JP5321130B2 - Driving support device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a driving operation support apparatus capable of suitably warning a driver, and to provide an automobile and a method for supporting driving operation. <P>SOLUTION: The driving operation support apparatus includes: an approach degree detection means for detecting an approach degree of its own vehicle to a warning target based on a position of the warning target and a traveling position of the own vehicle; a first warning means for generating a warning when the approach degree detected by the approach degree detection means becomes a predetermined first criterion value or less; a second warning means for generating a warning when the approach degree detected by the approach degree detection means becomes a second criterion value or less, which is smaller than the first criterion value; a warning setting means for setting whether the warning from the first warning means is to be permitted or not; and a criterion correction means which, when the warning setting means sets no permission of the warning from the first warning means, performs correction for approximating the second criterion value to the first criterion value. <P>COPYRIGHT: (C)2010,JPO&amp;INPIT

Description

The present invention relates to a driving operation support equipment for supporting the intersection passage of the driver.

Conventionally, a driving operation that performs driving assistance at an intersection that needs to be temporarily stopped (hereinafter referred to as a “temporary stop intersection”) based on map data of a car navigation system or a temporary stop line detected by imaging by a camera. Support devices are known.
For example, Patent Document 1 discloses a technique for assisting a driver to pass an intersection by giving a warning in multiple stages based on the distance to a temporarily stopped intersection in consideration of the presence or absence of a deceleration operation when approaching the intersection. Has been.
In the above prior art, when assisting a driver through an intersection with multi-stage alarms, the primary purpose of the first alarm is to notify the existence of an intersection, and it has significance as a preliminary alarm for the second and subsequent alarms. doing.
For this reason, the first alarm is output at a point farther from the intersection than the second and subsequent alarms.

JP 2004-86363 A

However, since there are individual differences in the driving characteristics of the driver, in the above-described conventional technology, the first warning is output from the driving operation support device even though the driver recognizes the approach to the intersection. There is a possibility.
In such a case, since an alarm unnecessary for the driver is output, it will be bothersome.
Thus, in the prior art, it has been difficult to appropriately issue a warning to the driver.
The subject of this invention is performing the warning with respect to a driver more appropriately.

  In order to solve the above-described problems, the present invention detects the approach degree of the host vehicle with respect to the alert target based on the position of the alert target and the traveling position of the host vehicle, and the approach degree is equal to or less than the first determination reference value. In this case, the first alarm can be generated. Further, the second alarm is generated when the approach degree is equal to or less than the second determination reference value which is smaller than the first determination reference value. At this time, whether or not the first alarm is permitted is set, and when the first alarm is not permitted, the second alarm determination reference value is set to the first alarm determination reference value. Perform correction close to.

  According to the present invention, it is possible to more appropriately warn the driver.

1 is a diagram showing a schematic configuration of an automobile 1 having a driving operation support device according to a first embodiment. 1 is a system diagram illustrating a configuration of a driving operation support apparatus 1A according to a first embodiment. It is a flowchart which shows the alarm determination process which the alarm determination part 40 performs. It is a figure explaining the driving | running | working condition at the time of approaching an intersection. It is a figure which shows the relationship between the vehicle speed V, 1st warning conditions (warning distance Ls1), and 2nd warning conditions (warning distance Ls2). It is a figure which shows the relationship between the vehicle speed V, 1st alarm conditions (alarm distance Ls1), 2nd alarm conditions (alarm distance Ls2), and 2nd alarm conditions after correction | amendment (alarm distance Ls2 '). It is a flowchart which shows the alarm condition correction process which the alarm condition correction | amendment part 70 performs. It is a flowchart which shows the alarm condition correction process which the alarm condition correction | amendment part 70 performs. It is a figure which shows the relationship between the correction amount (deceleration (DELTA) (alpha)) of 2nd alarm setting conditions, and elapsed time Tc. It is a figure which shows the relationship between the correction amount (deceleration (DELTA) (alpha)) of 2nd alarm setting conditions, and elapsed time Tc. It is a system diagram which shows the structure of the driving operation assistance apparatus 1A which concerns on 3rd Embodiment. It is a flowchart which shows the alarm condition correction process which the alarm condition correction | amendment part 70 performs. It is a figure which shows the relationship between the correction amount (deceleration (DELTA) (alpha)) of 2nd alarm setting conditions, and elapsed time Tc. It is a figure which shows the relationship between the vehicle speed V and the correction amount (deceleration (DELTA) (alpha) 1) of 2nd alarm setting conditions.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings.
(First embodiment)
(Constitution)
FIG. 1 is a diagram illustrating a schematic configuration of an automobile 1 having a driving operation support device according to the present embodiment.
In FIG. 1, an automobile 1 includes a vehicle body 2, a brake pedal 3, a brake sensor 4, an accelerator pedal 5, an accelerator sensor 6, wheels 7, a vehicle speed sensor 8, and a driving operation support device 1A. Yes.
Among these, the brake sensor 4 detects the amount of operation of the brake pedal 3 by the driver. Specifically, the brake sensor 4 detects the depression amount when the driver depresses the brake pedal 3 as the operation amount of the brake pedal 3. Then, the brake sensor 4 outputs information relating to the detected operation amount of the brake pedal 3 (hereinafter referred to as “brake operation amount information”) to the controller 80.

  The accelerator sensor 6 detects the amount of operation of the accelerator pedal 5 by the driver. Specifically, the accelerator sensor 6 detects the amount of depression when the driver steps on the accelerator pedal 5 as an operation amount of the accelerator pedal 5. Then, the accelerator sensor 6 outputs information relating to the detected operation amount of the accelerator pedal 5 (hereinafter referred to as “accelerator operation amount information”) to the controller 80.

The vehicle speed sensor 8 generates a pulse signal corresponding to the rotation of the wheel, and detects the traveling speed of the host vehicle based on the pulse signal. The vehicle speed sensor 8 outputs a signal indicating the traveling speed of the host vehicle (hereinafter referred to as “speed notification signal”) to the alarm determination unit 40.
The driving operation support device 1A has a function of detecting the position of the temporary stop intersection and assisting the driver's driving when the host vehicle passes through the temporary stop intersection.

FIG. 2 is a system diagram showing a configuration of the driving operation support apparatus 1A according to the present embodiment.
As shown in FIG. 2, the driving operation support device 1A includes a temporary stop position storage unit 10, a current position detection unit 20, a deceleration operation detection unit 30, an alarm determination unit 40, an alarm unit 50, and an alarm setting unit. 60 and an alarm condition correction unit 70. Among these, the functions of the deceleration operation detection unit 30, the alarm determination unit 40, and the alarm condition correction unit 70 are realized by the controller 80.
The temporary stop position storage unit 10 stores the position of the temporary stop intersection and the temporary stop position at the temporary stop intersection as alarm targets.

  Specifically, the temporary stop position storage unit 10 constitutes a database that stores position information indicating the position of the temporary stop intersection and the temporary stop position. As the temporary stop position storage unit 10, for example, a position information database stored by adding temporary stop position data to map data stored in a map database of a car navigation system can be used. Note that the pause position is not limited to the above. For example, the position determined by the driver to be paused may be set in the map data by operating the car navigation system, or the pause line or the like may be paused. The position to be stored may be stored in advance on the map data.

The current position detection unit 20 detects the current position of the host vehicle. Then, the current position detection unit 20 outputs a signal indicating the current position of the host vehicle (hereinafter referred to as “current position notification signal”) to the alarm determination unit 40.
Here, as the current position detection unit 20, for example, a positioning function of a car navigation system including a global positioning system (GPS) receiver can be used. In this case, the vehicle position detection unit 20 can detect the current position of the host vehicle by using absolute coordinates obtained from GPS and position information acquired by autonomous navigation.

  In addition, as a method of detecting the current position of the host vehicle in the current position detection unit 20, a base station that simultaneously receives radio waves transmitted from a plurality of base stations and calculates from the arrival times of the radio waves, in addition to using GPS. Detecting the current position of the host vehicle by detecting the current position by triangulation based on the distance to the road, or performing road-to-vehicle communication with road-side communication equipment provided on the road side as infrastructure Can do. Also, the current position can be detected by combining these methods.

The deceleration operation detection unit 30 detects the driver's deceleration operation based on the brake operation amount information input from the brake sensor 4 and the accelerator operation amount information input from the accelerator sensor 6, and indicates the driver's deceleration operation. A signal (hereinafter referred to as “deceleration operation notification signal”) is output to the alarm determination unit 40.
Specifically, the deceleration operation detection unit 30 determines that the deceleration operation has been performed when the brake operation amount exceeds a threshold set for the brake operation amount. Further, the deceleration operation detecting unit 30 determines that the deceleration operation has been performed when the accelerator operation amount exceeds the threshold set for the accelerator operation amount (that is, when the amount of return of the accelerator pedal 5 exceeds the threshold). To do.

The alarm determination unit 40 stores alarm conditions for the alarm unit 50 to output an alarm. In addition, the alarm determination unit 40 stores a plurality of alarm conditions for performing multi-stage alarms.
That is, the driving operation support device 1A according to the present embodiment is based on a state in which two levels of alarms (first alarm and second alarm) are output, and the alarm is set to one level according to the driver's setting. Is.

Therefore, the alarm determination unit 40 stores alarm conditions corresponding to the first alarm and the second alarm, respectively. Hereinafter, an alarm condition corresponding to the first alarm is referred to as a “first alarm condition”, and an alarm condition corresponding to the second alarm is referred to as a “second alarm condition”.
And the alarm determination part 40 performs the alarm determination process mentioned later, and when the alarm condition instruction | indication signal (after-mentioned) is input from the alarm condition correction | amendment part 70, it changes a 2nd alarm condition according to an alarm condition instruction | indication signal. To do. At this time, the alarm determination unit 40 is set not to perform the first alarm.

In addition, the warning determination unit 40 is input from the speed notification signal input from the vehicle speed sensor 8, the position and temporary stop position of the temporary stop intersection stored in the temporary stop position storage unit 10, and the current position detection unit 20. Based on the current position notification signal and the deceleration operation notification signal input from the deceleration operation detection unit 30, it is determined whether the first or second alarm condition is satisfied.
Then, the alarm determination unit 40, when the first or second alarm condition is satisfied, an instruction signal (hereinafter referred to as an instruction signal) instructing the output of the first or second alarm according to the satisfied alarm condition. , Referred to as “alarm instruction signal”).

The warning unit 50 is constituted by a sound output device such as a light emitting device such as a warning buzzer or a lamp, for example, and notifies the driver by a warning that braking is required or additional braking is required.
Specifically, the alarm unit 50 outputs an alarm based on the alarm instruction signal input from the alarm determination unit 40. At this time, the alarm unit 50 outputs the first alarm when the alarm instruction signal indicates the first alarm, and outputs the second alarm when the alarm instruction signal indicates the second alarm. Alarm is output.

The alarm setting unit 60 is configured by a switch such as a button provided on the navigation system or the steering wheel, or a button installed around the instrument panel, and a frequency at which the alarm unit 50 outputs an alarm (hereinafter, “alarm frequency”). ").) Is set.
Here, the alarm frequency means that both the first and second alarms are performed, the first alarm is not performed, only the second alarm is performed, or both the first and second alarms are performed. This is information indicating whether or not to perform the operation, and the alarm frequency is set by the driver operating the alarm setting unit 60.

Then, the alarm setting unit 60 outputs a signal indicating the set alarm frequency (hereinafter referred to as “alarm setting signal”) to the alarm condition correcting unit 70.
The alarm condition correction unit 70 corrects the second alarm condition used in the alarm determination unit 40 in accordance with the alarm setting signal input from the alarm setting unit 60, and performs determination based on the corrected second alarm condition. An instruction signal (hereinafter, “alarm condition instruction signal”) to be output is output to the alarm determination unit 40.

(Alarm judgment processing)
Next, the alarm determination process executed in the alarm determination unit 40 will be described.
FIG. 3 is a flowchart showing an alarm determination process executed by the alarm determination unit 40.
The flowchart shown in FIG. 3 is repeatedly executed at regular time intervals (for example, every 100 ms) by the operating system that controls the automobile 1.
In FIG. 3, when the alarm determination process is started, the alarm determination unit 40 first detects the current position P and the vehicle speed V of the host vehicle (step S101).
Specifically, the warning determination unit 40 detects the current position P and the vehicle speed V of the host vehicle based on the speed notification signal input from the vehicle speed sensor 8 and the current position notification signal input from the current position detection unit 20.

Next, the warning determination part 40 reads the position Pc and the temporary stop position Pi of the temporary stop intersection from the temporary stop position storage part 10 (step S102).
FIG. 4 is a diagram illustrating a traveling state when approaching an intersection.
In FIG. 4, P is the current position, Pc is the position of the temporary stop intersection, Pi is the temporary stop position, L is the distance from the current position P to the temporary stop position Pi, and Lo is the temporary position set for the alarm determination process. The distance from the stop intersection position Pc is shown. The alarm determination unit 40 reads information on the temporary stop position Pi from the positional information database of the temporary stop position storage unit 10. Here, the temporary stop position Pi is a position where the vehicle is to be temporarily stopped, and the position Pc of the temporary stop intersection is a reference position for specifying the intersection (for example, a position where the own lane and the intersection lane intersect at the intersection). .

Next, the warning determination unit 40 collates the current position P of the vehicle with the data related to the temporary stop position Pi detected in step S102, and the distance L from the current position P to the temporary stop position Pi is the set distance. It is determined whether it is within the range of Lo (step S103).
If it is determined in step S103 that the distance L from the current position P to the temporary stop position Pi is not within the set distance Lo, the alarm determination unit 40 returns to step S101 and repeats the alarm determination process.

On the other hand, if it is determined in step S103 that the distance L from the current position P to the temporary stop position Pi is within the set distance Lo, the alarm determination unit 40 sets an alarm condition (step S104). ).
In step S104, the warning determination unit 40 travels until the own vehicle decelerates from the current vehicle speed V at a specific acceleration α (α1 or α2) (hereinafter referred to as “alarm distance”). Ls is calculated, and the calculated distance Ls is set as an alarm condition. At this time, the alarm determination unit 40 calculates the alarm distance according to the following equations (1) and (2) for the acceleration α1 corresponding to the first alarm condition and the acceleration α2 corresponding to the second alarm condition. Ls1 and Ls2 are calculated.
Ls1 = V ² / 2α ₁ (1)
Α1 is a preset acceleration.
Ls2 = V ² / 2α ₂ (2)
Α2 is an acceleration set in advance similarly to α1, but is set under the condition of α2> α1.

FIG. 5 is a diagram showing the relationship between the vehicle speed V and the first alarm condition (alarm distance Ls1) and the second alarm condition (alarm distance Ls2).
When the alarm distances Ls1 and Ls2 calculated by the alarm determination unit 40 in step S104 are used, the first and second alarm conditions are set according to the relationship shown in FIG.
That is, when the vehicle speed V is the same, the first alarm is output at a position farther from the second alarm than the second alarm.

After step S104, the alarm determination unit 40 causes the alarm condition correction unit 70 to execute an alarm condition correction process, which will be described later, and acquires the result (step S105).
In the alarm condition correction process in step S105, the alarm condition correction unit 70 calculates the alarm condition correction amount ΔLs2 by the following equation (3) using the deceleration Δα set for correcting the alarm condition.
ΔLs2 = V ² / 2Δα (3)
The deceleration Δα is a preset acceleration, but is set under the condition of (α2−α1)> Δα.
Therefore, in step S105, the warning condition correction unit 70 corrects the warning distance Ls2 so as to be the following warning distance Ls2 ′.
Ls2 ′ = Ls2 + ΔLs2 (4)

FIG. 6 is a diagram showing the relationship between the vehicle speed V, the first alarm condition (alarm distance Ls1), the second alarm condition (alarm distance Ls2), and the corrected second alarm condition (alarm distance Ls2 ′). It is.
As illustrated in FIG. 6, the second alarm condition is changed by the correction so as to approach the first alarm condition as compared with the second alarm condition before the correction.
Next, the alarm determination unit 40 determines whether or not the first alarm is set as the alarm frequency (the driver turns on the first alarm) (step S106).
If it is determined in step S106 that the first alarm is not set as the alarm frequency, the alarm determination unit 40 proceeds to step S109.

On the other hand, if it is determined in step S106 that the first alarm is set as the alarm frequency, the alarm determination unit 40 determines whether or not the traveling state of the host vehicle satisfies the first alarm condition. Is determined (step S107).
In step S107, the alarm determination unit 40 determines whether or not the relationship between the current position P of the host vehicle and the temporary stop position Pi matches the first alarm condition set in step S104, and the vehicle speed V Exceeds the preset speed Vo (for example, 10 km / h), and it is also determined that the brake pedal is not being operated.

In step S107, when it determines with the driving | running | working condition of the own vehicle not satisfying the 1st warning conditions, the warning determination part 40 transfers to step S109.
On the other hand, when it is determined in step S107 that the traveling state of the host vehicle satisfies the first alarm condition, the alarm determination unit 40 outputs an alarm instruction signal instructing the output of the first alarm to the alarm unit 50. (Step S108).
When it is determined that the vehicle speed V is equal to or less than Vo or the brake pedal operation is performed, the alarm determination unit 40 does not output an alarm instruction signal.

If it is determined in step S106 that it is not set to perform the first alarm as the alarm frequency, if it is determined in step S107 that the traveling state of the host vehicle does not satisfy the first alarm condition, and After step S108, the alarm determination unit 40 determines whether or not the alarm frequency is set to perform the second alarm (whether the driver has turned on the second alarm) (step S109).
If it is determined in step S109 that the second alarm is not set as the alarm frequency, the alarm determination unit 40 returns to step S101 and repeats the alarm determination process.

On the other hand, if it is determined in step S109 that the second alarm setting is set as the alarm frequency, the alarm determination unit 40 determines whether or not the traveling state of the host vehicle satisfies the second alarm condition. Judgment is made. (Step S110).
In step S110, the alarm determination unit 40 determines whether or not the relationship between the current position P of the host vehicle and the temporary stop position Pi matches the second alarm condition set in step S104, and the vehicle speed V Exceeds the preset speed Vo (for example, 10 km / h), and it is also determined that the brake pedal is not being operated.

In Step S110, when it is determined that the traveling state of the host vehicle does not satisfy the second alarm condition, the alarm determination unit 40 returns to Step S101 and repeats the alarm determination process.
On the other hand, when it is determined in step S110 that the traveling state of the host vehicle satisfies the second alarm condition, the alarm determination unit 40 outputs an alarm instruction signal for instructing output of the second alarm to the alarm unit 50. (Step S111).
When it is determined that the vehicle speed V is equal to or less than Vo or the brake pedal operation is performed, the alarm determination unit 40 does not output an alarm instruction signal.
Next, the warning determination unit 40 returns to step S101 and repeats the driving operation support process.

(Alarm condition correction processing)
Next, alarm condition correction processing executed by the alarm condition correction unit 70 will be described.
FIG. 7 is a flowchart showing alarm condition correction processing executed by the alarm condition correction unit 70 in step S105 of FIG.
In step S105 of the alarm determination process, the alarm condition correction unit 70 starts the alarm condition correction process when the alarm determination unit 40 instructs the start of the alarm condition correction process.
In FIG. 7, when the alarm condition correction unit 70 starts the alarm condition correction process, it first detects an alarm setting signal (step S201).
Specifically, the alarm condition correction unit 70 detects an alarm setting signal input from the alarm setting unit 60.

Next, the alarm condition correction unit 70 is set to perform the first alarm as the alarm frequency based on the alarm setting signal input from the alarm setting unit 60 (the driver turns on the first alarm). (Step S202).
If it is determined in step S202 that the first alarm is set as the alarm frequency, the alarm condition correction unit 70 proceeds to step S204.

On the other hand, if it is determined in step S202 that the alarm frequency is not set to perform the first alarm, the alarm condition correction unit 70 determines the second alarm condition according to the above equations (3) and (4). Correction is performed (step S203).
Next, the alarm condition correction unit 70 outputs an alarm condition instruction signal indicating the second alarm condition corrected in step S203 to the alarm determination unit 40 (step S204).
After step S204, the alarm condition correction unit 70 ends the alarm condition correction process.

(Operation)
Next, the operation will be described.
It is assumed that the driver of the automobile 1 is traveling toward the intersection. At this time, the driver sets the alarm frequency and determines whether or not to perform each of the first alarm and the second alarm.
On the other hand, the automobile 1 is executing a driving operation support process, and various types of data are read into the alarm determination unit 40 from the sensors of each part of the automobile 1.
In addition, the automobile 1 calculates the current position P and the vehicle speed V of the host vehicle, and reads the temporary stop position from the temporary stop position storage unit 10.
Furthermore, the automobile 1 determines whether or not the distance from the current position P of the host vehicle to the temporary stop position is equal to or less than a preset distance.

When the distance to the temporary stop position is equal to or less than a preset distance, the automobile 1 outputs an alarm according to the setting of the first alarm condition and the second alarm condition.
That is, when the alarm frequency is set to perform the first alarm and the second alarm, the automobile 1 becomes the distance (alarm distance Ls1) to the temporary stop position set as the first alarm condition. The first alarm is output.

Next, when the distance to the temporary stop position is further shortened and the distance to the temporary stop position (alarm distance Ls2) set as the second alarm condition is reached, the second alarm is output.
When the alarm frequency is set to perform the second alarm without performing the first alarm, the automobile 1 corrects the second alarm condition by executing the alarm condition correction process.
The automobile 1 then outputs a second alarm when the distance to the temporary stop position (alarm distance Ls2 ′) set as the corrected second alarm condition is reached.

Here, the corrected second alarm condition is corrected so as to approach the first alarm condition as compared with the case where the first alarm condition is set to be performed.
Therefore, when the alarm frequency is set to perform the first alarm, the second alarm is output at a timing earlier than the timing of outputting the second alarm by the time corresponding to the correction amount (ΔLs2). .

Thereby, according to a driver | operator's request | requirement, it can be set as the 1st warning not being performed. Further, when the first alarm is not set, it is possible to prevent the second alarm from being unexpectedly output at a timing approaching the temporary stop position, and to prevent a driver's reaction delay.
As described above, the automobile 1 according to the present embodiment can set whether or not to perform the first alarm and the second alarm by the alarm setting unit 60.

Further, when the driver is set not to perform the first alarm, the alarm condition correction unit 70 corrects the second alarm condition and sets the second alarm to be output at an earlier timing.
If the alarm determination unit 40 performs the alarm determination process and does not perform the first alarm, the second alarm is output at an earlier timing according to the corrected second alarm condition. .

Therefore, it is possible to prevent an unnecessary alarm from being given to the driver, and to prevent the driver from feeling troublesome. In addition, even when the driver is set not to perform an unnecessary alarm, the alarm output timing required for the driver can be made earlier, and the approach of the temporary stop position to the driver at a more appropriate timing. Can be notified.
That is, according to the present invention, it is possible to more appropriately warn the driver.

  In the present embodiment, the temporary stop position storage unit 10 corresponds to an alarm target position acquisition unit, the current position detection unit 20 corresponds to a travel position acquisition unit, and the alarm determination unit 40 corresponds to an approach degree detection unit. The alarm determination unit 40 and the alarm unit 50 correspond to the first alarm unit and the second alarm unit, the alarm setting unit 60 corresponds to the alarm setting unit, and the alarm condition correction unit 70 corresponds to the determination reference correction unit. The vehicle speed sensor 8 corresponds to the speed detection means.

(Application 1)
In the first embodiment, it is determined that the deceleration operation has been performed when the brake operation amount exceeds the threshold set for the brake operation amount, and the accelerator operation amount exceeds the threshold set for the accelerator operation amount. Sometimes, it was determined that a deceleration operation was performed.
On the other hand, it is possible to detect that the deceleration operation of the vehicle speed is detected, and when this deceleration amount exceeds the set threshold value, it is determined that the deceleration operation has been performed. Further, it is possible to determine whether or not a deceleration operation has been performed by detecting the state of release of the accelerator pedal or a change state of a transmission gear ratio (not shown) (such as a gear shift to the low gear side).

(Effect of 1st Embodiment)
(1) Alarm target position acquisition means for acquiring a position of an alarm target in the course of the host vehicle, travel position acquisition means for acquiring travel position information that is information relating to the travel position of the host vehicle, and the alarm target position acquisition means Based on the acquired position of the alarm target and the travel position of the host vehicle detected by the travel position detection means, an approach degree detection means for detecting the approach degree of the host vehicle to the alarm target, and the approach degree detection means The first alarm means for generating an alarm when the degree of approach detected by the sensor becomes equal to or less than a predetermined first criterion value, and the degree of approach detected by the approach degree detector Sets a second alarm means for generating an alarm when the value is equal to or smaller than a second determination reference value smaller than the determination reference value, and whether or not the alarm in the first alarm means is permitted. In the alarm setting unit and the alarm setting unit, when the alarm is not permitted in the first alarm unit, the second determination reference value is corrected to be close to the first determination reference value. Determination criterion correction means.

Thereby, since it can be set not to perform the 1st alarm, the situation where a driver feels troublesome can be prevented. In addition, since the determination reference value of the second warning is corrected, the degree of approach to the warning target can be notified to the driver at a more appropriate timing.
That is, the warning for the driver can be performed more appropriately.

(2) The approach degree detection means detects a distance between the position of the alarm target and the traveling position of the host vehicle as the approach degree, and the first alarm means uses the first judgment reference value as a first judgment reference value. 1 is set, the second alarm means sets the second distance as the second determination reference value, and the determination reference correction means is the alarm setting means in the first alarm means. When the setting is such that alarm generation is not permitted, the second distance, which is the second determination reference value, is increased within a range up to the first distance, which is the first determination reference value.
As described above, since the first and second determination criteria are set based on the distance, a warning to the driver can be more appropriately performed using parameters that can be easily obtained in the automobile.

(3) It has speed detecting means for detecting the traveling speed of the host vehicle, and the first warning means is based on the traveling speed detected by the speed detecting means and a predetermined first deceleration. When the vehicle decelerates at the first deceleration, the distance from the start of deceleration to the stop is calculated and the first determination reference value is set, and the second alarm means is configured to detect the speed. When the host vehicle decelerates at the second deceleration based on the traveling speed detected by the means and the second deceleration larger than the first deceleration, the vehicle is decelerated from the start of deceleration until it stops. The distance is calculated and the second determination reference value is set.
As described above, the first and second determination criteria can be set on the basis of the set deceleration state at the appropriate deceleration, so that the driver can be more appropriately timed to approach the alarm target. Can be notified.

(Second Embodiment)
Next, a second embodiment of the present invention will be described.
(Constitution)
In the present embodiment, the alarm condition correction process in the first example is different.
Therefore, the configuration of the automobile 1 will be described with reference to FIGS. 1 and 2 in the first embodiment and the description thereof, and here, the alarm condition correction processing executed by the alarm condition correction unit 70 will be mainly described.

(Alarm condition correction processing)
FIG. 8 is a flowchart showing alarm condition correction processing executed by the alarm condition correction unit 70 in step S105 in FIG.
In step S105 of the alarm determination process, the alarm condition correction unit 70 starts the alarm condition correction process when the alarm determination unit 40 instructs the start of the alarm condition correction process.
In FIG. 8, when the alarm condition correction unit 70 starts the alarm condition correction process, it first detects an alarm setting signal (step S301).
Specifically, the alarm condition correction unit 70 detects an alarm setting signal input from the alarm setting unit 60.

Next, the alarm condition correction unit 70 is set to perform the first alarm as the alarm frequency based on the alarm setting signal input from the alarm setting unit 60 (the driver turns on the first alarm). ) Is determined (step S302).
If it is determined in step S302 that the first alarm is set as the alarm frequency (the driver turns on the first alarm), the alarm condition correction unit 70 proceeds to step S308.

On the other hand, if it is determined in step S302 that the first alarm is not set as the alarm frequency (the driver turns off the first alarm), the alarm condition correction unit 70 performs the previous control cycle. It is determined whether or not it is set to perform the first warning (whether the driver has turned on the first warning during the previous control cycle) (step S303).
That is, the automobile 1 is provided with a memory (not shown) for overwriting and storing the first alarm setting for each control cycle, and the first alarm in the previous control cycle recorded in the memory. By detecting the setting, it is determined whether or not the previous first alarm was ON.

In step S303, when it is determined that the first alarm is set to be performed in the previous control cycle (the driver has turned on the first alarm during the previous control cycle), the alarm condition correction unit 70 Starts counting the elapsed time Tc from the setting change (step S304), and proceeds to step S305.
On the other hand, if it is determined in step S303 that the first alarm is not set to be performed in the previous control cycle (the driver has turned off the first alarm during the previous control cycle), the alarm condition The correction unit 70 acquires an elapsed time Tc from the start of time measurement in step S302 to the present time (step S305).
Next, the alarm condition correction unit 70 determines whether or not the elapsed time Tc is within a preset threshold time Tco (step S306).

In step S306, when it is determined that the elapsed time Tc is within the preset threshold time Tco, the alarm condition correction unit 70 corrects the alarm condition according to the elapsed time Tc (step S307).
When it is determined in step S302 that the first alarm is set as the alarm frequency (the driver turns on the first alarm), and the elapsed time Tc is not within the predetermined time Tco in step S306 In step S308, the elapsed time Tc is cleared.
After step S307 and step S308, the alarm condition correction unit 70 outputs an alarm condition instruction signal to the alarm setting unit 40 (step S309).

FIGS. 9 and 10 are diagrams showing the relationship between the correction amount (deceleration Δα) of the second alarm setting condition and the elapsed time Tc. FIG. 9 shows the case where the first alarm is changed from ON to OFF. The relationship when the threshold time Tc has elapsed after the first alarm is switched from ON to OFF is shown, and FIG. 10 shows the relationship when the first alarm is switched from OFF to ON.
In FIG. 9, in proportion to the elapsed time Tc from when the first alarm is not set (when the driver turns off the first alarm), up to a certain value, the second alarm condition is satisfied. The correction amount increases. Therefore, as the correction amount increases, the second alarm is gradually output at an earlier timing than the second alarm before correction.

As a result, the second warning can be gradually changed from the timing before correction, and it is possible to prevent the driver from feeling uncomfortable that the output timing of the second warning has suddenly changed.
As for the elapsed time Tc, the threshold time Tco for resetting is set as described above.
On the other hand, as shown in FIG. 10, when the first alarm is turned on from the OFF state and when the threshold time Tc has elapsed after the first alarm is turned from ON to OFF, In order to prevent the second alarm from being output immediately after the alarm is issued, the timing at which the second alarm is output is immediately set to the second alarm condition before correction (ie, the condition shown in FIG. 5). Set.

(Operation)
Next, the operation will be described.
It is assumed that the driver of the automobile 1 is traveling toward the intersection. At this time, the driver sets the alarm frequency and determines whether or not to perform each of the first alarm and the second alarm.
On the other hand, the automobile 1 is executing a driving operation support process, and various types of data are read into the alarm determination unit 40 from the sensors of each part of the automobile 1.
In addition, the automobile 1 calculates the current position P and the vehicle speed V of the host vehicle, and reads the temporary stop position from the temporary stop position storage unit 10.

Furthermore, the automobile 1 determines whether or not the distance from the current position P of the host vehicle to the temporary stop position is equal to or less than a preset distance.
When the distance to the temporary stop position is equal to or less than a preset distance, the automobile 1 outputs an alarm according to the setting of the first alarm condition and the second alarm condition.
That is, when the alarm frequency is set to perform the first alarm and the second alarm, the automobile 1 becomes the distance (alarm distance Ls1) to the temporary stop position set as the first alarm condition. The first alarm is output.

Next, when the distance to the temporary stop position is further shortened and the distance to the temporary stop position (alarm distance Ls2) set as the second alarm condition is reached, the second alarm is output.
When the alarm frequency is set to perform the second alarm without performing the first alarm, the automobile 1 corrects the second alarm condition by executing the alarm condition correction process.
At this time, the automobile 1 performs correction to gradually advance the timing at which the second alarm is output in accordance with the elapsed time Tc from the time when the first alarm is not set.

The automobile 1 then outputs a second alarm when the distance to the temporary stop position (alarm distance Ls2 ′) set as the corrected second alarm condition is reached.
Here, the corrected second alarm condition is corrected so as to approach the first alarm condition according to the elapsed time Tc, as compared with the case where the first alarm condition is set to perform the first alarm.
Therefore, when the alarm frequency is set to perform the first alarm, the second alarm is generated at a timing earlier than the timing of outputting the second alarm by the correction amount of the alarm distance corresponding to the elapsed time Tc. Is output.

Thereby, according to a driver | operator's request | requirement, it can be set as the 1st warning not being performed. Further, when the first alarm is not set, it is possible to prevent the second alarm from being unexpectedly output at a timing approaching the temporary stop position, and to prevent a driver's reaction delay.
Furthermore, the output timing of the second alarm can be advanced as the elapsed time Tc from the time when the first alarm is turned off increases.

As described above, the automobile 1 according to the present embodiment can set whether or not to perform the first alarm and the second alarm by the alarm setting unit 60.
Further, when the driver is set not to perform the first alarm, the alarm condition correction unit 70 corrects the second alarm condition and sets the second alarm to be output at an earlier timing.
At this time, the timing for outputting the second alarm is gradually advanced in accordance with the elapsed time Tc from the time when the first alarm is not set.
When the alarm determination unit 40 performs the alarm determination process and does not perform the first alarm, the second timing condition is changed according to the corrected second alarm condition to change the second timing. Output an alarm.

Therefore, it is possible to prevent an unnecessary alarm from being given to the driver, and to prevent the driver from feeling troublesome. In addition, even when the driver is set not to perform an unnecessary alarm, the alarm output timing required for the driver can be made earlier, and the approach of the temporary stop position to the driver at a more appropriate timing. Can be notified.
Furthermore, the timing at which the second alarm is output is advanced with the passage of time immediately after the first alarm is turned off. Therefore, it is possible to prevent the driver from feeling uncomfortable that the output timing of the second alarm has changed abruptly.
That is, according to the present invention, it is possible to more appropriately warn the driver.

(Effect of 2nd Embodiment)
(1) The determination criterion correction means may be configured such that the longer the elapsed time from the time when the alarm setting means has changed from the state in which the alarm generation of the first alarm means is permitted to the state in which the alarm is not permitted, the longer the second criterion is. Correction is performed so that the value approaches the first determination reference value.
Therefore, when it is set not to perform the first alarm, it is possible to prevent the driver from feeling uncomfortable that the output timing of the second alarm has suddenly changed.

(Third embodiment)
Next, a third embodiment of the present invention will be described.
(Constitution)
FIG. 11 is a system diagram showing a configuration of the driving operation support apparatus 1A according to the present embodiment.
The present embodiment is different in configuration from the driving operation support device 1A of the first and second examples in that it includes a traveling environment detection unit 90.
The travel environment detection unit 90 detects the travel environment of the host vehicle. Then, the traveling environment detection unit 90 outputs information on the detected traveling environment (hereinafter referred to as “traveling environment information”) to the alarm condition correction unit 70.

  For example, the traveling environment detection unit 90 determines the presence or absence of precipitation based on the operating state of the wiper switch, or determines the light / dark state of the traveling environment based on the operating state of the light (headlight) switch. Specifically, when the wiper switch is ON, it can be determined that the road surface is wet due to precipitation and the road surface friction coefficient is low, that is, the risk of the driving environment is high. Further, when the light switch is ON, it can be determined that, for example, nighttime or the like has little environmental light and poor visibility, that is, the risk of the driving environment is high. With regard to the light switch, it is simply determined that the light switch is on at night when it is ON, and that it is daytime when it is OFF.

Next, alarm condition correction processing executed by the alarm condition correction unit 70 will be described.
(Alarm condition correction processing)
FIG. 12 is a flowchart showing the alarm condition correction process executed by the alarm condition correction unit 70 in step S105 in FIG.
In step S105 of the alarm determination process, the alarm condition correction unit 70 starts the alarm condition correction process when the alarm determination unit 40 instructs the start of the alarm condition correction process.
In FIG. 12, when starting the alarm condition correction process, the alarm condition correcting unit 70 first detects an alarm setting signal (step S401).
Specifically, the alarm condition correction unit 70 detects an alarm setting signal input from the alarm setting unit 60.

Next, the alarm condition correction unit 70 is set to perform the first alarm as the alarm frequency based on the alarm setting signal input from the alarm setting unit 60 (the driver turns on the first alarm). ) Is determined (step S402).
If it is determined in step S402 that the first alarm is set as the alarm frequency (the driver turns on the first alarm), the alarm condition correction unit 70 corrects the second alarm condition. Without it, the process proceeds to step S407.
On the other hand, in step S402, when it is determined that the first alarm is not set as the alarm frequency (the driver turns off the first alarm), the alarm condition correction unit 70 determines whether the vehicle environment from the in-vehicle device. Is obtained (step S403).

Specifically, the alarm condition correction unit 70 acquires a light switch operation signal and a wiper switch operation signal.
Next, the alarm condition correction unit 70 determines whether or not the driving environment has a high risk such as rainy weather or nighttime based on the information detected in step S403 (step S404).
Specifically, the alarm condition correction unit 70 determines whether or not the light switch and the wiper switch are ON based on the operation signal of the light switch and the operation signal of the wiper switch detected in step S403, and the light When either the switch or the wiper switch is ON, it is determined that the driving environment has a high risk.

In step S404, when it is determined that the light switch and the wiper switch are OFF, that is, when it is determined that the driving environment has a low risk, the alarm condition correction unit 70 performs the second operation based on the driving environment. Alarm condition correction is not performed, and normal second alarm condition correction (correction similar to step S203 in the alarm condition correction processing of the first embodiment) is performed (step S405).
On the other hand, when it is determined in step S404 that the light switch and the wiper switch are ON, that is, when it is determined that the driving environment is at a high risk, the alarm condition correction unit 70 performs the first operation based on the driving environment. The second alarm condition is corrected (step S406).

Specifically, in step S404, the alarm condition correction unit 70 performs alarm condition correction in accordance with a high risk of the driving environment. In other words, since the driving environment is high in risk, the second value according to the following equation (5) is obtained based on the deceleration Δα1, which is a predetermined value smaller than the deceleration Δα described in the above equation (3). The correction amount ΔLs2 for the alarm condition is calculated.
ΔLs2 = V ² / 2Δα1 (5)
FIG. 13 is a diagram showing the relationship between the correction amount (deceleration Δα) of the second alarm setting condition and the elapsed time Tc. FIG. 13 shows a case where the driving environment risk is high and the driving environment risk is low. In this case, the relationship is shown when the first alarm is switched from ON to OFF and when the threshold time Tc has elapsed after the first alarm is switched from ON to OFF.

  In FIG. 13, in proportion to the elapsed time Tc from when the first alarm is not set (when the driver turns off the first alarm), up to a certain value, the second alarm condition is satisfied. The correction amount increases. Therefore, as the correction amount increases, the second alarm is gradually output at an earlier timing than the second alarm before correction. In addition, the second alarm is output at an earlier timing when the risk of the driving environment is higher than when the risk of the driving environment is low.

As a result, the correction amount of the second alarm can be changed according to the driving environment, and can be gradually changed from the timing before the correction. Can be output, and an uncomfortable feeling that the output timing of the second alarm has suddenly changed can be prevented.
As for the elapsed time Tc, the threshold time Tco for resetting is set as described above.

Then, the alarm condition correction unit 70 sets the second alarm condition by substituting the calculated ΔLs2 into the above-described equation (4), and the process proceeds to step S407.
The deceleration Δα1 is a preset acceleration, but is set under the condition of (α2−α1)>Δα> Δα1.
If it is determined in step S402 that the first alarm is set as the alarm frequency, after step S405 and step S406, the alarm condition correction unit 70 outputs an alarm condition instruction signal to the alarm setting unit 40 ( Step S407).

FIG. 14 is a diagram showing the relationship between the vehicle speed V and the correction amount (deceleration Δα1) of the second alarm setting condition.
That is, when the vehicle speed is the same V and the driving environment has a high risk, a larger correction amount is added to the second alarm condition according to the magnitude of the risk. That is, the corrected second alarm condition (alarm distance Ls2 ′) has a larger value, and the second alarm is output at a position farther from the temporary stop position.
Thereby, according to the magnitude | size of a risk, a 2nd warning can be output at an earlier timing, and it can be set as the output timing of the appropriate warning according to driving environment.

(Operation)
Next, the operation will be described.
It is assumed that the driver of the automobile 1 is traveling toward the intersection. At this time, the driver sets the alarm frequency and determines whether or not to perform each of the first alarm and the second alarm.
On the other hand, the automobile 1 is executing a driving operation support process, and various types of data are read into the alarm determination unit 40 from the sensors of each part of the automobile 1.
In addition, the automobile 1 calculates the current position P and the vehicle speed V of the host vehicle, and reads the temporary stop position from the temporary stop position storage unit 10.
Furthermore, the automobile 1 determines whether or not the distance from the current position P of the host vehicle to the temporary stop position is equal to or less than a preset distance.

When the distance to the temporary stop position is equal to or less than a preset distance, the automobile 1 outputs an alarm according to the setting of the first alarm condition and the second alarm condition.
That is, when the alarm frequency is set to perform the first alarm and the second alarm, the automobile 1 becomes the distance (alarm distance Ls1) to the temporary stop position set as the first alarm condition. The first alarm is output.

Next, when the distance to the temporary stop position is further shortened and the distance to the temporary stop position (alarm distance Ls2) set as the second alarm condition is reached, the second alarm is output.
When the alarm frequency is set to perform the second alarm without performing the first alarm, the automobile 1 corrects the second alarm condition by executing the alarm condition correction process.
At this time, the automobile 1 detects a risk in the traveling environment, and performs correction for increasing the timing at which the second alarm is output as the detected risk is higher in accordance with the detected risk magnitude.

The automobile 1 then outputs a second alarm when the distance to the temporary stop position (alarm distance Ls2 ′) set as the corrected second alarm condition is reached.
Here, the corrected second alarm condition is corrected so as to approach the first alarm condition according to the risk level of the driving environment, as compared to the case where the first alarm is set to be performed. Yes.
Therefore, when the alarm frequency is set to perform the first alarm, the timing is faster by the correction amount of the alarm distance corresponding to the risk level in the driving environment than the timing of outputting the second alarm. A second alarm is output.

Thereby, according to a driver | operator's request | requirement, it can be set as the 1st warning not being performed. Further, when the first alarm is not set, it is possible to prevent the second alarm from being unexpectedly output at a timing approaching the temporary stop position, and to prevent a driver's reaction delay.
Furthermore, the output timing of the second alarm can be advanced as the risk in the driving environment increases.

As described above, the automobile 1 according to the present embodiment can set whether or not to perform the first alarm and the second alarm by the alarm setting unit 60.
Further, when the driver is set not to perform the first alarm, the alarm condition correction unit 70 corrects the second alarm condition and sets the second alarm to be output at an earlier timing.
At this time, according to the traveling environment of the host vehicle, the second alarm condition is corrected so that the second alarm is output at an earlier timing when the traveling environment has a high risk.

When the alarm determination unit 40 performs the alarm determination process and does not perform the first alarm, the second timing condition is changed according to the corrected second alarm condition to change the second timing. Output an alarm.
Therefore, it is possible to prevent an unnecessary alarm from being given to the driver, and to prevent the driver from feeling troublesome. In addition, even when the driver is set not to perform an unnecessary alarm, the alarm output timing required for the driver can be made earlier, and the approach of the temporary stop position to the driver at a more appropriate timing. Can be notified.

Further, the timing for outputting the second alarm is advanced according to the magnitude of the risk in the traveling environment. Therefore, it is possible to set an appropriate alarm output timing according to the traveling environment.
That is, according to the present invention, it is possible to more appropriately warn the driver.
In the present embodiment, the traveling environment detection unit 90 corresponds to a traveling environment detection unit.

(Effect of the third embodiment)
(1) The vehicle includes a driving environment detection unit that detects a risk in the driving environment of the host vehicle, and the determination reference correction unit increases the risk based on the risk detected by the driving environment detection unit. The second determination reference value is corrected so as to approach one determination reference value.
Therefore, it is possible to set an appropriate alarm output timing according to the traveling environment.
(2) The travel environment detection means detects the brightness in the travel environment, and determines that the risk is high when the detection result matches the condition set for the brightness of the travel environment.
Therefore, when the visibility is not good, it is possible to set an appropriate alarm output timing according to the traveling environment.

(3) The travel environment detection means detects brightness in the travel environment based on whether or not the headlight of the host vehicle is lit. If the headlamp of the host vehicle is lit, Judge that the risk is high.
Therefore, it is possible to reflect the quality of the field of view by a simple method and to set an appropriate alarm output timing according to the traveling environment.

(4) The traveling environment detection unit detects a precipitation state, and determines that the risk is high when the detection result matches a condition set for precipitation.
Thereby, it is possible to reflect the slipperiness of the road surface and the state of view, and to set an appropriate alarm output timing according to the traveling environment.
(5) The traveling environment detection means detects a precipitation state based on whether or not the wiper of the host vehicle is operating, and determines that the risk in the traveling environment is high when the wiper is operating.
Therefore, it is possible to reflect the slipperiness of the road surface and the moderator's state by a simple method, and to set an appropriate alarm output timing according to the traveling environment.

(Application 1)
In 3rd Embodiment, it demonstrated as what correct | amends according to the risk of driving environment with respect to the alarm condition correction process in 1st Embodiment.
In contrast, the alarm condition correction process according to the second embodiment can be corrected according to the risk of the driving environment.
That is, the second alarm condition is corrected based on the elapsed time Tc from the time when the first alarm setting is changed from ON to OFF and the risk of the driving environment.
For example, when the elapsed time Tc from when the first alarm is turned off increases, the second alarm condition becomes closer to the first alarm condition, and either the light switch or the wiper switch is turned on. Further, the second alarm condition is brought closer to the first alarm condition.
(Effect) The second alarm can be appropriately performed by reflecting the risk in the traveling environment and the timing from the setting change of the first alarm.

(Application example 2)
In the third embodiment, when the light switch is ON, it has been described that it is determined that the ambient light is low (the driving environment is dark). For example, the ambient light is detected using an illuminance sensor used for an autolight, When the illuminance is lower than the set illuminance, it can be determined that there is little ambient light.
In addition, when the time is detected and the time is after the time when it can be assumed that there is little ambient light, it can be determined that there is little ambient light.
Furthermore, in the third embodiment, it has been described that it is determined that there is precipitation when the wiper switch is ON. For example, precipitation is detected by a raindrop sensor used for an auto wiper, and the detected precipitation is set. It can be determined that there is precipitation when the amount of precipitation is greater than or equal to the amount of precipitation.

(Application 3)
In each of the embodiments described above, the distance is set as the alarm condition. However, the arrival time can be set as the alarm condition.
In this case, even when the traveling speed changes drastically due to the occurrence of traffic jams or the like, an alarm can be output at a timing preceding the temporary stop timing by an appropriate time.

DESCRIPTION OF SYMBOLS 1 Car, 1A Driving operation support device, 2 Car body, 3 Brake pedal, 4 Brake sensor, 5 Accelerator pedal, 6 Accelerator sensor, 7 Wheel, 8 Vehicle speed sensor, 10 Pause position storage part, 20 Current position detection part, 30 Deceleration Operation detection unit, 40 alarm determination unit, 50 alarm unit, 60 alarm setting unit, 70 alarm condition correction unit, 80 controller, 90 travel environment detection unit

Claims (14)

Alarm target position acquisition means for acquiring the position of the alarm target in the course of the host vehicle;
Traveling position acquisition means for acquiring traveling position information that is information relating to the traveling position of the host vehicle;
An approach degree detection means for detecting an approach degree of the own vehicle to the alarm object based on the position of the alarm object acquired by the alarm object position acquisition means and the travel position of the own vehicle detected by the travel position detection means. When,
First alarm means for generating an alarm when the approach degree detected by the approach degree detection means is equal to or less than a predetermined first determination reference value;
Second alarm means for generating an alarm when the approach degree detected by the approach degree detection means is less than or equal to a second judgment reference value smaller than the first judgment reference value;
An alarm setting means for setting whether to permit an alarm in the first alarm means;
In the alarm setting unit, when the alarm in the first alarm unit is not permitted, a determination criterion correction unit that performs correction to bring the second determination reference value closer to the first determination reference value; ,
Speed detecting means for detecting the traveling speed of the host vehicle,
The approach degree detecting means detects a distance between the position of the alarm target and the traveling position of the host vehicle as the approach degree,
The first alarm means sets a first distance as the first determination reference value,
The second alarm means sets a second distance as the second determination reference value,
The determination reference correction means sets the second distance, which is the second determination reference value, to the first distance when the alarm setting means is set not to allow the first alarm means to generate an alarm. Increase in the range up to the first distance which is the criterion value of
The first warning means starts decelerating when the host vehicle decelerates at the first deceleration based on the traveling speed detected by the speed detecting means and a predetermined first deceleration. Calculating the distance from stop to stop to set the first determination reference value,
The second warning means is configured to decelerate the host vehicle at the second deceleration based on the traveling speed detected by the speed detection means and a second deceleration larger than the first deceleration. A driving support device that calculates the distance from the start of deceleration to the stop and sets the second determination reference value . Alarm target position acquisition means for acquiring the position of the alarm target in the course of the host vehicle;
Traveling position acquisition means for acquiring traveling position information that is information relating to the traveling position of the host vehicle;
An approach degree detection means for detecting an approach degree of the own vehicle to the alarm object based on the position of the alarm object acquired by the alarm object position acquisition means and the travel position of the own vehicle detected by the travel position detection means. When,
First alarm means for generating an alarm when the approach degree detected by the approach degree detection means is equal to or less than a predetermined first determination reference value;
Second alarm means for generating an alarm when the approach degree detected by the approach degree detection means is less than or equal to a second judgment reference value smaller than the first judgment reference value;
An alarm setting means for setting whether to permit an alarm in the first alarm means;
In the alarm setting unit, when the alarm in the first alarm unit is not permitted, a determination criterion correction unit that performs correction to bring the second determination reference value closer to the first determination reference value; Have
The determination reference correction means sets the second determination reference value as the elapsed time from the time when the alarm setting means has changed from the state in which the alarm generation of the first alarm means is permitted to the state in which it is not permitted. A driving support device that performs correction to approach the first determination reference value. Alarm target position acquisition means for acquiring the position of the alarm target in the course of the host vehicle;
Traveling position acquisition means for acquiring traveling position information that is information relating to the traveling position of the host vehicle;
An approach degree detection means for detecting an approach degree of the own vehicle to the alarm object based on the position of the alarm object acquired by the alarm object position acquisition means and the travel position of the own vehicle detected by the travel position detection means. When,
First alarm means for generating an alarm when the approach degree detected by the approach degree detection means is equal to or less than a predetermined first determination reference value;
Second alarm means for generating an alarm when the approach degree detected by the approach degree detection means is less than or equal to a second judgment reference value smaller than the first judgment reference value;
An alarm setting means for setting whether to permit an alarm in the first alarm means;
In the alarm setting unit, when the alarm in the first alarm unit is not permitted, a determination criterion correction unit that performs correction to bring the second determination reference value closer to the first determination reference value; ,
Driving environment detection means for detecting a risk in the driving environment of the host vehicle,
The determination reference correction unit corrects the second determination reference value so that the higher the risk, the closer to the first determination reference value, based on the risk detected by the traveling environment detection unit. A driving support device characterized by the above. Alarm target position acquisition means for acquiring the position of the alarm target in the course of the host vehicle;
Traveling position acquisition means for acquiring traveling position information that is information relating to the traveling position of the host vehicle;
An approach degree detection means for detecting an approach degree of the own vehicle to the alarm object based on the position of the alarm object acquired by the alarm object position acquisition means and the travel position of the own vehicle detected by the travel position detection means. When,
First alarm means for generating an alarm when the approach degree detected by the approach degree detection means is equal to or less than a predetermined first determination reference value;
Second alarm means for generating an alarm when the approach degree detected by the approach degree detection means is less than or equal to a second judgment reference value smaller than the first judgment reference value;
An alarm setting means for setting whether to permit an alarm in the first alarm means;
In the alarm setting unit, when the alarm in the first alarm unit is not permitted, a determination criterion correction unit that performs correction to bring the second determination reference value closer to the first determination reference value; ,
Driving environment detection means for detecting a risk in the driving environment of the host vehicle,
Based on the risk detected by the traveling environment detection unit, the determination criterion correction unit does not permit the higher the risk, and does not permit the alarm setting unit from allowing the first alarm unit to generate an alarm. The driving operation support apparatus, wherein the second determination reference value is corrected so as to approach the first determination reference value as the elapsed time from the time when the state is reached becomes longer. Alarm target position acquisition means for acquiring the position of the alarm target in the course of the host vehicle;
Traveling position acquisition means for acquiring traveling position information that is information relating to the traveling position of the host vehicle;
An approach degree detection means for detecting an approach degree of the own vehicle to the alarm object based on the position of the alarm object acquired by the alarm object position acquisition means and the travel position of the own vehicle detected by the travel position detection means. When,
First alarm means for generating an alarm when the approach degree detected by the approach degree detection means is equal to or less than a predetermined first determination reference value;
Second alarm means for generating an alarm when the approach degree detected by the approach degree detection means is less than or equal to a second judgment reference value smaller than the first judgment reference value;
An alarm setting means for setting whether to permit an alarm in the first alarm means;
In the alarm setting unit, when the alarm in the first alarm unit is not permitted, a determination criterion correction unit that performs correction to bring the second determination reference value closer to the first determination reference value; Have
The warning target position acquisition means acquires the position of a point where the host vehicle should be temporarily stopped. The approach degree detecting means detects a distance between the position of the alarm target and the traveling position of the host vehicle as the approach degree,
The first alarm means sets a first distance as the first determination reference value,
The second alarm means sets a second distance as the second determination reference value,
The determination reference correction means sets the second distance, which is the second determination reference value, to the first distance when the alarm setting means is set not to allow the first alarm means to generate an alarm. The driving operation support device according to any one of claims 2 to 5, wherein the driving operation support device is increased within a range up to a first distance that is a determination reference value. Having speed detecting means for detecting the traveling speed of the own vehicle;
The first warning means starts decelerating when the host vehicle decelerates at the first deceleration based on the traveling speed detected by the speed detecting means and a predetermined first deceleration. Calculating the distance from stop to stop to set the first determination reference value,
The second warning means is configured to decelerate the host vehicle at the second deceleration based on the traveling speed detected by the speed detection means and a second deceleration larger than the first deceleration. The driving operation support device according to claim 6, wherein the second determination reference value is set by calculating a distance from a deceleration start to a stop when the vehicle starts to decelerate. The determination reference correction means sets the second determination reference value as the elapsed time from the time when the alarm setting means has changed from the state in which the alarm generation of the first alarm means is permitted to the state in which it is not permitted. The driving operation support apparatus according to any one of claims 1 and 3 to 7, wherein correction is performed so as to approach the first determination reference value. Having driving environment detection means for detecting a risk in the driving environment of the own vehicle;
The determination reference correction unit corrects the second determination reference value so that the higher the risk, the closer to the first determination reference value, based on the risk detected by the traveling environment detection unit. The driving operation support device according to claim 1, wherein the driving operation support device is characterized by the following. Having driving environment detection means for detecting a risk in the driving environment of the own vehicle;
Based on the risk detected by the traveling environment detection unit, the determination criterion correction unit does not permit the higher the risk, and does not permit the alarm setting unit from allowing the first alarm unit to generate an alarm. The second determination reference value is corrected so as to approach the first determination reference value as the elapsed time from the time when the state is reached becomes longer. The driving operation support device according to claim 1. The said driving environment detection means detects the brightness in a driving environment, and when this detection result corresponds to the conditions set about the brightness of a driving environment, it determines with a risk being high, The said characterized by the above-mentioned. The driving operation support device described. The traveling environment detection means detects the brightness in the traveling environment based on whether or not the headlight of the host vehicle is lit. When the headlamp of the host vehicle is lit, the risk in the traveling environment is high. The driving operation support apparatus according to claim 11, wherein the driving operation support apparatus is determined. The driving operation support device according to claim 9 or 10, wherein the driving environment detection unit detects a precipitation state and determines that the risk is high when the detection result matches a condition set for precipitation. The driving environment detection unit detects a precipitation state based on whether or not the wiper of the host vehicle is operating, and determines that the risk in the driving environment is high when the wiper is operating. 13. The driving operation support device according to 13.

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