JP4972913B2 - Driving support device - Google Patents

Description

  The present invention relates to a driving support device that supports driving of a vehicle, and more particularly, to a driving support device that avoids a collision of a vehicle when a driver is driving aside.

2. Description of the Related Art In recent years, in order to prevent a collision accident of a vehicle and the like, there is a travel support device that notifies a danger of a collision and performs travel control for avoiding the danger when the risk of a collision occurs. Conventionally, there is an obstacle alarm system disclosed in Japanese Patent Application Laid-Open No. 7-257301 as such a driving support. In this obstacle alarm system, the distance between the vehicle and the object is set as an alarm condition, and when this object is an obstacle, an alarm is issued by an alarm means. Moreover, it has a change means which changes alarm conditions according to the road condition where a vehicle drive | works. This changing means detects the driver's side look in addition to the road conditions on which the vehicle is traveling, and changes the alarm condition based on the state of the driver's side look. Specifically, when the driver is looking aside, an alarm is given early.
JP-A-7-257301

  By the way, there are various types of side-view driving, and there are cases in which devices inside the vehicle are operated in addition to simply looking at the scenery outside the vehicle. As described above, although there are various kinds of looking aside, in the obstacle warning system disclosed in Patent Document 1, when the driver is looking aside, only a measure for speeding up the warning uniformly is taken. For this reason, the warning may be too early to cause discomfort to the driver, and conversely, the warning may be too slow to be sufficiently alerted.

  Therefore, an object of the present invention is to provide a driving support device that can appropriately perform driving support for avoiding a collision with an obstacle according to the type of the side look when the driver is looking aside. It is in.

A driving support apparatus according to the present invention that has solved the above problems is a driving support means for supporting driving for driving to avoid an obstacle of a driver, an armpit detection means for detecting a driver's armpit, and a driver's armpit detection. A driving amount increase means for increasing the driving support amount by the driving support means, when the driver's side-arm is detected by the driver's side-arm detection means, whether or not the driver's side-arm is accompanied by a device operation. A device operation determining unit for determining whether the vehicle is equipped with a driving support unit, and an acceleration / deceleration state detecting unit for detecting an acceleration / deceleration state of the vehicle . The device operation determining unit is a device for determining the type of device operated by the driver. The type determination means has a support amount increase means, and when the equipment operation determination means determines that the driver's side effect is accompanied by the equipment operation, Compared to the case where it is determined that the operation is not accompanied, the amount of driving support by the driving support unit is increased, and the device determined by the device type determining unit is a device with a complicated operation that requires a line-of-sight movement time and a focus adjustment time. In this case, the travel support amount by the travel support means is increased and the increase amount of the travel support amount is determined according to the detection result of the acceleration / deceleration state detection means, compared to the case where the device is a simple operation requiring a line-of-sight movement time. Is to adjust .
Here, it is possible to adopt a mode in which a device with a complex operation requiring a line-of-sight movement time and a focus adjustment time is a navigation system, and a device with a simple operation requiring a line-of-sight movement time is an air conditioner system.
Furthermore, when the driver is operating the one-handed handle, the driving support amount by the driving support means can be increased compared to when the driver is not operating the one-handed handle.

  In order to promote traveling to avoid obstacles, driving support may be performed early, but if driving support is performed early, a situation in which driving support is performed even under conditions where driving support is not required may occur. There are concerns. In addition, when the driver is performing a side-view driving, the reaction time for driving for driving to avoid the driver's obstacles depends on whether or not the device is being operated. If the reaction time is long and the apparatus is not operated, the reaction time is short. Therefore, in the driving support device according to the present invention, when the operating device determination unit determines that the driver's side look is accompanied by device operation, it is determined that the driver is not accompanied by device operation. Also, the driving support amount by the driving support means is increased. For this reason, it is possible to carry out driving support for avoiding a collision with an obstacle at an appropriate timing in accordance with the type of aside, such as whether or not the device is being operated.

  The “device” in the present invention is a device that can be operated by the driver and contributes to matters other than the driving of the vehicle, and specifically includes a navigation device, an air conditioner, a car audio, and the like. Does not include gear shift levers.

  Here, the device operation means includes device type determination means for determining the type of device operated by the driver, and the support amount increase means corresponds to the travel support means according to the device type determined by the device type determination means. It can be set as the aspect which adjusts the driving | running | working assistance amount by.

  Even in the case of device operation, the reaction time for driving for driving to avoid an obstacle of the driver differs depending on the type of device to be operated. Therefore, in the travel support device according to the present invention, the support amount increasing means adjusts the travel support amount by the travel support means in accordance with the type of equipment determined by the equipment type determination means. For this reason, according to the kind of apparatus to operate, the driving | running | working assistance for avoiding the collision with an obstruction can be performed at a suitable timing when needed.

  The driving support means performs driving support for avoiding a collision with an obstacle present in the vehicle traveling direction, and the support amount increasing means starts the driving support for avoiding the collision when increasing the driving support support amount. It can be set as the aspect which advances a timing.

  As described above, by increasing the start timing of the travel support for avoiding the collision as an increase in the travel support, the travel support for avoiding the collision with the obstacle can be performed at an appropriate timing.

  Further, the travel support means performs travel support that avoids a collision with an obstacle present in the vehicle traveling direction, and the support amount increase means increases the strength of the travel support that avoids the collision when increasing the travel support amount. It can also be set as the aspect which strengthens.

  As described above, by increasing the strength of the driving support for avoiding the collision as the increase of the driving support, the driving support for avoiding the collision with the obstacle can be performed at an appropriate timing.

  According to the driving support apparatus of the present invention, when the driver is looking aside, driving support for avoiding a collision with an obstacle can be appropriately performed according to the type of the looking aside.

  Hereinafter, preferred embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram of a driving support apparatus according to an embodiment of the present invention.

  As shown in FIG. 1, the travel support apparatus 1 according to the present embodiment includes a device type determination unit 11, a device operation determination unit 12, an image processing unit 13, an armpit detection unit 14, a support amount increase unit 15, and a travel support unit. 16 is provided. In addition, an acceleration sensor 2, a steering torque sensor 3, an audio system 4, an air conditioner system 5, a navigation system 6, and a camera 7 are connected to the driving support device 1. Further, an alarm device 8 and a travel control device 9 are connected to the travel support device 1.

  The acceleration sensor 2 is attached to the body of the vehicle, for example, and detects the acceleration (deceleration) of the vehicle. The acceleration sensor 2 outputs the acceleration (deceleration) of the driving wheel to the support amount increasing unit 15.

  The steering torque sensor 3 is attached to, for example, a steering shaft connected to the steering wheel, and detects the steering torque generated when the driver operates the steering wheel. The steering torque sensor 3 outputs the detected steering torque to the assistance amount increasing unit 15 in the travel assistance device 1.

  The audio system 4 is provided in, for example, a vehicle and has an audio operation button provided on the instrument panel. The audio system 4 outputs an audio operation button operation signal to the device type determination unit 11 in the driving support device 1 when the audio operation button is operated.

  The air conditioner system 5 is provided in a vehicle, for example, and has an air conditioner operation button provided on the instrument panel. The air conditioner system 5 outputs an audio operation button operation signal to the device type determination unit 11 in the travel support device 1 when the air conditioner operation button is operated.

  The navigation system 6 is provided in a vehicle, for example, and has a navigation operation button provided on the instrument panel. The navigation system 6 outputs a navigation operation button operation signal to the device type determination unit 11 in the driving support device 1 when the navigation operation button is operated.

  For example, the camera 7 is attached to a position where the driver can be imaged in the vehicle, for example, the ceiling, and images the face of the driver. Moreover, the environmental situation around the vehicle is also arranged at a position where imaging is possible. The camera 7 outputs the captured image of the driver's face and the surrounding environment of the vehicle to the image processing unit 13 in the driving support device 1.

  The device type determination unit 11 is operated based on an audio operation button operation signal output from the audio system 4, an air conditioner operation signal output from the air conditioner system 5, and a navigation operation signal output from the navigation system 6. The device (operating device) is determined. The device type determination unit 11 outputs the determined operation device to the device operation determination unit 12.

  The device operation determination unit 12 determines the presence or absence of an operated device based on the operation device output from the device type determination unit 11. When it is determined that there is an operating device, the device operation determining unit 12 outputs the type of the operating device to the support amount increasing unit 15.

  The image processing unit 13 performs image processing on the image output from the camera 7 to generate a driver's face image that can detect the driver's face direction and a surrounding environment image that can recognize the surrounding environment information of the vehicle. The image processing unit 13 outputs the generated driver's face image to the armpit detection unit 14, and outputs the surrounding environment image of the vehicle to the driving support unit 16.

  The look-ahead detection unit 14 detects the look-ahead state based on the driver's face orientation image output from the image processing unit 13. The armpit detection unit 14 outputs the armpit detection signal to the support amount increase unit 15 when detecting the driver's armpit.

  The assistance amount increasing unit 15 avoids danger based on the type of the operation device output from the device operation determination unit 12, the vehicle acceleration output from the acceleration sensor 2, and the armpit detection signal output from the armpit detection unit 14. Find the corresponding time factor increase. Alternatively, the assistance amount increasing unit 15 responds to risk avoidance based on the vehicle acceleration output from the acceleration sensor 2, the steering torque output from the steering torque sensor 3, and the armpit detection signal output from the armpit detection unit 14. Find the time factor increase. The support amount increasing unit 15 outputs a support amount increase signal corresponding to the obtained risk avoidance response time coefficient increase amount to the driving support unit 16.

  The support amount increasing unit 15 stores a risk avoidance correspondence time coefficient increase amount determination table shown in FIG. The risk avoidance response time coefficient increase amount determination table shows the relationship between the acceleration / deceleration state of the vehicle and the risk avoidance response time coefficient RT corresponding to the risk avoidance reaction time defined by the driving state of the driver. As shown in FIG. 3, the danger avoidance corresponding time coefficient RT is composed of an added value of a danger recognition time coefficient RT1, an accelerator off time coefficient RT2, a brake avoidance determination time coefficient RT3, and a brake operation time coefficient RT4. The risk avoidance response time coefficient increase amount determination table includes a risk recognition time coefficient RT1, an accelerator off time coefficient RT2, a brake avoidance determination time coefficient RT3, and a brake operation time coefficient RT4 corresponding to the acceleration / deceleration state of the vehicle and the driving state of the driver. Each total RT obtained by adding is stored. The assistance amount increase unit 15 refers to the type of operation device output from the device operation determination unit 12 and the vehicle acceleration output from the acceleration sensor 2 in the risk avoidance corresponding time coefficient increase amount determination table shown in FIG. The obtained risk avoidance response time coefficient RT (total RT) is obtained as the risk avoidance response time coefficient increase amount.

  The danger recognition time coefficient RT1, the accelerator off time coefficient RT2, the brake avoidance determination time coefficient RT3, and the brake operation time coefficient RT4 vary depending on the driving state of the driver. The driving state of the driver can be broadly divided into front-facing driving and side-viewing operation. In addition, in the case of side-viewing driving, there are things that do not involve equipment operation or those that involve equipment operation but are simple or complex operations. It is divided into. Further, the risk recognition time coefficient RT1, the accelerator off time coefficient RT2, the brake avoidance determination time coefficient RT3, and the brake operation time coefficient RT4 are different depending on the acceleration state of the vehicle.

  Therefore, as shown in FIG. 2, the risk recognition time coefficient RT1, the accelerator off time coefficient RT2, the brake avoidance determination time coefficient RT3, and the brake operation, which are obtained according to the driving state of the driver and the acceleration state of the vehicle, are determined. The time coefficient RT4 is set in a matrix. Further, a total RT obtained by adding these time coefficients RT1 to RT4 is stored. This total RT becomes an index indicating the crisis avoidance reaction time for finally determining the increase amount of the risk avoidance response time coefficient. When the driver is driving aside, the assistance amount increasing unit 15 outputs the total RT obtained here to the driving assistance unit 16 as the final risk avoidance corresponding time coefficient increasing amount.

  Specifically, the risk avoidance response time coefficient when the driver is facing the front is used as the reference risk avoidance response time coefficient, and when the driver is looking aside, the risk avoidance response time coefficient is determined according to the type of the look aside. To increase the risk avoidance response time coefficient increase amount. For example, if the driver is looking aside but the aside is not accompanied by a device operation, the risk avoidance response time coefficient increase is smaller than when the simple operation is involved, and if a simple operation is involved, a complicated operation is involved. The risk avoidance response time coefficient increase amount is set smaller than the case. Further, the assistance amount increasing unit 15 appropriately adds other risk avoidance response time coefficient increase amounts obtained based on the driver's drowsiness and the like to determine the final risk avoidance response time coefficient increase amount. The support amount increasing unit 15 outputs a support amount increasing signal to the driving support unit 16 when the final risk avoidance response time coefficient is increased and becomes larger than the reference risk avoidance response time coefficient.

  Here, a simple operation refers to an operation that does not involve great attention, such as when the audio system 4 is operated, and a complex operation refers to an operation that involves relatively great attention, such as when the navigation system 6 is operated.

  Further, the assistance amount increasing unit 15 stores a risk avoidance correspondence time coefficient increase amount determination table shown in FIG. The risk avoidance corresponding time coefficient increase amount determination table shown in FIG. 4 is different from the risk avoidance corresponding time coefficient increase amount determination table shown in FIG. 2 in that the items of simple operation and complex operation are one-hand handles. Yes. Instead of the risk avoidance corresponding time coefficient increase amount determination table shown in FIG. 2, the risk avoidance corresponding time coefficient increase amount determination table may be determined based on the risk avoidance corresponding time coefficient increase amount determination table shown in FIG.

  When the driver is driving with one hand handle while looking aside, it is highly likely that he / she is operating some device. Therefore, the support amount increasing unit 15 determines whether or not the operation with the one-handed handle is performed based on the steering torque output from the steering torque sensor 3, and when the operation with the one-handed handle is performed. Referring to the risk avoidance response time coefficient increase amount determination table shown in FIG. 4, the risk avoidance response time coefficient increase amount is obtained by the same treatment as when performing a complex operation, and is output to the driving support unit 16. good.

  Here, whether or not the one-handed handle operation is performed is determined by the magnitude of the operation torque output from the steering torque sensor 3, but whether or not the one-handed handle operation is performed is obtained by imaging the vicinity of the handle with, for example, a camera. It can also be determined from the image processing result of the image.

  The driving support unit 16 obtains a traffic environment risk for determining a risk in an environment where the vehicle travels based on the surrounding environment image output from the image processing unit 13 or the like. The traffic environment risk is comprehensively determined based on the width of the road on which the vehicle is traveling and the presence or absence of a pedestrian on the side road. The higher the traffic environment risk, the greater the travel support amount.

  The travel support unit 16 stores a travel support amount determination table shown in FIG. In the travel support amount determination table, comprehensive judgment based on the risk avoidance response time coefficient RT and the traffic environment risk coefficient TTC is set in a matrix. The travel support unit 16 determines the travel support amount by referring to the risk avoidance response time coefficient RT and the traffic environment risk coefficient TTC in the travel support amount determination table. When the assistance amount increase signal is not output from the assistance amount increase unit 15 to the driving assistance unit 16, the risk avoidance response time coefficient RT is set to the reference risk avoidance response time coefficient (when the driver is facing the front), and support is provided. When the amount increase signal is output, a risk avoidance response time coefficient based on the output support amount increase signal is set.

  The process “a” in FIG. 5 provides information by the alarm device 8 because the driver's driving margin is large, and the process “b” is performed by the alarm device 8 because the driver's driving margin is small. It is a reminder. Further, since the processing of “c” causes a driving risk, the alarm by the alarm device 8 is sounded, and the processing of “d” increases the driving risk, and therefore, the driving control device together with the alarm by the alarm device 8. 9 intervention control is performed.

  The travel support unit 16 generates a travel support amount signal based on the travel support amount corresponding to the risk avoidance response time coefficient RT and the traffic environment risk coefficient TTC, and outputs the travel support amount signal to the alarm device 8 and the travel control device 9. Since the driving assistance amount increases as the risk avoidance response time coefficient RT increases, an increase in the danger avoidance response time coefficient RT increases the driving support amount.

  The alarm device 8 includes a warning sound generator and a speaker. When the driving support amount signal is output from the driving support unit 16 to the alarm device 8, the alarm device 8 generates a warning sound from the speaker toward the driver at a speed corresponding to the output driving support amount signal. In the alarm device 8, an alarm is notified earlier as the travel support amount is larger.

  The travel control device 9 includes a braking / driving control device that controls the engine and the brake, and a steering control device that controls an electric motor that applies auxiliary steering torque to the steering. When the travel support amount signal is output from the travel support unit 16 to the travel control device 9, the travel control device 9 has a braking force, a driving force, and a steering assist force corresponding to the output travel support amount signal. The engine, brake, and electric motor are controlled by the driving force control device and the steering control device. The travel control device 9 avoids collision of the vehicle with an obstacle by controlling the driving force of the engine, the braking force of the brake, and the steering angle by the electric motor. The travel control device 9 increases the strength of the travel support, increases the braking force, decreases the driving force, or increases or speeds the steering angle operation with the electric motor to increase the travel support amount. Avoid collisions.

  In the driving support device according to the present embodiment having the above-described configuration, driving support is performed so as to avoid collision with surrounding obstacles according to the acceleration / deceleration of the vehicle and the face direction of the driver. When the driving support is performed, the driving support amount is increased as the acceleration of the vehicle is increased, and when the face orientation is looking aside, the driving support amount is increased as compared with the case of facing the front.

  By the way, there are various aspects of simply looking aside. As a mode of looking aside, in addition to looking aside, such as looking at the scenery from the side window or visually checking equipment in the car while the driver is driving, it is possible to look aside to operate the surrounding equipment It is done. Here, the inventors conducted an experiment on whether a change in the brake operation response time is observed according to the driving state of the driver. In the experiment, the brake operation response time was measured for each of the four cases of “accelerating operation”, “forward gaze (no device operation)”, “navigation gaze”, and “navigation operation”. The result is shown in FIG.

  As shown in FIG. 6, the brake operation response time was longer for “navigation gaze” than for “accelerating operation”, and further for “navigation operation” longer than “navigation gaze”. . As described above, when a navigation system that does not directly contribute to the driving operation is watched, the brake operation response time is longer than the acceleration operation that directly contributes to the driving operation. In addition, the “navigation operation” in which the device is operated is longer than the “navigation gaze” in which the device is simply watched.

  Devices operated by the driver include an air conditioner system and an audio system in addition to driving devices and navigation system devices. These devices are devices that do not directly contribute to the driving operation. However, the operation does not require a complicated operation unlike the navigation system. For this reason, it is considered that the brake operation response time is shorter than that when the navigation system is operated. Specifically, a simple operation for operating an air conditioner system or the like requires a line-of-sight movement time, but a complex operation for performing an operation such as a navigation system requires a focus adjustment time together with the line-of-sight movement time. For this reason, it is considered that the brake operation response time becomes longer. On the other hand, if the driver is operating the steering wheel with one hand while looking aside, there is a high possibility that he is operating a device that does not contribute directly to the driving operation, so the brake operation response time will be longer. Conceivable.

  In response to these results and considerations, the travel control device according to the present embodiment creates a table indicating the risk avoidance corresponding time coefficient shown in FIG. The risk avoidance reaction time coefficient in the table shown in FIG. 2 reflects the above experimental results and considerations, and the acceleration / deceleration state of the vehicle is divided into three stages of “deceleration”, “neutral (constant speed)”, and “acceleration”, and the driver The states are classified into “front” and “side look”, and “side look” is further divided into “no operation”, “simple operation”, and “complex operation”, and respective risk avoidance correspondence time coefficients are set. Alternatively, in the table shown in FIG. 4, the “one-hand handle” item is provided instead of the “simple operation” and “complex operation” items in the table shown in FIG. 2, and the risk avoidance response time coefficient is set. is doing.

  For each item, a risk recognition time coefficient RT1, an accelerator off time coefficient RT2, a brake avoidance determination time coefficient RT3, and a brake operation time coefficient RT4 are set, and a total RT obtained by adding them is stored. For this reason, the danger avoidance correspondence time coefficient increase amount can be determined according to the driving situation of the driver.

  For example, if the driver is not looking aside while the vehicle is traveling, the risk avoidance response time coefficient increase amount is not output to the travel support unit 16. At this time, when driving support is performed, the driving support amount is an amount corresponding to the reference risk avoidance response time coefficient. In addition, when operating the audio system 4 while looking aside (simple operation), the amount of increase in time coefficient corresponding to the risk avoidance corresponding to “27” when decelerating, “48” when neutral, and “60” when accelerating, When the navigation system 6 is being operated (complex operation) while looking aside, the danger avoidance response time coefficient increase amount of “33” when decelerating, “54” when neutral, and “66” when accelerating is output. The

  The assistance amount increasing unit 15 outputs an assistance amount increase signal based on the risk avoidance response time coefficient thus obtained to the driving assistance unit 16. The travel support unit 16 refers to the travel avoidance determination table shown in FIG. 5 for the risk avoidance response time coefficient based on the support amount increase signal output from the support amount increase unit 15 and the traffic environment risk coefficient TTC obtained separately. To obtain the driving assistance amount. Specifically, when the final risk avoidance response time coefficient RT exceeds 60 and is 150 or less, and the traffic environment risk coefficient TTC exceeds 100 or exceeds 50 and 100 or less, the driver's driving margin is large. Information is provided by the alarm device 8. Further, when the traffic environment risk coefficient TTC is greater than 20 and less than or equal to 150, the driver's driving margin is small. Therefore, a warning is given by the alarm device 8, and when the traffic environment risk coefficient TTC is 20 or less, the drive risk Therefore, the alarm by the alarm device 8 is sounded.

  Here, for example, it is assumed that the amount of increase in the risk avoidance response time coefficient output from the support amount increase unit 15 increases, and the final risk avoidance response time coefficient RT is 53, and then becomes 62. In this case, when the traffic environment risk coefficient TTC exceeds 100, when the traffic environment risk coefficient TTC exceeds 100, when the traffic environment risk coefficient TTC exceeds 50, when the traffic environment risk coefficient TTC is more than 50, when the traffic environment risk coefficient TTC exceeds 20 or less, Where “a”, “b”, and “c” are “a”, “b”, “c”, and “d”. As described above, as the amount of increase in the risk avoidance response time coefficient output from the support amount increasing unit 15 increases, the travel support amount increases.

  Thus, in the driving assistance device according to the present embodiment, when the driver is looking aside in the assistance amount increasing unit 15, depending on the type of the looking aside, a simple operation or a complicated operation is specifically performed. The amount of increase in the risk avoidance response time coefficient is increased or decreased depending on whether the vehicle is operated with one hand handle or not, and as a result, the increase in support is adjusted. For this reason, according to the type of side effects such as whether or not the device is being operated or whether the operation is a simple operation or a complicated operation, travel support for avoiding a collision with an obstacle is performed at an appropriate timing. be able to.

  The preferred embodiment of the present invention has been described above, but the present invention is not limited to the above embodiment. For example, in the above embodiment, the risk avoidance reaction time is set by dividing the device operation into a simple operation and a complex operation. However, the risk avoidance reaction time can be set according to each device. In the above embodiment, the risk avoidance response time coefficient increase amount is set in consideration of other risk avoidance response time coefficient increase amounts obtained based on the driver's drowsiness, etc. It is also possible to adopt a mode in which the avoidance response time coefficient increase amount is determined. Furthermore, in the above embodiment, the travel support amount is determined by comprehensive judgment based on the risk avoidance response time coefficient RT and the traffic environment risk coefficient TTC, but the travel support amount is determined only by the risk avoidance response time coefficient RT. You can also

  In addition, when the traffic environment risk coefficient TTC is larger than a predetermined value, it is possible to suppress the provision of information from the navigation system screen or speakers. Specifically, it is possible to reduce and increase the number of pictures and characters displayed on the screen, and to reduce the volume of the speaker. In this way, by suppressing information provision, the driver can easily concentrate on driving.

  Furthermore, when the traffic environment risk coefficient TTC becomes larger than a predetermined value, it is possible to suppress the device operation. Specifically, the input in the navigation system and the air conditioner operation are made invalid, and the fact is notified to the driver via a speaker or the like. By preventing the driver from performing the device operation in this way, it is possible to prevent a side effect accompanying the operation of the device that increases the risk avoidance response time.

It is a block block diagram of a driving assistance device in an embodiment of the present invention. It is a figure which shows the danger avoidance correspondence time coefficient determination table. It is a figure which shows the structure of a danger avoidance response time coefficient. It is a figure which shows the other example of the danger avoidance corresponding time coefficient determination table. It is a figure which shows the assistance amount determination table. It is a graph which shows the relationship between the driving | running state of a driver, and brake operation reaction time.

Explanation of symbols

DESCRIPTION OF SYMBOLS 1 ... Driving assistance device, 2 ... Acceleration sensor, 3 ... Steering torque sensor, 4 ... Audio system, 5 ... Air-conditioner system, 6 ... Navigation system, 7 ... Camera, 8 ... Alarm device, 9 ... Driving control device, 11 ... Equipment Type determination unit, 12 ... device operation determination unit, 13 ... image processing unit, 14 ... armpit detection unit, 15 ... support amount increase unit, 16 ... travel support unit, RT ... risk avoidance response time coefficient, TTC ... traffic environment risk coefficient .

Claims (5)

A driving support means for supporting driving for driving to avoid an obstacle of the driver, an armpit detecting means for detecting the driver's side look, and an amount of driving support by the driving support means when the driver's side look is detected. A driving support device comprising a support amount increasing means;
A device operation determination unit that determines whether or not the driver's side look is accompanied by a device operation when the driver's side look is detected by the side look detection unit ;
Accelerating / decelerating state detecting means for detecting an accelerating / decelerating state of the vehicle including the driving support means ,
The device operation determination means includes device type determination means for determining the type of device operated by the driver,
When the device operation determination unit determines that the driver's looking aside is accompanied by a device operation, the assistance amount increasing unit is more than the case where it is determined that the driver is not accompanied by a device operation. Increase the amount of driving support by the support means,
When the device determined by the device type determination unit is a device with a complex operation that requires a line-of-sight movement time and a focus adjustment time, the travel support unit determines that the device is a device with a simple operation that requires a line-of-sight movement time. While increasing the driving support amount ,
A travel support apparatus that adjusts an increase amount of the travel support amount according to a detection result of the acceleration / deceleration state detection means . A navigation system is a device with complex operations that requires eye movement time and focus adjustment time.
The travel support apparatus according to claim 1, wherein the device with a simple operation that requires a line-of-sight movement time is an air conditioner system.   The driving support device according to claim 1 or 2, wherein the driving support amount by the driving support means is increased when the driver is operating the one-handed handle, compared to when the driver is not operating the one-handed handle. The travel support means performs travel support to avoid a collision with an obstacle present in the vehicle traveling direction,
The travel support device according to any one of claims 1 to 3, wherein the support amount increasing means increases the start timing of the travel support that avoids the collision when increasing the travel support amount. The travel support means performs travel support to avoid a collision with an obstacle present in the vehicle traveling direction,
The travel support device according to any one of claims 1 to 3, wherein the support amount increasing means increases the strength of the travel support that avoids the collision when increasing the travel support amount.

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