collision risk using the determination area H, and when the collision risk is high, provides at least one of warning display, alarm sound generation, and acceleration limitation, or any two or more driving support. It is done like this.

Signals from various devices or sensors S1 to S5 are input to the controller U. S1 is a camera that captures the front of the own vehicle V1, and from the image information obtained by the camera S1, the attributes and distances of the preceding vehicle VB (distance between the own vehicle V1) and the preceding vehicle VB with respect to the own vehicle V1. It is used to judge the horizontal positional relationship. S2 is a radar that irradiates the front of the own vehicle V1, and according to the information obtained by the radar S2, the attribute, the distance (inter-vehicle distance from the own vehicle V1) of the preceding vehicle VB, and the preceding vehicle VB with respect to the own vehicle V1 It is used to judge the horizontal positional relationship.

S3 is a vehicle speed sensor that detects the vehicle speed of the own vehicle V1, and the obtained vehicle speed is used for setting the front-rear length of the detection area D, the determination area H, and the like. S4 is a steering angle sensor, and is used for determining whether or not the driver of the own vehicle V1 is operating the own vehicle V1 in the direction of lateral movement based on the detected steering angle. .. S5 is a yaw rate sensor that detects the yaw rate of the own vehicle V1. Based on the detected yaw rate, whether or not the driver of the own vehicle V1 is operating the own vehicle V1 laterally by his / her own will. It is used for judgment.

The controller U controls various devices S11 to S13 for driving support when it is determined that there is a collision risk. S11 is a warning display unit set on the meter panel that is visually recognized by the driver of the own vehicle V1. For example, the warning display unit can be appropriately displayed in the liquid crystal display type meter panel to warn when driving assistance is executed. Display (the warning display will be described later).

S12 is a PCM (power control module) that controls the engine output for acceleration limitation for driving assistance, and can also include automatic braking control to obtain a large deceleration.

S13 is a speaker, and generates an alarm sound when executing driving assistance. The content of the warning sound can be, for example, "too close to the preceding vehicle" or "there is a risk of collision with the preceding vehicle".

5 and 6 show examples of warning displays (display contents on the warning display unit S11) displayed on the meter panel, which are executed when it is determined that there is a collision risk, respectively. In the example of the warning display shown in FIG. 5, the own vehicle image 21 showing the own vehicle V1 and the lane dividing lines 22 on both sides thereof are displayed, and the light pattern extends in the vehicle width direction immediately before the own vehicle image 21. The warning unit 23 is lit and displayed. In order to raise the awareness of the driver, the warning unit 23 may display, for example, a red or orange color having excellent alertness, or may display in place of or in addition to the blinking display.

In the example of the warning display shown in FIG. 6, the own vehicle image 31 showing the own vehicle V and the annular warning unit 32 surrounding the own vehicle image 31 are displayed. For example, the warning unit 32 is always turned off (non-displayed) or displayed in green when the preceding vehicle VB is detected in the detection area D, while is displayed in red or orange when it is determined that there is a collision risk. It can be lit in color, or it can be replaced or additionally flashed.

The warning display is not limited to the examples shown in FIGS. 5 and 6, and an appropriate display mode can be selected. Further, the warning display may be performed by displaying characters, and in this case, the voice content of the attention alert uttered by the speaker S13 described above may be displayed as characters.

Next, a control example of the present invention will be described with reference to the flowchart shown in FIG. In the example of FIG. 7, the outputs from the sensors S4 and S5 are not used. Further, in the following description, Q indicates a step.

First, in Q1, information processing is performed on the preceding object detected by the camera S1 and the radar S2. In Q2, it is determined whether or not the preceding object is the determination target. In this Q2, when the detected object is a moving object, is traveling in the same direction as the own vehicle V1, and (at least a part of) the preceding object is in the detection area D, the preceding object is present. Is the preceding vehicle to be judged. When a plurality of preceding vehicles are detected in the detection area D, the preceding vehicle closest to the own vehicle V1 is set as the determination target.

If YES in the determination of Q2, the determination area H is calculated (set) in Q3 based on the vehicle head time THW and the vehicle speed of the own vehicle V1 as described above. After that, in Q4, it is determined whether or not at least a part of the preceding vehicle, which is the determination target, overlaps with the determination area H (exists in the determination area H).

If YES in the determination of Q4, the required acceleration / deceleration of the own vehicle V1 is calculated in Q5. The processing of Q4 is for executing driving support by limiting acceleration, and is determined in consideration of, for example, the relative speed (relative approach speed) with the preceding vehicle to be determined and the inter-vehicle distance. That is, the higher the relative speed in the approaching direction to the preceding vehicle or the smaller the inter-vehicle distance, the higher the collision risk, and therefore the degree of acceleration limitation of the own vehicle V1 is increased (higher).
When the acceleration is indicated by a positive value and the deceleration is indicated by a negative value, the acceleration can be limited to be decelerated by, for example, deceleration by the engine brake (for example, about -0.4 m / sec). .. Further, if the relative speed of approaching is small or there is a certain margin between vehicles, some acceleration can be allowed.

After Q5, in Q6, driving support for avoiding collision risk is executed. In the processing of Q6, in addition to accelerating and limiting to the value calculated in Q5 described above, driving support is provided by generating the warning display and warning sound described above. The collision risk avoidance driving support executed in Q6 can be performed by any one or any combination of two or more of the acceleration limit, the warning display, and the warning sound generation, and other driving support. (For example, the operation of the automatic brake) may be performed.

8 to 11 show setting examples of another determination area corresponding to the determination area H, respectively. In each example, in a plan view, the shape is symmetrical with the center of the own vehicle V1 in the vehicle width direction as the center line, and the upper part in the figure is the traveling direction of the own vehicle V1. Further, the length in the vehicle width direction of the rear end in the traveling direction (the end close to the own vehicle V1) of the determination area in each example is the same as the length of the lower bottom L1 in the determination area H shown in FIG. 3 (FIG. 3). The same applies to the determination area shown in 13.).

The determination area H2 shown in FIG. 8 is set so that the length in the vehicle width direction is divided into three stages in the front-rear direction, and the length in the vehicle width direction becomes shorter toward the front. The longer the vehicle width direction is, the longer the front-rear length is. The length in the vehicle width direction can be divided into two stages or four or more stages.

In the determination area H3 shown in FIG. 9, the region near the own vehicle V1 has a square shape, and the side far from the own vehicle V1 has a triangular shape so that the length in the vehicle width direction gradually becomes shorter. There is.

The determination area H4 shown in FIG. 10 has a substantially semi-elliptical shape so that the length in the vehicle width direction gradually decreases toward the front (upper part in the figure).

The determination area H5 shown in FIG. 11 is set in a triangular shape having an apex at the center of the front end in the traveling direction.

Similar to the determination areas H shown in FIGS. 1 and 2, the determination areas H2 to H5 shown in FIGS. 8 to 11 have a vehicle width at the front end in the traveling direction of the own vehicle V1 as compared with the rear end in the traveling direction. The form is reduced inward in the direction. As a result, it is possible to prevent or suppress a situation in which the preceding vehicle VB becomes more difficult to enter the determination areas H, H2 to H5 as the distant preceding vehicle can be avoided by steering, and unnecessary driving support is provided.

FIG. 12 shows an example in which the directivity direction of the determination area H shown in FIG. 2 is directed toward the traveling direction of the own vehicle V1. The middle line segment Hm in the figure is a center line connecting the midpoint of the upper base and the midpoint of the lower base of the determination area H. Further, the line segment V1m is a center line indicating the center of the own vehicle V1 in the vehicle width direction. The angle formed by each center line Hm and V1 m is indicated by the symbol α.

The angle α is 0 when the own vehicle V1 is traveling straight. The magnitude of the angle α is changed according to the steering angle of the own vehicle V1. For example, the angle α is increased in proportion to the rudder angle. In this way, the directivity direction of the determination area H is set toward the traveling direction of the own vehicle V1. Instead of the rudder angle, the angle α can be changed according to the yaw rate. Further, a predetermined angle can be set on the operating direction side of the direction indicator in the own vehicle V1 to set the angle α.

FIG. 13 shows an example in which the determination area H6 is reduced or changed in response to a driving operation for laterally moving the own vehicle V1 when overtaking. Specifically, the determination area H6 is always a square determination area H6-1 as shown by the solid line in FIG. When the own vehicle V1 is moved laterally, it is changed from the determination area H6-1 to the reduced determination area H6-2 as shown by the alternate long and short dash line in the figure. The reduced determination area H6-2 is shown as a hatched portion in the figure. The lateral movement of the own vehicle V1 is detected, for example, when the sensor S4 detects that the driver of the own vehicle V1 has operated the steering wheel more than a predetermined amount, or when the sensor S5 detects a yaw rate of a predetermined size or more. Alternatively, when the direction indicator of the own vehicle is activated, it can be determined that the vehicle is moving laterally.

In the example of FIG. 13, the determination area H6-2 is reduced so that the end opposite to the steering direction gradually moves inward in the vehicle width direction toward the front. More specifically, in the reduced determination area H6-2, the end of the determination area H6-1 opposite to the steering direction (lateral movement direction of the own vehicle V1) gradually becomes a vehicle as it moves forward. It is reduced toward the inward side in the width direction. FIG. 13 corresponds to the case where the own vehicle V1 moves laterally to the right (when the vehicle is steered to the right), and the case where the own vehicle V1 moves laterally to the left (when the vehicle is operated to the left) is shown in FIG. The area opposite to that of the vehicle is reduced inward in the vehicle width direction.

When the own vehicle V1 moves laterally while accelerating for overtaking, the portion where the possibility of collision with the preceding vehicle VB increases is the end of the front end of the own vehicle V1 opposite to the steering direction. , The determination area in the vicinity of the portion where the possibility of collision is increased may be reduced. The determination area H6 can be reduced stepwise in the front-rear direction. The greater the degree of acceleration of the own vehicle V1, the greater the degree of reduction of the determination area H6.

When setting the variable determination area H6, instead of or in addition to the reduction in the vehicle width direction, the front end position of the determination area H6-1 may be reduced as a whole toward the rear (judgment area H6). Shorten the front and back length of).

The determination area H6-1 is not limited to the shape setting shown in FIG. 13, and may have an appropriate shape such as the shape shown in FIG. For example, as shown in FIG. 2, when the length in the vehicle width direction at the front end in the traveling direction is set to be shorter than the length in the vehicle width direction at the rear end in the traveling direction, the front end in the traveling direction of the determination area H6-1 is set as a whole. It is preferable to reduce the size so as to offset the rear direction.

When the determination area is temporarily reduced in the front-rear direction, it can be performed, for example, by temporarily setting the vehicle head time THW to a small value. This point will be described with reference to the time chart of FIG. First, in FIG. 14, at a time point before the time point t1, the lateral movement of the own vehicle V1 is not detected, and the vehicle head time THW is set to a large default value (for example, 0.3 seconds). As a result, the determination area is not reduced (for example, H6-1).

The time point t1 is when the lateral movement of the own vehicle V1 is detected. At this time, the vehicle head time THW is set to the minimum value (for example, 0.1 second). As a result, the determination area is changed to a state in which the determination area is reduced in the front-rear direction. Further, at the time of t1, the timer is set to a predetermined time (for example, 3 to 5 seconds), and then the countdown is started. While the timer count does not end (while the predetermined time does not elapse), the determination area is maintained in a reduced state in the front-rear direction.

As the count value of the timer decreases, the vehicle head time THW is gradually increased, and at t2 when the predetermined time elapses, the vehicle head time THW returns to the default value. After that, the reduction of the determination area is completed, and the process returns to the normal determination area (for example, H6-1).

Although the embodiments have been described above, the present invention is not limited to the embodiments, and appropriate modifications can be made within the scope of the claims. For example, as an alarm for driving support, an appropriate method such as vibrating the steering wheel can be adopted. When traveling on a curve, the determination area can be set as a curved shape along the curve. Of course, an object of the present invention is not limited to what is specified, but also implicitly includes providing what is expressed as substantially preferable or advantageous.

The present invention can be used for a vehicle that provides driving support regarding collision risk.

V1: Own vehicle VB: Preceding vehicle D: Detection area H: Judgment area L1: Length of lower base (length in the vehicle width direction at the rear end in the traveling direction of the judgment area)
L2: Length of the upper base (length in the vehicle width direction at the front end in the traveling direction of the judgment area)
L3: Height (length in the direction of travel of the judgment area)
U: Controller S1: Camera (preceding vehicle information detection)
S2: Radar (preceding vehicle information detection)
S3: Sensor (vehicle speed detection)
S4: Sensor (rudder angle = lateral movement detection)
S5: Sensor (yaw rate = lateral movement detection)
S11: Warning display unit S12: PCM (acceleration limit)
S13: Speaker (alarm sound generated)
H2 to H6: Judgment area (FIGS. 8 to 12)

Claims (9)

A preceding vehicle detecting means for detecting a preceding vehicle in front of the own vehicle, and
Judgment area setting means for setting a judgment area for collision risk judgment in front of the own vehicle,
A collision risk determining means for determining that there is a collision risk when at least a part of the preceding vehicle detected by the preceding vehicle detecting means enters the determination area.
It is provided with a collision risk warning means that warns the occupants of the own vehicle when it is determined by the collision risk determining means that there is a collision risk.
The determination area is set so that the length in the vehicle width direction at the front end in the traveling direction is shorter than the length in the vehicle width direction at the rear end in the traveling direction.
A driving support device characterized by this. In claim 1,
The determination area is a driving support device characterized in that the front end portion in the traveling direction is set as a shape narrowed inward in the vehicle width direction on each of the left and right sides as compared with the rear end in the traveling direction. In claim 2,
The driving support device is characterized in that the determination area is set to be symmetrical in the vehicle width direction. In any one of claims 1 to 3,
The driving support device is characterized in that the determination area is set so that the length in the vehicle width direction gradually becomes shorter toward the front in the traveling direction of the own vehicle. In any one of claims 1 to 4,
The determination area setting means is characterized in that the length of the determination area in the traveling direction of the own vehicle is set to be larger when the vehicle speed of the own vehicle is high than when the vehicle speed of the own vehicle is low. Driving support device. In any one of claims 1 to 5,
The determination area setting means is a driving support device that changes the direction in which the determination area is set according to the steering angle or the yaw rate of the own vehicle. A preceding vehicle detecting means for detecting a preceding vehicle in front of the own vehicle, and
Judgment area setting means for setting a judgment area for collision risk judgment in front of the own vehicle,
A collision risk determining means for determining that there is a collision risk when at least a part of the preceding vehicle detected by the preceding vehicle detecting means enters the determination area.
When the collision risk determining means determines that there is a collision risk, the collision risk warning means for giving an alarm to the occupants of the own vehicle, the lateral movement detecting means for detecting the lateral movement of the own vehicle, and the lateral movement detecting means.
With
The determination area setting means is set so as to be the first determination area when the vehicle keeps the lane while driving in the lane.
When the lateral movement of the own vehicle is detected by the lateral movement detecting means, the determination area setting means is at least at the front end of the first determination area in the traveling direction of the own vehicle and on the side opposite to the lateral movement direction. Set as the second judgment area in which the area of
A driving support device characterized by this. In claim 7,
The first determination area is set so that it has a vehicle width direction length that is larger than the vehicle width of the own vehicle and the vehicle width direction length is the same over the entire length of the own vehicle in the traveling direction. A driving support device characterized by being. In claim 7 or 8,
The driving support device, characterized in that the lateral movement detecting means detects lateral movement of the own vehicle based on at least one of the steering angle, yaw rate, and operating state of the winker lever of the own vehicle.

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