JP4310224B2 - VEHICLE DRIVE OPERATION ASSISTANCE DEVICE AND VEHICLE PROVIDED WITH VEHICLE DRIVE OPERATION ASSISTANCE DEVICE - Google Patents

Description

  The present invention relates to a driving operation assisting device for a vehicle that assists a driver's operation.

  2. Description of the Related Art Conventional vehicle driving operation assist devices are known that generate a lane departure warning for a host vehicle based on the road shape ahead of the host vehicle and the traveling state of the host vehicle (see, for example, Patent Document 1). This device informs the driver of the information by vibration when there is a possibility that the own vehicle will depart from the lane, and when it shifts to a non-operating state in which it is not determined whether or not to generate a departure warning. Informs the driver of the information by vibration. The notification of the departure warning and the notification of the non-operating state are performed by vibrations having different amplitudes or different frequencies.

Prior art documents related to the present invention include the following.

JP 2003-281698 A

  In the apparatus as described above, information on whether or not the host vehicle may depart from the lane and information on whether or not the processing for making the determination is operating are transmitted to the driver by a method called vibration. Can do. However, in the case of a vehicle driving assistance device, it is desirable to convey not only the future risk of lane departure but also the current risk facing the host vehicle to the driver in an easy-to-understand manner. ing.

  The vehicle driving operation assistance device according to the present invention includes a situation recognition unit that detects a vehicle state and a traveling environment of the host vehicle, and a current risk of the host vehicle against obstacles around the host vehicle based on a detection result of the situation recognition unit. Current risk calculation means for calculating potential, future risk prediction means for predicting the future risk potential of the vehicle in the future driving situation based on detection results of the situation recognition means, and current risk calculation means calculated by the current risk calculation means And risk presentation control means for presenting the future risk potential predicted by the future risk prediction means to the driver in different presentation forms by the same presentation means.

  Present risk potential and future risk potential calculated based on the vehicle condition and driving environment around the host vehicle are presented to the driver in different presentation forms by the same presentation means, so current risk potential and future risk The potential can be easily communicated to the driver as separate information.

<< First Embodiment >>
A vehicle operation assistance device according to a first embodiment of the present invention will be described with reference to the drawings. FIG. 1 is a system diagram showing a configuration of a vehicle driving assistance device 1 according to the first embodiment of the present invention, and FIG. 2 is a configuration diagram of a vehicle on which the vehicle driving assistance device 1 is mounted. .

  First, the configuration of the vehicle driving assistance device 1 will be described. The laser radar 10 is attached to a front grill part or a bumper part of the vehicle, and scans the front area of the host vehicle by irradiating infrared light pulses in the horizontal direction. The laser radar 10 measures the reflected wave of the infrared light pulse reflected by a plurality of reflectors in front (usually the rear end of the preceding vehicle), and determines the inter-vehicle distance to the preceding vehicle from the arrival time of the reflected wave. Detect relative speed. The detected inter-vehicle distance and relative speed are output to the controller 50. The forward area scanned by the laser radar 10 is about ± 6 deg with respect to the front of the host vehicle, and a forward object existing within this range is detected.

  The front camera 20 is a small CCD camera, a CMOS camera, or the like attached to the upper part of the front window, detects the state of the front road as an image, and outputs it to the controller 50. The detection area by the front camera 20 is about ± 30 deg in the horizontal direction, and the front road scenery included in this area is captured as an image.

  The vehicle speed sensor 30 detects the vehicle speed of the host vehicle by measuring the number of rotations of the wheels and the number of rotations on the output side of the transmission, and outputs the detected host vehicle speed to the controller 50. The steering angle sensor 70 is an angle sensor attached to, for example, a steering column or the vicinity of the steering wheel 60, detects the steering angle due to the turning of the driver from the rotation of the steering shaft, and outputs it to the controller 50.

  The controller 50 includes a CPU and CPU peripheral components such as a ROM and a RAM, and controls the vehicle driving operation assisting device 1 as a whole. The controller 50 recognizes the traveling state of the host vehicle including obstacles around the host vehicle based on signals input from the laser radar 10, the front camera 20, and the vehicle speed sensor 30. The controller 50 recognizes an obstacle situation around the host vehicle by performing image processing on the image information input from the front camera 20. Here, an object that may become an obstacle to the traveling of the own vehicle, such as a lane marker or a preceding vehicle existing around the own vehicle, or that may be a risk to the own vehicle is referred to as an obstacle.

  The controller 50 calculates the risk potential of the host vehicle based on the traveling state of the host vehicle. Here, the controller 50 calculates a current risk potential that represents the risk that the host vehicle is currently facing, and a future risk potential that represents a future risk. The controller 50 transmits the calculated current risk potential and the future risk potential to the driver as different forms of vibration generated in the steering wheel 60, respectively. Current and future risk potential calculation methods and vibration control based on the risk potential will be described later.

  As shown in FIG. 3, the steering wheel 60 includes a plurality of vibrators. Here, an example is shown in which eight vibrators 61 to 68 are arranged equally (approximately every 45 degrees) along the outer periphery in the vicinity of the surface of the steering wheel 60. These vibrators 61 to 68 are individually operated in response to a command from the controller 50.

  Next, the operation of the vehicle driving assistance device 1 will be described in detail with reference to FIG. FIG. 4 is a flowchart illustrating a processing procedure of a control program executed by the controller 50 according to the first embodiment. This processing content is continuously performed at regular intervals (for example, every 50 msec).

  First, in step S110, the traveling state of the host vehicle input from the laser radar 10, the front camera 20, and the vehicle speed sensor 30 is read. Specifically, the host vehicle speed V, the relative speed Vr between the host vehicle and the preceding vehicle (the preceding vehicle speed−the host vehicle speed), and the inter-vehicle distance D are read. The controller 50 also performs image processing on the image signal from the front camera 20 to recognize an obstacle situation such as the positional relationship between the host vehicle and the lane marker. FIGS. 5A and 5B show the positional relationship between the host vehicle V1 and the lane marker, and the positional relationship between the host vehicle V1 and the preceding vehicle V2. Here, a case where the host vehicle enters a curve is shown as an example.

In step S120, a margin time TTC and an inter-vehicle time THW for the preceding vehicle are calculated. The margin time TTC is a physical quantity indicating the current degree of proximity of the host vehicle with respect to the preceding vehicle. The margin time TTC is the number of seconds after which the inter-vehicle distance D becomes zero and the host vehicle and the preceding vehicle come into contact with each other when the current traveling state continues, that is, when the host vehicle speed V, the preceding vehicle speed, and the relative vehicle speed Vr are constant. Is a value indicating The margin time TTC is obtained by the following (Equation 1).
TTC = −D / Vr (Formula 1)

  The smaller the margin time TTC value, the closer the contact with the preceding vehicle, and the greater the degree of approach to the preceding vehicle. For example, when approaching a preceding vehicle, it is known that most drivers start a deceleration action before the margin time TTC becomes 4 seconds or less.

The inter-vehicle time THW is an effect when it is assumed that the degree of influence on the margin time TTC due to a change in the vehicle speed of the assumed vehicle ahead, that is, the relative vehicle speed Vr changes when the host vehicle is following the preceding vehicle. It is a physical quantity indicating the degree. The inter-vehicle time THW is expressed by the following (Formula 2).
THW = D / V (Formula 2)

  The inter-vehicle time THW is obtained by dividing the inter-vehicle distance D by the own vehicle speed V, and represents the time until the own vehicle reaches the current position of the preceding vehicle. The greater the inter-vehicle time THW, the smaller the predicted influence level with respect to the surrounding environmental changes. That is, when the inter-vehicle time THW is large, even if the vehicle speed of the preceding vehicle changes in the future, the degree of approach to the preceding vehicle is not greatly affected, and the margin time TTC does not change so much. When the own vehicle follows the preceding vehicle and the own vehicle speed V is equal to the preceding vehicle speed, the inter-vehicle time THW can be calculated using the preceding vehicle speed instead of the own vehicle speed V in (Equation 2).

  In subsequent step S130, the positional relationship between the host vehicle and the lane marker is calculated based on the traveling state read in step S110. Specifically, as shown in FIG. 5A, the distance (lane marker distance) DL from the side end of the host vehicle V1 to the side lane marker, and the lane marker in front of the host vehicle from the front end of the host vehicle V1. Distance (front lane departure distance) DLC is calculated.

  As for the lane marker distance DL, distances to both the left and right lane markers of the host vehicle are calculated. Here, the distance to the right lane marker of the host vehicle is represented by a positive value, and the distance to the left lane marker is represented by a negative value. Further, the controller 50 calculates the curvature of the road on which the host vehicle travels by a well-known method, and calculates the front lane departure distance DLC based on the image captured by the front camera 20 and the road curvature in front of the host vehicle. When the own lane is a straight road, the forward lane departure distance DLC is infinite.

Further, by dividing the calculated forward lane departure distance DLC by the own vehicle speed V, a predicted time (deviation predicted time) TLC until the own vehicle reaches the forward lane marker (lane boundary) and deviates from the own lane is calculated. . The deviation prediction time TLC is expressed by the following (formula 3).
TLC = DLC / V (Formula 3)

  Here, the inter-vehicle distance THW to the preceding vehicle and the lane marker distance DL represent the current risk facing the host vehicle and are defined as the current risk potential. Further, the margin time TTC to the preceding vehicle and the estimated deviation time TLC represent the future relative relationship between the host vehicle and the preceding vehicle or the lane marker, that is, the future risk, and are defined as the future risk potential.

  In step S140, it is determined whether the inter-vehicle time THW calculated in step S120 is equal to or less than a predetermined value THWw that serves as a reference for notifying the driver of the current risk potential. The predetermined value THWw is set to an appropriate value in advance. If a positive determination is made in step S140 (THW ≦ THWw), the process proceeds to step S150. In step S150, in order to notify the driver that the current risk potential from the front of the host vehicle is high, the vibrator disposed above the steering wheel 60 is set to vibrate. In this case, the vibration amplitude and frequency are set to preset values.

Here, when the steering wheel 60 is in the neutral position as shown in FIG. 3, the vibrator 61 is located at the uppermost position. However, when the steering wheel 60 is steered, the vibrator located above is switched. Therefore, in the process of step 230 described later, the vibrator that is actually vibrated is determined according to the steering angle of the steering wheel 60.
If a negative determination is made in step S140, the process proceeds to step S160.

  In step S160, it is determined whether or not the absolute value of the lane marker distance DL calculated in step S130 is equal to or less than a predetermined value DLw that serves as a reference for notifying the driver of the current risk potential. The predetermined value DLw is set to an appropriate value in advance. If a positive determination is made in step S160 (| DL | ≦ DLw), the process proceeds to step S170. In step S170, it is determined from the sign of the lane marker distance DL whether the host vehicle is approaching the left or right lane marker. Then, in order to inform the driver that the current risk potential from the direction of the lane marker that the host vehicle is approaching is high, the vibrator arranged on either side of the steering wheel 60 is vibrated. Set to In this case, the vibration amplitude and frequency are set to preset values.

  Here, the vibration set to notify the current risk potential in steps S150 and S170 is referred to as a basic vibration. The inter-vehicle time THW and the lane marker distance DL both represent the current risk potential, but in the first embodiment, the inter-vehicle time THW is prioritized and notified to the driver. That is, when the current risk potential (inter-vehicle time THW) in the front-rear direction of the host vehicle and the current risk potential (lane marker distance DL) in the left-right direction are both high, the current risk potential in the front-rear direction is presented to the driver. If a negative determination is made in step S160, it is determined that notification of the current risk potential is not necessary, and the process proceeds to step S180.

In step S180, it is determined whether or not the margin time TTC calculated in step S120 is equal to or less than a predetermined value TTCw that serves as a reference for notifying the driver of the future risk potential. The predetermined value TTCw is set to an appropriate value in advance. If a positive determination is made in step S180 (TTC ≦ TTCw), the process proceeds to step S190. In step S190, in order to inform the driver that the future risk potential in front of the host vehicle is high, all the vibrators 61 to 68 provided in the steering wheel 60 are set to vibrate in order from top to bottom. How each vibrator 61 to 68 vibrates will be described later.
If a negative determination is made in step S180, the process proceeds to step S200.

  In step S200, it is determined whether or not the estimated departure time TLC calculated in step S130 is equal to or less than a predetermined value TLCw that serves as a reference for notifying the driver of the future risk potential. The predetermined value TLCw is set to an appropriate value in advance. If an affirmative determination is made in step S200 (TLC ≦ TLCw), the process proceeds to step S210. In step S210, it is determined whether the estimated departure time TLC is calculated for the left or right lane marker of the host vehicle. Then, in order to notify the driver that the future risk potential of the side of the host vehicle is high, a setting is made so as to generate a vibration that rotates in a direction that avoids a departure from the host lane. For example, when there is a high future risk that the host vehicle will deviate to the left of the host lane, a clockwise vibration is generated to encourage right steering. How each vibrator 61 to 68 vibrates will be described later.

  When the vibration for notifying the future risk potential is set in step S190 or S200, the basic vibration for notifying the current risk potential is already set in step S150 or S170. The vibration amplitude based on the future risk potential is added to the vibration amplitude. The margin time TTC and the estimated departure time TLC both represent the future risk potential, but in the first embodiment, the margin time TTC is given priority to the driver. In other words, if the future risk potential (margin time TTC) in the front-rear direction of the host vehicle and the future risk potential in the left-right direction (deviation prediction time TLC) are both high, the future risk potential in the front-rear direction is presented to the driver. .

  If a negative determination is made in step S200, it is determined that notification of future risk potential is not necessary, and the process proceeds to step S220. In step S220, the steering angle θ detected by the steering angle sensor 70 is read. In the subsequent step S230, which vibrator is among the vibrators 61 to 68 provided on the steering wheel 60 based on the vibration mode set in step S150, S170, S190 or S210 and the steering angle θ read in step S220. Determine what amplitude to vibrate.

  In step S240, a command is output to each transducer 61 to 68 so as to generate vibration with the content determined in step S230. Thus, the current process is terminated.

Below, the effect | action by the driving assistance device 1 for vehicles of 1st Embodiment is demonstrated.
FIGS. 6A to 6C show how vibration is generated when the inter-vehicle time THW to the preceding vehicle is equal to or less than the predetermined value THWw and the current risk potential in front of the host vehicle is notified. For example, when the steering angle θ is 0 degree, that is, when the steering wheel 60 is in the neutral position, the vibrators 68, 61, 62 positioned above are vibrated with a predetermined amplitude as shown in FIG.

  For example, when the steering angle θ is 30 degrees and the vehicle is steered rightward, as shown in FIG. 6B, the vibrators 68 and 61 located above are vibrated with a predetermined amplitude. For example, when the steering angle θ is 95 degrees and the vehicle is steered rightward, the vibrators 66 to 68 positioned above are vibrated with a predetermined amplitude as shown in FIG.

  As described above, when the current risk potential from the front of the host vehicle is transmitted to the driver, a plurality of (eg, two to three) vibrators positioned above the steering wheel 60 at that time are vibrated with a predetermined amplitude. Let The same applies when the steering wheel 60 is steered leftward.

  7A to 7C, how to generate vibration when the distance DL to the lane marker on the right side of the host vehicle is equal to or less than the predetermined value DLw and the current risk potential on the right side of the host vehicle is notified. Indicates what to do. For example, when the steering angle θ is 0 degree, the vibrators 62 to 63 positioned on the right side are vibrated with a predetermined amplitude as shown in FIG.

  For example, when the steering angle θ is 30 degrees and the vehicle is steered rightward, as shown in FIG. 7B, the vibrators 62 and 63 located on the right side are vibrated with a predetermined amplitude. For example, when the steering angle θ is 95 degrees and the vehicle is steered rightward, as shown in FIG. 7C, the vibrators 68, 61, 62 located on the right side are vibrated with a predetermined amplitude.

  As described above, when the current risk potential from the right side of the host vehicle is transmitted to the driver, a plurality of (for example, two to three) vibrators positioned on the right side of the steering wheel 60 at the time are predetermined. Vibrate with amplitude (first amplitude). The same applies when the steering wheel 60 is steered leftward.

  FIG. 8 shows how vibration is generated when the future time potential in front of the host vehicle is notified when the margin time TTC to the preceding vehicle is equal to or less than the predetermined value TTCw. In FIG. 8, the magnitude of the amplitude in each of the vibrators 61 to 68 is represented by the length of a solid line, and what kind of vibration is generated in the entire steering wheel 60 is conceptually shown by hatching. Here, a case where the steering angle θ is 0 degree, that is, the steering wheel 60 is in the neutral position will be described as an example.

  When the margin time TTC is equal to or shorter than the predetermined value TTCw, first, the vibrator 61 located at the uppermost position starts to vibrate with a predetermined amplitude (state 1). At this time, the vibrators 62 and 68 adjacent to the vibrator 61 and further the vibrators 63 and 67 adjacent to the vibrators 62 and 68 start to vibrate. However, the vibration amplitude of the upper vibrator 61 is the largest, and the vibration amplitude becomes smaller as it goes downward.

  Thereafter, the state shifts to the state 2, where the vibrators 62 and 68 generate the vibration having the largest amplitude, and the amplitude of the upper vibrator 61 is reduced. That is, the vibration with the largest amplitude moves in the direction of the arrow. In the state 3, the amplitudes of the vibrators 63 and 67 are maximized, and the vibrators 64 and 66 below start to generate vibration. At this time, the amplitudes of the vibrators 62 and 68 are reduced. In state 4, the amplitudes of the vibrators 64 and 66 are maximized, and the lowermost vibrator 65 starts to generate vibration. Finally, in state 5, the amplitude of the vibrator 65 is maximized. After the state 5, the state returns to the state 1 again, and a vibration having a large amplitude is generated by the uppermost vibrator 61. Note that the vibration generation time in each state is set appropriately in advance.

  As described above, when the future risk potential in front of the host vehicle is notified, the vibration generation position and the magnitude thereof are changed in the steering wheel 60. That is, a plurality of vibrators are vibrated with an amplitude that changes with time (second amplitude), and a wave that moves from the top to the bottom of the steering wheel 60 is generated by the amplitude change between the vibrators. Thereby, the future risk is presented to the driver, and the driving operation in a direction to avoid the future risk is urged.

  FIG. 9 shows how vibration is generated when the predicted risk time TLC to the lane marker on the left side ahead of the host vehicle is equal to or less than the predetermined value TLCw and the future risk potential on the left side of the host vehicle is notified. In FIG. 9, the magnitude of the amplitude in each of the vibrators 61 to 68 is represented by the length of the solid line, and what kind of vibration is generated in the entire steering wheel 60 is conceptually shown by hatching. Here, a case where the steering angle θ is 0 degree, that is, the steering wheel 60 is in the neutral position will be described as an example.

  When the estimated departure time TLC is less than or equal to the predetermined value TLCw, vibration is generated from the left vibrator 67 and the vibration is rotated clockwise as indicated by an arrow. At this time, as shown in the state 1 to the state 3 in FIG. 9, the vibrator that generates vibration is moved, and the position of the vibrator that vibrates with the largest amplitude is also moved clockwise in order. After state 3, it returns to state 1 again.

  As described above, when notifying the future risk potential on the left side of the host vehicle, the vibration generation position and the magnitude thereof are changed in the steering wheel 60. That is, a plurality of vibrators are vibrated with an amplitude that changes with time (second amplitude), and a wave that rotates and moves on the steering wheel 60 is generated by an amplitude change between the vibrators. Thereby, the future risk is presented to the driver, and the driving operation in a direction to avoid the future risk is urged. The same applies to the case where the risk of deviating from the lane marker on the right side of the host vehicle is high.

As described above, the following effects can be achieved in the first embodiment described above.
(1) The controller 50 calculates the current risk potential of the host vehicle with respect to obstacles (hazards) around the host vehicle based on the vehicle state and the driving environment of the host vehicle, and the future of the host vehicle in a future driving situation. Calculate the risk potential. Then, the present risk potential and the future risk potential are presented to the driver in different presentation forms by the same presentation means. As a result, the current risk potential and the future risk potential can be easily communicated to the driver as separate information, and an appropriate driving operation can be promoted.
(2) The controller 50 presents the current risk potential and the future risk potential by different forms of vibration generated in the same presentation means (the same member). Thereby, two different information can be conveyed to a driver in an easy-to-understand manner.
(3) The current risk potential that the vehicle is currently facing is informed of its direction of occurrence, and the risk potential that is predicted in the future is encouraged to drive in a direction that avoids that risk. Control each vibration mode appropriately. Thereby, different information can be conveyed to the driver in an easy-to-understand manner, the current risk can be notified and the driver's attention can be alerted, and driving operations that avoid future risks can be urged.
(4) On the steering wheel 60, a plurality of vibrators 61 to 68 are evenly arranged along the outer periphery. When presenting the current risk potential, among the plurality of transducers 61 to 68, at least one transducer in a predetermined direction is vibrated, and when presenting the future risk potential, the plurality of transducers 61 to 68 are presented. 68 is sequentially vibrated to make the driver perceive the direction of vibration change between the plurality of vibrators. That is, for the current risk potential, only at least one vibrator arranged at a predetermined position corresponding to the generation direction vibrates. For example, when the inter-vehicle time THW between the host vehicle and the preceding vehicle is equal to or less than a predetermined value THWw, two to three vibrators arranged above the steering wheel 60 are vibrated. As for the future risk potential, vibrations are generated in a direction that encourages driving operations to avoid future risks. For example, when the margin time TTC between the host vehicle and the preceding vehicle is equal to or less than a predetermined value TTCw, vibration is generated from the upper side to the lower side of the steering wheel 60 to inform the driver that the host vehicle needs to be decelerated. Move the vibrator. This makes it possible to convey different information to the driver in an easy-to-understand manner, alert the driver about the current risk, and prompt the driver to perform a driving operation that avoids future risks.
(5) Based on the steering angle θ of the steering wheel 60 detected by the steering angle sensor 70, the controller 50 corrects the position of the vibrator to be vibrated to present the current risk potential. Specifically, as shown in FIGS. 6A to 6C and FIGS. 7A to 7C, when the steering wheel 60 is being steered, the current risk potential is generated at that time. It decides to vibrate 2 to 3 vibrators at corresponding positions. As a result, regardless of the steering amount and the steering direction, the driver can be informed of the current risk potential generation direction as vibration generated in the steering wheel 60.
(6) The controller 50 calculates a lateral distance (lane marker distance) DL from the own vehicle to the lane marker (lane boundary) as the current risk potential, and until the own vehicle deviates from the lane as a future risk potential. Deviation prediction time TLC is calculated. By notifying the lane marker distance DL and the estimated deviation time TLC representing the risk related to the left and right direction of the host vehicle as vibrations of different forms generated in the steering wheel 60, the risk of the left and right direction of the host vehicle is high, and The driver can be notified intuitively that the driving operation is necessary.
(7) When the lane marker distance DL to the lane marker is equal to or smaller than the predetermined value DLw, at least one vibration arranged in the same direction as the lane marker that the host vehicle approaches on the steering wheel 60 among the plurality of vibrators 61 to 68. The current risk is presented to the driver by vibrating the child with the first amplitude. In addition, when the predicted departure time TLC from the own lane is equal to or less than the predetermined value TLCw, all or a part of the plurality of vibrators 61 to 68 are vibrated with the second amplitude that changes with time, and the amplitude change between the vibrators This presents the driver with future risks by making the driver perceive a wave that rotates on the steering wheel 60 in a direction that encourages avoidance of departure from the own lane. As a result, the current risk potential and the future risk potential are clearly communicated to the driver as different vibration forms, and the driver's attention is given to the current risk, and the driving operations necessary to avoid future risks. Can be encouraged.

<< Second Embodiment >>
Next, a vehicle driving assistance device according to a second embodiment of the present invention will be described. In FIG. 10, the structure of the driving operation assistance apparatus 2 for vehicles by 2nd Embodiment is shown. 10, parts having the same functions as those in the first embodiment shown in FIG. 1 are denoted by the same reference numerals. Here, differences from the first embodiment will be mainly described.

  As shown in FIG. 10, the vehicle driving assistance device 2 according to the second embodiment generates vibration in the driver seat 80 instead of the vibrators 61 to 68 that generate vibration in the steering wheel 60. A plurality of (for example, eight) vibrators 81 to 88 are provided. FIG. 11 shows a configuration of a driver seat 80 in which the vehicle driving assist device 2 is mounted and the vibrators 81 to 88 are incorporated.

  As shown in FIG. 11, the driver's seat 80 includes a cushion part 80a, a backrest part 80b, and a headrest 80c. In the cushion portion 80a, eight vibrators 81 to 88 are built in the vicinity of the surface thereof. These vibrators 81 to 88 are arranged in eight directions (front, right front, right, right rear, rear, left rear, left, left front) with respect to the center o of the cushion portion 80a. These vibrators 81 to 88 are individually operated in response to a command from the controller 51.

  Next, the operation of the vehicle driving assistance device 2 will be described in detail with reference to FIG. FIG. 12 is a flowchart illustrating a processing procedure of a control program executed by the controller 51 according to the second embodiment. This processing content is continuously performed at regular intervals (for example, every 50 msec). The processing in steps S310 to S330 is the same as the processing in steps 110 to S130 in the flowchart in the first embodiment shown in FIG.

In step S340, it is determined whether the inter-vehicle time THW calculated in step S320 is equal to or less than a predetermined value THWw that serves as a reference for notifying the driver of the current risk potential. The predetermined value THWw is set to an appropriate value in advance. If an affirmative determination is made in step S340 (THW ≦ THWw), the process proceeds to step S350. In step S350, in order to notify the driver that the current risk potential from the front of the host vehicle is high, the vibrators 88, 81, 82 disposed in front of the cushion portion 80a as shown in FIG. Set to vibrate. In this case, the vibration amplitude and frequency are set to preset values.
If a negative determination is made in step S340, the process proceeds to step S360.

  In step S360, it is determined whether or not the absolute value of the lane marker distance DL calculated in step S330 is equal to or less than a predetermined value DLw that serves as a reference for notifying the driver of the current risk potential. The predetermined value DLw is set to an appropriate value in advance. If an affirmative determination is made in step S360 (| DL | ≦ DLw), the process proceeds to step S370. In step S370, it is determined from the sign of the lane marker distance DL whether the host vehicle is approaching the left or right lane marker. Then, in order to inform the driver that the current risk potential from the direction of the lane marker that the host vehicle is approaching is high, the vibrator arranged on either side of the cushion portion 80a is vibrated. Set to In this case, the vibration amplitude and frequency are set to preset values.

  For example, when the distance | DL | to the lane marker on the left side of the host vehicle is equal to or less than a predetermined value DLw, the vibrators 86 to 88 located on the left side of the cushion portion 80a are vibrated as shown in FIG. On the other hand, when the distance DL to the lane marker on the right side of the host vehicle is equal to or smaller than the predetermined value DLw, the vibrators 82 to 84 located on the right side of the cushion portion 80a are vibrated as shown in FIG.

  Here, the vibration set to notify the current risk potential in steps S350 and S370 is referred to as a basic vibration. The inter-vehicle time THW and the lane marker distance DL both represent the current risk potential, but in the second embodiment, the inter-vehicle time THW is prioritized and notified to the driver. That is, when the current risk potential (inter-vehicle time THW) in the front-rear direction of the host vehicle and the current risk potential (lane marker distance DL) in the left-right direction are both high, the current risk potential in the front-rear direction is presented to the driver. If a negative determination is made in step S360, it is determined that notification of the current risk potential is not necessary, and the process proceeds to step S380.

  In step S380, it is determined whether or not the margin time TTC calculated in step S320 is equal to or less than a predetermined value TTCw serving as a reference for notifying the driver of the future risk potential. The predetermined value TTCw is set to an appropriate value in advance. If a positive determination is made in step S380 (TTC ≦ TTCw), the process proceeds to step S390. In step S390, in order to inform the driver that the future risk potential in front of the host vehicle is high, all the vibrators 81 to 88 provided in the cushion portion 80a are set to vibrate in order from the front to the rear.

  Specifically, as shown in FIG. 15, first, the vibrators 88, 81, 82 arranged in front of the cushion portion 80a start to vibrate with a predetermined amplitude (state 1). In FIG. 15, ◯ represents a vibrator that is not vibrating, and the black and gray vibrators are vibrating. Furthermore, the black vibrator has a larger amplitude than the gray vibrator.

  When the state 2 is shifted to, the vibrators 83 and 87 arranged in the middle of the cushion portion 80a start to vibrate with a predetermined amplitude, and the front vibrators 88, 81 and 82 are vibrated with a larger amplitude. Thereafter, in the state 3, the vibrators 84 to 86 arranged behind the cushion portion 80a start to vibrate with a predetermined amplitude, and the intermediate vibrators 83 and 87 are vibrated with a larger amplitude. At this time, the amplitude of the transducers 88, 81, 82 in the front is returned to a predetermined amplitude.

When the state 4 is entered, the amplitudes of the vibrators 84 to 86 disposed behind the cushion portion 80a are increased, and the amplitudes of the intermediate vibrators 83 and 87 are returned to a predetermined amplitude. Thereafter, in state 5, the amplitude of the transducers 84 to 86 behind the cushion portion 80a is returned to a predetermined amplitude. After state 5, it returns to state 1 again.
If a negative determination is made in step S380, the process proceeds to step S400.

  In step S400, it is determined whether or not the estimated departure time TLC calculated in step S330 is equal to or less than a predetermined value TLCw that serves as a reference for notifying the driver of the future risk potential. The predetermined value TLCw is set to an appropriate value in advance. If an affirmative determination is made in step S400 (TLC ≦ TLCw), the process proceeds to step S410. In step S410, it is determined whether the estimated departure time TLC is calculated for the left or right lane marker of the host vehicle. Then, in order to notify the driver that the future risk potential of the side of the host vehicle is high, a setting is made so as to generate a vibration that rotates in a direction that avoids a departure from the host lane.

  For example, when there is a high future risk that the host vehicle will deviate to the left of the host lane, a clockwise vibration is generated to encourage right steering. Specifically, as shown in FIG. 16, the vibration is started from the vibrator 81 arranged at the front center of the cushion portion 80a, and the vibration is generated while moving to the vibrator 82 and the vibrator 83. In FIG. 16, ◯ represents a vibrator that has not vibrated, and the black and gray vibrators vibrate. Furthermore, the black vibrator has a larger amplitude than the gray vibrator. For example, when the vibrators 81 to 83 are vibrated in the state 1, the amplitude of the vibrator 82 in the middle of the three vibrators is the largest. When the position of the vibrator to be vibrated is rotated once in the clockwise direction as shown in the state 1 to the state 5, the state 1 is returned to the state 1 again.

  Further, when the future risk of the vehicle deviating to the right side of the vehicle lane is high, vibration is generated counterclockwise so as to encourage left steering.

  When the vibration for notifying the future risk potential is set in step S390 or S400, the basic vibration for notifying the current risk potential is already set in step S350 or S370. The vibration amplitude based on the future risk potential is added to the vibration amplitude. The margin time TTC and the estimated departure time TLC both represent the future risk potential, but in the second embodiment, the margin time TTC is given priority to the driver. In other words, if the future risk potential (margin time TTC) in the front-rear direction of the host vehicle and the future risk potential in the left-right direction (deviation prediction time TLC) are both high, the future risk potential in the front-rear direction is presented to the driver. .

  If a negative determination is made in step S400, it is determined that notification of future risk potential is not necessary, and the process proceeds to step S420. In step S420, which vibrator is to be vibrated with what amplitude among the vibrators 61 to 68 provided in the cushion portion 80a is determined based on the vibration mode set in step S350, S370, S390, or S410. .

  In step S430, a command is output to each of the vibrators 81 to 88 so as to generate vibration with the content determined in step S420. Thus, the current process is terminated.

Thus, in the second embodiment described above, the following operational effects can be obtained in addition to the effects of the first embodiment described above.
(1) A plurality of vibrators 81 to 88 are built in the vicinity of the surface of the cushion portion 80a of the driver seat 80, and the current risk potential and future risk potential are given to the driver as different forms of vibration generated from the cushion portion 80a. Present. This makes it possible to convey different information to the driver in an easy-to-understand manner. Further, since the cushion portion 80a has a large contact area with the driver, it is possible to expect effective information transmission.
(2) The controller 51 calculates the inter-vehicle time THW from the own vehicle to the preceding vehicle as the current risk potential, and calculates the margin time TTC from the own vehicle to the preceding vehicle as the future risk potential. Accordingly, it is possible to convey a risk related to the front-rear direction of the host vehicle to alert the driver and to prompt a driving operation necessary for avoiding a future risk.
(3) When the inter-vehicle time THW is equal to or less than the predetermined value THWw, among the plurality of vibrators 81 to 88, at least one vibrator disposed in the front portion of the cushion portion 80a, here, the three vibrators 88 and 81 , 82 are vibrated at a first amplitude to present the current risk to the driver. Further, when the margin time TTC is equal to or less than the predetermined value TTCw, all or a part of the plurality of vibrators 81 to 88 are vibrated with a second amplitude that changes with time, and the cushion portion 80a is changed by the amplitude change between the vibrators. By letting the driver perceive a wave moving from the front part to the rear part, future risks are presented to the driver. As a result, the current risk potential and the future risk potential are clearly communicated to the driver as different vibration forms, and the driver's attention is given to the current risk, and the driving operations necessary to avoid future risks. Can be encouraged.
(4) The controller 51 calculates a lateral distance (lane marker distance) DL from the host vehicle to the lane marker as the current risk potential, and calculates a predicted departure time TLC until the host vehicle departs from the lane as a future risk potential. calculate. Accordingly, it is possible to convey a risk related to the left-right direction of the host vehicle to alert the driver and to prompt a driving operation necessary for avoiding a future risk.
(5) When the lane marker distance DL to the lane marker is equal to or less than the predetermined value DLw, among the plurality of vibrators 81 to 88, at least one vibrator arranged in the same direction as the lane marker that the host vehicle approaches in the cushion portion 80a. Is oscillated with a first amplitude to present the current risk to the driver. In addition, when the predicted departure time TLC from the own lane is equal to or less than the predetermined value TLCw, all or a part of the plurality of vibrators 81 to 88 are vibrated with a second amplitude that changes with time, and the amplitude change between the vibrators Thus, the driver is presented with a future risk by causing the driver to perceive a wave that rotates in a direction that encourages avoidance of departure from the own lane in the cushion portion 80a. As a result, the current risk potential and the future risk potential are clearly communicated to the driver as different vibration forms, and the driver's attention is given to the current risk, and the driving operations necessary to avoid future risks. Can be encouraged.

  In the first and second embodiments described above, the vibrators 61 to 68 and 81 to 88 are vibrated with the second amplitude when the predicted departure time TLC from the own lane is equal to or less than the predetermined value TLCw. The driver perceived it as a wave that rotates in a direction that encourages avoidance of deviation from the own lane at the steering wheel 60 or the cushion portion 80a. However, the present invention is not limited to this, and it is also possible for the driver to perceive it as a wave that moves in a direction that promotes avoidance of departure from the own lane. For example, when the risk of the vehicle deviating from the right lane is high, the vibrator that vibrates in the steering wheel 60 or the cushion portion 80a is moved sequentially from the right side to the left side and perceived by the driver as a wave that moves from the right side to the left side. Let Even if comprised in this way, it becomes possible to acquire the effect similar to embodiment mentioned above.

  In the first to second embodiments described above, the plurality of vibrators 61 to 68 and 81 to 88 are attached at the positions shown in FIGS. 3 and 11, but the attachment positions of the vibrators are limited to these. It will never be done. Further, the number of vibrators to be installed is not limited to eight. If the appropriate vibration mode can be set to inform the current risk potential generation direction and to encourage the necessary driving operations to avoid the future risk potential, the mounting position and number of vibrators can be changed. It is.

  In the first and second embodiments described above, the lane marker distance DL and the inter-vehicle time THW up to the preceding vehicle are calculated as the current risk potential, and the predicted departure time TLC to the lane boundary line and the preceding vehicle as the future risk potential. The margin time TTC to the car was calculated. However, the present invention is not limited to these, and it is possible to calculate one of the current risk potential and the future risk potential. In this case, it is desirable to calculate the current risk potential and the future risk potential in the front-rear direction of the host vehicle, or the current risk potential and the future risk potential in the left-right direction.

  For example, when the lane marker distance DL is calculated as the current risk potential, the estimated departure time TLC is calculated as the future risk potential. On the other hand, when the inter-vehicle time THW is calculated as the current risk potential, the margin time TTC is calculated as the future risk potential. As a result, it becomes clear which vibration is generated by the risk related to which direction, and information that is easy to understand for the driver can be transmitted.

  The first embodiment and the second embodiment described above can be combined. That is, the current risk potential and the future risk potential are given to the driver by vibrations generated from the vibrators 61 to 68 provided in the steering wheel 60 and the vibrators 81 to 88 provided in the cushion portion 80a of the driver seat 80. It can also be presented.

  In the first and second embodiments described above, the laser radar 10, the front camera 20, and the vehicle speed sensor 30 are used as the situation recognition means, and the current risk calculation means, the future risk prediction means, and the risk presentation control means. Controllers 50 and 51 were used. Further, as the presenting means, a plurality of vibrators 61 to 68 installed on the steering wheel 60 and a plurality of vibrators 81 to 88 built in the cushion portion 80a of the driver's seat (driver's seat) 80 were used. A steering angle sensor 70 was used as the steering angle detection means. However, the present invention is not limited thereto, and it is also possible to use another type of millimeter wave radar or the like instead of the laser radar 10 as the situation recognition means. In addition, an image processing device that performs image processing on an image captured by the front camera 20 can be provided independently of the controllers 50 and 51.

1 is a system diagram of a vehicle driving assistance device according to a first embodiment of the present invention. The block diagram of the vehicle carrying the driving operation assistance apparatus for vehicles shown in FIG. The figure which shows arrangement | positioning of the vibrator | oscillator in a steering wheel. The flowchart which shows the process sequence of the driving operation assistance control program for vehicles in 1st Embodiment. (A) (b) The figure which shows an example of the driving | running | working state when the own vehicle approachs a curve. (A)-(c) The figure which shows the position of the vibrator | oscillator made to vibrate according to a steering angle when the inter-vehicle time is below a predetermined value. (A)-(c) The figure which shows the position of the vibrator | oscillator made to vibrate according to a steering angle when the distance to the right side lane marker is below a predetermined value. The figure which shows how a vibrator | oscillator is vibrated when margin time is below a predetermined value. The figure which shows how a vibrator | oscillator is vibrated when the deviation prediction time to a left side lane marker is below a predetermined value. The system figure of the driving operation assistance apparatus for vehicles by the 2nd Embodiment of this invention. The figure which shows arrangement | positioning of the vibrator | oscillator in a driver | operator seat. The flowchart which shows the process sequence of the driving operation assistance control program for vehicles in 2nd Embodiment. The figure which shows the position of the vibrator | oscillator made to vibrate when the inter-vehicle time is below a predetermined value. (A) (b) The figure which shows the position of the vibrator | oscillator made to vibrate when the distance to the left side lane marker or the right side lane marker is below a predetermined value. The figure which shows how a vibrator | oscillator is vibrated when margin time is below a predetermined value. The figure which shows how a vibrator | oscillator is vibrated when the deviation estimated time to a left lane marker is below a predetermined value.

Explanation of symbols

10: Laser radar 20: Front camera 30: Vehicle speed sensor 50, 51: Controller 60: Steering wheel 61-68: Vibrator 70: Steering angle sensor 80: Driver seat 81-88: Vibrator

Claims (15)

A situation recognition means for detecting the vehicle state and traveling environment of the host vehicle;
Current risk calculating means for calculating the current risk potential of the host vehicle against obstacles around the host vehicle based on the detection result of the situation recognition unit;
Future risk prediction means for predicting the future risk potential of the vehicle in a future driving situation based on the detection result of the situation recognition means;
Risk presentation control for presenting the present risk potential calculated by the current risk calculation means and the future risk potential predicted by the future risk prediction means to the driver in different presentation forms by the same presentation means. Means for assisting driving of a vehicle. The vehicle driving assistance device according to claim 1,
The vehicle driving operation assistance device, wherein the risk presentation control means presents the current risk potential and the future risk potential to the driver by different forms of vibration generated by the presentation means. In the driving assistance device for vehicles according to claim 1 or 2,
The risk presentation control means informs the generation direction of the current risk potential for the current risk potential, and urges the driving operation in a direction to avoid the future risk potential for the future risk potential. In addition, the driving operation assisting device for a vehicle controls the presenting form by the presenting means. In the driving assistance device for vehicles according to claim 1 or 2,
The presenting means is a plurality of vibrators installed on a steering wheel,
The risk presentation control means (a) presents the current risk potential by vibrating at least one vibrator in a predetermined direction among the plurality of vibrators, and (b) the plurality of vibrators. A driving operation assisting device for a vehicle, which presents the future risk potential according to the direction of vibration change between the two. The vehicle driving operation assistance device according to claim 4,
A steering angle detecting means for detecting a steering angle of the steering wheel;
The risk presentation control means corrects the position of the vibrator for presenting the current risk potential in accordance with the steering angle detected by the steering angle detection means. Auxiliary device. In the driving assistance device for a vehicle according to claim 4 or 5,
The current risk calculating means calculates a lateral distance from the own vehicle to a lane boundary of the own lane as the current risk potential,
The future risk prediction means calculates a departure prediction time until the own vehicle departs from the own lane as the future risk potential. The vehicle driving operation assistance device according to claim 6,
The risk presentation control means is (a) arranged in the same direction as the lane boundary line to which the host vehicle approaches, among the plurality of vibrators, when a lateral distance to the lane boundary line is a predetermined value or less. Oscillating at least one of the plurality of vibrators with a first amplitude to present the current risk potential, and (b) when the deviation prediction time is a predetermined value or less, all of the plurality of vibrators or As a wave that vibrates partly with a second amplitude that changes with time and rotates in a direction that encourages avoidance of departure from the own lane in the steering wheel due to the amplitude change between the vibrators, the future risk potential is A driving operation assisting device for a vehicle, characterized by being presented. In the driving assistance device for vehicles according to claim 1 or 2,
The vehicle driving operation assistance device according to claim 1, wherein the presenting means is a plurality of vibrators built in a cushion portion of a driver's seat. The vehicle driving operation assistance device according to claim 8,
The current risk calculating means calculates an inter-vehicle time from the host vehicle to a preceding vehicle as the current risk potential,
The future risk prediction means calculates a margin time from the host vehicle to the preceding vehicle as the future risk potential. The driving operation assisting device for a vehicle according to claim 9,
The risk presentation control means, (a) when the inter-vehicle time is equal to or less than a predetermined value, out of the plurality of vibrators, at least one vibrator arranged at a front portion of the cushion portion with a first amplitude. (B) When the margin time is less than or equal to a predetermined value, all or a part of the plurality of vibrators are vibrated with a second amplitude that changes with time, and the cushion changes due to an amplitude change between the vibrators. A vehicle driving operation assisting device that presents the future risk potential as a wave that moves from the front part to the rear part of a part. The vehicle driving operation assistance device according to claim 8,
The current risk calculating means calculates a lateral distance from the own vehicle to a lane boundary of the own lane as the current risk potential,
The future risk prediction means calculates a departure prediction time until the own vehicle departs from the own lane as the future risk potential. The vehicle driving operation assistance device according to claim 11,
The risk presentation control means is (a) arranged in the same direction as the lane boundary line to which the host vehicle approaches, among the plurality of vibrators, when a lateral distance to the lane boundary line is a predetermined value or less. Oscillating at least one of the plurality of vibrators with a first amplitude to present the current risk potential, and (b) when the deviation prediction time is a predetermined value or less, all of the plurality of vibrators or The future risk as a wave that vibrates partly with a second amplitude that changes with time and rotates or moves in a direction that encourages avoidance of departure from the own lane in the cushion portion due to an amplitude change between the vibrators. A driving operation assisting device for a vehicle characterized by presenting a potential.   A vehicle comprising the vehicular driving assist device according to any one of claims 1 to 12.   A steering wheel comprising the plurality of vibrators controlled by the risk presentation control means of the vehicle driving assistance device according to any one of claims 4 to 7.   A driver's seat comprising the plurality of vibrators controlled by the risk presentation control means of the vehicle driving operation assistance device according to any one of claims 8 to 12.

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