JP5664202B2 - Driving assistance device - Google Patents

Description

  The present invention relates to a driving support device that supports driving of a vehicle.

  As a conventional driving assistance device, for example, a device described in Patent Document 1 is known. The driving support device described in Patent Document 1 is an objective driver representing a subjective driver risk representing the degree of danger in traveling the vehicle felt by the vehicle driver and a degree of danger in traveling the vehicle in which the vehicle is placed. A support policy map combined with environmental risks is referred to, and any support policy is selected from information provision, alerting / warning, and intervention control.

JP 2005-162189 A

  However, the following problems exist in the prior art. That is, for example, a driver who has a high attitude toward the danger of a vehicle may feel annoying when driving assistance with a high assistance level is provided.

  The objective of this invention is providing the driving assistance apparatus which can perform the driving assistance suitable according to the attitude of a driver | operator.

The present invention relates to a driving assistance device that performs driving assistance for a vehicle, a risk degree calculating means for calculating a risk degree of the vehicle based on an environmental situation around the vehicle and a state of the vehicle, a vehicle state, and a driver state. Based on the attitude degree calculating means for calculating the attitude of the driver based on the vehicle, the risk degree of the vehicle calculated by the risk degree calculating means and the attitude of the driver calculated by the attitude degree calculating means. A support mode determining means for determining a support mode for the support mode, the support mode determining means using a support map, a storage means for storing a support map representing the relationship between the degree of risk, the posture and a plurality of support modes, selection means for selecting the assist mode corresponding plurality of support mode to risk and driver's attitude of the vehicle, at least one of the dispersion of risk and driver's attitude of the vehicle or, Based on the switching frequency of the assistance mode, and means for adjusting the hysteresis of the switching boundary of each support mode in the support map, support map, when less than a predetermined value risk, defensive degree is increased and support The mode support level is set to be low.

As described above, in the driving support device of the present invention, the degree of danger of the vehicle is calculated based on the environmental situation around the vehicle and the state of the vehicle, and the driver's state is calculated based on the state of the vehicle and the state of the driver. Calculate the posture and use the support map that shows the relationship between the risk level, the posture and the multiple support modes, and select the support mode corresponding to the vehicle risk level and the driver posture from the multiple support modes. , Execute its support mode. At this time, the support map is set such that the support level in the support mode decreases when the posture is high when the degree of risk is lower than a predetermined value. For this reason, when the driver's posture is high when the risk level of the vehicle is a fixed value lower than the predetermined value, a support mode with a low support level is executed, and when the driver's posture is low, assistance is provided. A high-level support mode is executed. In this way, it is possible to perform appropriate driving assistance according to the posture of the driver.
Further, when the risk level of the vehicle and the attitude of the driver are in the vicinity of each support mode switching boundary in the support map, the support mode is frequently switched due to a subtle state change or an error factor. Therefore, by adjusting the hysteresis of the switching boundary of each support mode in the support map based on the variation in at least one of the risk level of the vehicle and the attitude of the driver or the switching frequency of the support mode, When the driver's posture is in the vicinity of each support mode switching boundary, frequent switching of the support mode is suppressed, so that stable driving support can be realized.
The present invention also relates to a driving assistance device for driving driving a vehicle, a risk calculating means for calculating a risk of the vehicle based on an environmental situation around the vehicle and a state of the vehicle, a vehicle state and a driver. Based on the posture degree calculating means for calculating the posture of the driver based on the state of the vehicle, the risk degree of the vehicle calculated by the risk degree calculating means and the posture degree of the driver calculated by the posture degree calculating means. A support mode determining means for determining a support mode for the vehicle, wherein the support mode determining means represents the relationship between the degree of danger, the posture, and a plurality of support modes, as well as support contents of the support mode and switching of each support mode. Using the storage means for storing multiple types of support maps with different boundary positions and the support map, the support mode corresponding to the vehicle risk level and the driver's attitude is selected from the multiple support modes. And a means for changing a support map used in the selection means according to the switching status of the support mode. The support map supports when the posture is high when the degree of risk is lower than a predetermined value. The mode support level is set to be low.
As described above, in the driving support device of the present invention, the degree of danger of the vehicle is calculated based on the environmental situation around the vehicle and the state of the vehicle, and the driver's state is calculated based on the state of the vehicle and the state of the driver. Calculate the posture and use the support map that shows the relationship between the risk level, the posture and the multiple support modes, and select the support mode corresponding to the vehicle risk level and the driver posture from the multiple support modes. , Execute its support mode. At this time, the support map is set such that the support level in the support mode decreases when the posture is high when the degree of risk is lower than a predetermined value. For this reason, when the driver's posture is high when the risk level of the vehicle is a fixed value lower than the predetermined value, a support mode with a low support level is executed, and when the driver's posture is low, assistance is provided. A high-level support mode is executed. In this way, it is possible to perform appropriate driving assistance according to the posture of the driver.
In addition, when a support mode with a high support level is executed because the risk level of the vehicle is high, the driver's tension level may be maintained high even if the risk level of the vehicle subsequently decreases. is there. In this case, even if a support mode with a low support level is executed, the effect of driving support may be small. Therefore, a plurality of types of support maps having different support mode support contents and different support mode switching boundary positions are prepared, and the support map to be used is changed according to the support mode switching status. For example, when a support mode with a high support level is executed, the support map is changed so that execution of the support mode with a high support level is continued for a while even if the risk level of the vehicle subsequently decreases. As a result, more appropriate driving assistance can be performed in consideration of the driver's tension state.

  Preferably, the switching boundary of each support mode in the support map is set such that the corresponding posture is increased as the risk level is increased. Thereby, it is possible to obtain a support map that lowers the support level of the support mode when the posture is increased.

  ADVANTAGE OF THE INVENTION According to this invention, the appropriate driving assistance according to the driver's posture can be performed. Thereby, for example, it is possible to reduce the annoyance felt by a driver with a high posture.

It is a block diagram which shows schematic structure of one Embodiment of the driving assistance device concerning this invention. It is a graph which shows an example of the method of calculating a driver's posture. It is a figure which shows the functional block of ECU shown in FIG. It is a graph which shows an example of the assistance map memorize | stored in the map memory | storage part shown in FIG. It is a graph which shows the operation | movement image which performs driving assistance using the assistance map shown in FIG. It is a figure which shows the functional block of ECU in other embodiment of the driving assistance device concerning this invention. It is a graph which shows the state which gave the hysteresis to the switching boundary of temporary assistance in the assistance map shown in FIG. 4, and constant assistance. FIG. 5 is a graph showing a state where hysteresis is provided at a switching boundary between continuous support with a large amount of information and continuous support with a small amount of information in the support map shown in FIG. 4. It is a graph which shows a mode that the hysteresis of the switching boundary of temporary assistance and regular assistance is adjusted by the hysteresis adjustment part shown in FIG. It is a figure which shows the functional block of ECU in other embodiment of the driving assistance device concerning this invention. It is a graph which shows an example of two types of support maps memorize | stored in the map memory | storage part shown in FIG. It is a flowchart which shows the detail of the support map change process procedure performed by the map change part shown in FIG. It is a figure which shows the example of a display of the constant assistance at the time of performing driving assistance using the assistance map shown in FIG.

  DESCRIPTION OF EMBODIMENTS Hereinafter, a preferred embodiment of a driving support apparatus according to the present invention will be described in detail with reference to the drawings. In the drawings, the same or equivalent elements are denoted by the same reference numerals, and redundant description is omitted.

  FIG. 1 is a block diagram showing a schematic configuration of an embodiment of a driving support apparatus according to the present invention. In the figure, the driving support device 1 of the present embodiment includes an obstacle information detection unit 2, a host vehicle information detection unit 3, a driver information detection unit 4, an ECU (Electronic Control Unit) 5, and a display unit 6. And an alarm unit 7 and a brake control device 8.

  The obstacle information detection part 2 detects the information of the obstacle (hazard) which exists around the own vehicle. Examples of the obstacle information include information such as the position, speed, and attributes (car, motorcycle, bicycle, pedestrian) of the obstacle. As the obstacle information detection unit 2, an external environment recognition camera or a laser range finder attached to the host vehicle is used.

  The own vehicle information detection unit 3 is a sensor that detects state information of the own vehicle. The state information of the host vehicle includes information such as the position, speed, accelerator operation amount, and brake operation amount of the host vehicle.

  The driver information detection unit 4 detects state information of the driver of the own vehicle. The driver state information includes information such as the driver's line of sight, face orientation, facial expression, heartbeat, and breathing. As the driver information detection unit 4, an in-vehicle camera that captures an image of the driver's face, a non-contact sensor incorporated in a seat, or the like is used. By using the in-vehicle camera, the driver's eye position and gaze direction are estimated by matching the face shape model with the face image, and information such as the driver's gaze, face orientation, and facial expression is obtained. Can be obtained. Information such as the heartbeat and respiration of the driver can be obtained by the non-contact type sensor.

  The ECU 5 includes a CPU, a memory such as a ROM and a RAM, an input / output circuit, and the like. The ECU 5 inputs detection information of the obstacle information detection unit 2, the own vehicle information detection unit 3, and the driver information detection unit 4, executes predetermined processing related to driving support for the own vehicle, and displays the display unit 6 and the alarm unit 7. And the brake control device 8 is controlled.

  The display unit 6 includes a navigation display screen, a head-up display (HUD), and the like. The warning unit 7 alerts the driver by voice guidance. The brake control device 8 is a device that controls automatic braking.

  The ECU 5 has a risk level calculation unit 9, a posture calculation unit 10, a support mode determination unit 11, a constant driving support unit 12, and a temporary driving support unit 13.

  The risk calculation unit 9 obtains the positional relationship between the host vehicle and the obstacle based on the detection information of the obstacle information detection unit 2 and the host vehicle information detection unit 3, and the risk of collision between the host vehicle and the obstacle. (Risk level of own vehicle) is calculated. At this time, the collision probability may be calculated by using TTC (Time To Collision), risk potential, Monte Carlo method, or the like. It is assumed that the risk level is normalized to 1 for the maximum value and 0 for the minimum value.

  Based on the detection information of the own vehicle information detection unit 3 and the driver information detection unit 4, the posture degree calculation unit 10 detects the vehicle speed, the physiological state of the driver, the confirmation behavior, and the like, and the driver against the collision of the own vehicle Calculate the attitude of. Assume that the posture is normalized to a maximum value of 1 and a minimum value of 0. The posture degree calculation unit 10 calculates the posture degree of the driver as follows, for example.

  That is, as a basic idea for calculating the posture, first, an appropriate vehicle speed of the host vehicle is set. Appropriate vehicle speed is determined by speed limit, surrounding environment (residential area, shopping street, elementary school area, etc.), time zone (commuting time zone, daytime, night, etc.), traffic volume (car, bicycle, pedestrian, etc.) It is. In addition, the number of times the driver has confirmed safety (frequency of swinging per unit time), whether the driver is physiologically nervous (heart rate), whether the driver is ready to step on the brake pedal, accelerator pedal Consider whether you are ready to relax.

Next, the procedure for calculating the posture will be described with reference to FIG. FIG. 2 is a graph showing the relationship between the vehicle speed and the attitude. First reads the speed limit from the map data (e.g., use of a navigation system), and this is referred to as reference vehicle speed V _0. Subsequently, the surroundings, to correct the reference vehicle speed V _0, to obtain a corrected vehicle speed Vs. For example the -2km / h the reference vehicle speed V ₀ when the ambient is mall, the reference vehicle speed when when the ambient is school route is a reference vehicle speed V ₀ and -5km / h, there is a pedestrian around V ₀ is set to −2 km / h.

  Next, the current vehicle speed is input to determine the posture. Subsequently, the posture is corrected according to the accelerator / brake work, the confirmation action and the degree of tension. For example, when the accelerator opening is 0%, the posture is +0.1, when the brake is changed, the posture is +0.2, and when the swing frequency is equal to or greater than the threshold, the posture is +0.1. When the heart rate is 150% or more at rest, the posture is set to -0.1. Then, the corrected posture is output.

  For example, when traveling on a school road with a speed limit of 40 km / h at 37 km / h, the posture is 0.3 as shown in FIG. At this time, when the accelerator opening is 0%, the posture is corrected to 0.3 + 0.1 = 0.4.

  Returning to FIG. 1, the support mode determination unit 11 supports the host vehicle based on the risk level of the host vehicle calculated by the risk level calculation unit 9 and the posture of the driver calculated by the attitude level calculation unit 10. Determine the mode.

  Support modes include regular support and temporary support. The constant support is a support mode that gives indirect information such as the situation around the host vehicle and the state of the host vehicle when the risk level of the host vehicle is low. Temporary support is a support mode that gives direct information on hazards (hazards) when the risk of the vehicle is high. That is, the support level for temporary support is higher than the support level for constant support.

  As illustrated in FIG. 3, the support mode determination unit 11 includes a map storage unit 14 and a support mode selection unit 15. The map storage unit 14 stores in advance a support map for determining a support mode for the host vehicle. As shown in FIG. 4, the support map represents the relationship between the risk level of the host vehicle, the attitude of the driver, and a plurality of support modes. This support map is divided into constant support with a small amount of information, constant support with a large amount of information, and temporary support. The support level for continuous support with a small amount of information is lower than the support level for continuous support with a large amount of information. For this reason, the support level in each support mode increases in the order of continuous support with a small amount of information, continuous support with a large amount of information, and temporary support.

  The support map is configured such that continuous support is selected when the risk level is low, and temporary support is selected when the risk level is high. At this time, the switching boundary P between the temporary support and the regular support is set so that the corresponding posture is higher as the degree of risk is higher. For this reason, the lower the posture, the easier it is to select the temporary support than the regular support. Further, the support map is configured such that constant support with a large amount of information is selected when the posture is low, and constant support with a small amount of information is selected when the posture is high. At this time, the switching boundary Q between the continuous support with a large amount of information and the continuous support with a small amount of information is also set so that the corresponding posture is higher as the risk level is higher. As described above, when the degree of danger is lower than the threshold value K, the support map is set so that the support level in the support mode decreases as the attitude level increases.

  The support mode selection unit 15 uses such a support map, and the risk level and the attitude of the host vehicle calculated by the risk level calculation unit 9 from constant support with a small amount of information, constant support with a large amount of information, and temporary support. A support mode corresponding to the driver's posture calculated by the calculation unit 10 is selected, and a support mode selection signal is sent to the constant driving support unit 12 and the temporary driving support unit 13.

  When the continuous support is selected by the support mode selection unit 15, the continuous driving support unit 12 displays information such as the current road conditions, the surroundings of the host vehicle, the state of the host vehicle, and driving advice. The display unit 6 and the alarm unit 7 are controlled so as to provide voice guidance. At this time, when the continuous support with a large amount of information is selected, the amount of information to be provided is increased as compared with the case where the continuous support with a small amount of information is selected.

  The temporary driving support unit 13 controls the display unit 6 and the alarm unit 7 so that when temporary support is selected by the support mode selection unit 15, direct information regarding a hazard is displayed or a warning is given. The temporary driving support unit 13 controls the brake control device 8 to activate the automatic brake when it is determined that the avoidance action of the host vehicle by the driver is not in time.

  Next, the operation of this embodiment will be described with reference to FIG. When the risk level of the host vehicle is low and the driver's posture is low, continuous support with a large amount of information is selected as the support mode, and information on the situation around the host vehicle is provided. If there is no change in the attitude of the person and the risk level of the host vehicle is medium, the support mode is switched from regular support with a large amount of information to temporary support, and hazard information is provided early (see X in the figure) ).

  Also, by providing information such as the situation around the vehicle, the support mode can be switched from constant support with a large amount of information to constant support with a small amount of information when the driver's attitude is moderate. However, if the driver's attitude does not increase after that, the support mode will be switched from constant support with a small amount of information to normal support with a large amount of information again, and the amount of information provided will increase. An alert is issued. After that, the support mode is switched from constant support with a large amount of information to temporary support, and hazard information is provided (see Y in the figure).

  Also, if the driver's posture increases with the risk level of the vehicle, the support mode is switched from constant support with a large amount of information to constant support with a small amount of information, and the amount of information provided decreases. Thereafter, at an appropriate timing, the support mode is switched from constant support with a small amount of information to temporary support, and hazard information is provided (see Z in the figure).

  In the above, the risk level calculation unit 9 constitutes a risk level calculation unit that calculates the risk level of the vehicle based on the environmental situation around the vehicle and the state of the vehicle. The posture calculation unit 10 constitutes posture calculation means for calculating the posture of the driver based on the state of the vehicle and the state of the driver. The support mode determination unit 11 includes a support mode determination unit that determines a support mode for the vehicle based on the vehicle risk level calculated by the risk level calculation unit and the driver attitude level calculated by the posture level calculation unit. Configure.

  In addition, the map storage unit 14 constitutes a storage unit that stores a support map that represents the relationship between the degree of risk, the posture, and a plurality of support modes. The support mode selection unit 15 configures a selection unit that selects a support mode corresponding to the risk level of the vehicle and the attitude of the driver from a plurality of support modes using the support map.

  As described above, in the present embodiment, the degree of risk of the own vehicle and the attitude of the driver are calculated, and the support map prepared in advance is used to provide constant support with a large amount of information and constant support with a small amount of information. Then, a support mode corresponding to the risk level of the host vehicle and the attitude of the driver is selected from the three support modes of temporary support and the support mode is executed. At this time, when the risk is high, temporary support is selected, and when the risk is low and the posture is low, continuous support with a large amount of information is selected, and when the risk is low and the posture is high The constant support with a small amount of information is set to be selected. For this reason, it is possible to perform appropriate driving support that matches the posture of the driver. Specifically, when the degree of danger of the host vehicle is low and the driver's posture is high, constant assistance with a small amount of information is executed, so the annoyance felt by the driver can be reduced. In addition, when the driver's attitude is low, sufficient assistance can be urged to the driver by taking a margin and allowing the temporary support to be executed early.

  FIG. 6 is a diagram showing functional blocks of the ECU in another embodiment of the driving support apparatus according to the present invention. In the figure, the support mode determination unit 11 in the present embodiment includes a hysteresis adjustment unit 16 in addition to the map storage unit 14 and the support mode selection unit 15 described above.

  The hysteresis adjustment unit 16 uses the risk level of the host vehicle calculated by the risk level calculation unit 9, the posture of the driver calculated by the posture level calculation unit 10, and the support mode selection signal output from the support mode selection unit 15. Based on this, the switching boundaries P and Q (see FIG. 4) in the support map stored in the map storage unit 14 are provided with hysteresis, and a hysteresis adjustment signal for adjusting the hysteresis is sent to the support mode selection unit 15.

  Here, when a hysteresis is given to the switching boundary P between the temporary support and the regular support in the support map, the result is as shown in FIG. Here, when the support mode is switched from the regular support to the temporary support, the switching boundary P between the two is shifted to a low risk side, and when the support mode is switched from the temporary support to the regular support, the switching boundary P between the both is switched. To return to the original. The direction in which the switching boundary P is shifted is not particularly limited to the above.

  Further, when a hysteresis is given to the switching boundary Q between the constant support with a large amount of information and the constant support with a small amount of information in the support map, the hysteresis is as shown in FIG. Here, when the support mode is switched from constant support with a large amount of information to constant support with a small amount of information, the switching boundary Q between the two is shifted to a lower posture, and the support mode is changed from constant support with a small amount of information to information When switching to constant support with a large amount, the switching boundary Q between the two is restored. The direction in which the switching boundary Q is shifted is not particularly limited to the above.

  Specifically, the hysteresis adjusting unit 16 adjusts the hysteresis of the switching boundaries P and Q as follows. That is, first, the standard deviation σ of the risk of the host vehicle and the attitude of the driver for a certain time (for example, the latest 30 seconds) is calculated. Here, the standard deviation σ of the risk is used for the switching boundary P between the temporary support and the constant support, and the standard deviation σ of the posture is used for the switching boundary Q between the constant support with a large amount of information and the constant support with a small amount of information. Is used. Subsequently, the final hysteresis adjustment amount is calculated by multiplying the standard deviation σ by a coefficient α (for example, α = 1). At this time, the hysteresis adjustment amount is set such that the minimum value is 0 and the maximum value is 0.1. Then, the final hysteresis adjustment amount is output as a hysteresis adjustment signal.

  For example, as shown in FIG. 9, when the standard deviation σ of the degree of risk at a certain time is calculated, an amount of hysteresis proportional to the standard deviation σ is given to the switching boundary P between the temporary support and the constant support, and the switching boundary P shifts to a lower risk side. Thereby, even if the state of risk changes near the switching boundary P between temporary support and constant support, frequent switching of the support mode is suppressed.

  According to the present hysteresis adjustment method, the hysteresis increases when the data of the degree of danger and the posture are very varied, and the hysteresis decreases when the variation of the data is small. Accordingly, it is possible to adapt to driver characteristics, variations in sensing information, and the like.

  Further, the hysteresis adjusting unit 16 may adjust the hysteresis of the switching boundaries P and Q as follows. That is, in a state where the hysteresis adjustment amount is initialized to 0, based on the support mode selection signal from the support mode selection unit 15, it is determined whether or not the support mode has been switched. When it is determined that the support mode is switched, the hysteresis adjustment amount for the switching boundaries P and Q is added by 0.01, and it is determined that a certain time (for example, 30 seconds) has passed without switching the support mode. In this case, the final hysteresis adjustment amount is calculated by subtracting 0.01 from the hysteresis adjustment amount for the switching boundaries P and Q. At this time, the hysteresis adjustment amount is set such that the minimum value is 0 and the maximum value is 0.1. Then, the final hysteresis adjustment amount is output as a hysteresis adjustment signal.

  According to the present hysteresis adjustment method, the hysteresis gradually increases when the support mode is frequently switched, and decreases when the support mode is not switched. Therefore, an appropriate hysteresis is determined according to the ease of switching the support mode.

  The support mode selection unit 15 uses the support map after the hysteresis of the switching boundaries P and Q is adjusted by the hysteresis adjustment unit 16, and the risk level and posture calculation unit of the host vehicle calculated by the risk level calculation unit 9. The support mode corresponding to the driver's posture calculated by 10 is selected.

  In the above, the hysteresis adjusting unit 16 adjusts the hysteresis of the switching boundary of each support mode in the support map based on the variation in at least one of the risk level of the vehicle and the attitude of the driver, or the switching frequency of the support mode. Configure.

  As described above, in the present embodiment, since the switching boundaries P and Q in the support map are provided with hysteresis, when the current risk level of the vehicle and the attitude of the driver are near the switching boundaries P and Q, The support mode is prevented from being frequently switched due to a subtle state change or an error factor. Thereby, the support mode switching operation can be stabilized. Further, since the hysteresis of the switching boundaries P and Q is made variable, it is possible to prevent the support mode from being switched easily because the hysteresis of the switching boundaries P and Q is too large.

  FIG. 10 is a diagram showing functional blocks of an ECU in still another embodiment of the driving support apparatus according to the present invention. In the figure, the support mode determination unit 11 in the present embodiment has a map change unit 17 in addition to the map storage unit 14 and the support mode selection unit 15 described above.

  Two types of support maps as shown in FIG. 11 are stored in the map storage unit 14 in advance. The support map shown in FIG. 11A (hereinafter referred to as support map A) is the same as that shown in FIG. In the support map shown in FIG. 11B (hereinafter referred to as support map B), the information amount is divided into regular support without standard emphasis, constant support with information emphasis as standard, and temporary support. The constant support with the standard information amount is selected when the posture is low, and the constant support without the standard information amount is selected when the posture is high. For this reason, the support level of the regular support with emphasis with the standard information amount is higher than the support level of the regular support without the emphasis with the standard information amount.

  The amount of information provided in the constant support with no emphasis on the standard information and the constant support with the emphasis on the information amount is larger than the information amount provided in the constant support with the small information amount in the support map A, and the support map A Is less than the amount of information provided in regular support with a large amount of information.

  The switching boundary R between the temporary support and the continuous support in the support map B is set so that the corresponding posture is higher as the risk level is higher, and is more dangerous than the switching boundary P between the temporary support and the continuous support in the support map A. Located on the lower side. The switching boundary S between the constant support without standard emphasis and the constant support with standard emphasis of information amount in the support map B is set so that the corresponding posture becomes higher as the risk level becomes higher. It is located on the side where the posture is higher than the switching boundary Q between the continuous support with a large amount of information and the continuous support with a small amount of information. Therefore, the support map B is set such that when the risk is lower than the threshold value L, the support level of the support mode is lowered when the posture is increased.

  The map change unit 17 determines which of the support maps A and B is to be used based on the support mode selection signal output from the support mode selection unit 15 and changes the support map to be used. Is sent to the support mode selection unit 15.

  FIG. 12 is a flowchart showing details of the support map change processing procedure executed by the map change unit 17. In the figure, first, the support map A is selected as an initial setting (step S101).

  Subsequently, it is determined whether the support map A is used (step S102). When the support map A is used, the support mode is detected from the support mode selection signal (step S103). Subsequently, it is determined whether the detected support mode is temporary support (step S104). If the support mode is not temporary support but always support, the process returns to step S102. When the support mode is temporary support, the support map to be used is changed to support map B (step S105), and the process returns to step S102.

  When it is determined in step S102 that the support map B is used instead of the support map A, the support mode is detected from the support mode selection signal (step S106). Subsequently, it is determined whether or not the detected support mode is constant support (step S107). If the support mode is temporary support instead of constant support, the process returns to step S102. When the support mode is always support, it is determined whether or not a predetermined time (for example, 5 minutes) has elapsed since the support mode was switched from temporary support to continuous support (step S108). Return to step S102. When a predetermined time has elapsed since switching to the continuous support, the support map to be used is changed to the support map A (step S109), and the process returns to step S102.

  Returning to FIG. 10, when the support map is changed by the map changing unit 17, the support mode selecting unit 15 uses the changed support map to calculate the risk level of the host vehicle calculated by the risk level calculating unit 9. And a support mode corresponding to the posture of the driver calculated by the posture calculation unit 10 is selected.

  When the support mode selection unit 15 selects the constant support with the standard information amount in the support map B, the continuous driving support unit 12 enlarges the size of the displayed characters and graphics, or displays the characters and graphics. The provided information is emphasized by displaying it in a color that is easily noticeable, such as a primary color, or by increasing the volume of the voice guidance.

  Next, the operation of this embodiment will be described with reference to FIG. First, in the situation where the support map A is used, when the risk level of the host vehicle and the attitude of the driver are both low, as shown in FIG. Is selected, and information corresponding to the continuous support is displayed and voice-guided.

  For example, when TTC occurs, the risk of the host vehicle increases, and the driver prepares for deceleration or brake pedal preparation, or the frequency of confirmation actions by the driver increases. When the degree becomes high, as shown in FIG. 13B, the support mode is switched from the continuous support with a large amount of information to the continuous support with a small amount of information, and information corresponding to the continuous support is displayed and voice-guided.

  When the risk level of the host vehicle is further increased, the support mode is switched from the constant support with a small amount of information to the temporary support, and the display corresponding to the temporary support (for example, superimposed display by HUD) is performed. Then, the support map to be used is changed to the support map B.

  When the risk of the host vehicle decreases as a result of the temporary support being executed, as shown in FIG. 13C, the support mode is switched from the temporary support to the regular support with the standard amount of information in the support map B. Information corresponding to the continuous support is highlighted and displayed and voice-guided.

  When a predetermined time elapses after the support mode is switched from temporary support to full support with emphasis, the support map to be used is changed to the support map A, and the amount of information in the support map A as shown in FIG. Information corresponding to regular support with a lot of information is displayed and voice-guided.

  In the above, the map change part 17 comprises a means for changing the support map used in the selection means (support mode selection part 15) according to the support mode switching status.

  By the way, even in the same continuous support, what is required for continuous support may differ depending on whether the continuous support continues for a long period of time or when the temporary support suddenly changes to continuous support. For example, immediately after the driver receives temporary support, the tension state and the shaking continue, and the frequency of confirmation actions decreases, so there is a possibility that the effect of constant support cannot be obtained sufficiently.

  On the other hand, in the present embodiment, two types of support maps A and B having different contents of temporary support and areas of temporary support are prepared in advance, and the support mode is changed from constant support to temporary support while using the support map A. When switched, the support map to be used is changed to support map B, which has a larger temporary support area than support map A, so that the support mode is prevented from being suddenly switched from temporary support to regular support. In addition, since the support map B is set to always support with emphasis, when the support mode is switched from temporary support to always support with emphasis, the information provided to the driver is emphasized and displayed and voice-guided. . At this time, since the support map to be used is changed to the support map A after a predetermined time has elapsed since the support mode was switched from the temporary support to the continuous support, the situation in which the provided information is highlighted and displayed and voice guidance is performed for the predetermined time Will continue. This makes it easier for the driver to notice that the driver has switched to regular assistance, and immediately knows that the risk level of the vehicle has decreased. Thereby, it becomes possible to fully demonstrate the effect of continuous support.

  In the present embodiment, when the support map B is used, the support map to be used is changed to the support map A after a predetermined time has elapsed since the support mode is switched from the temporary support to the constant support. However, the method is not particularly limited, and the support map to be used may be changed to the support map A when the heart rate of the driver becomes less than a predetermined value (for example, 150% at rest). .

  In addition, the method of emphasizing and providing information to the driver when the support mode is switched from temporary support to regular support with emphasis is not limited to the above-described method. For example, the surrounding information may be displayed in a normal state, and immediately after the end of the temporary support, the driver's state such as a heartbeat, the driver's action history leading to the accident, and the like may be displayed. In this case, the driver can learn from his / her behavior history that he / she knows his / her state and calms down.

  Further, information may be voice-guided with a normal voice at normal times, and information may be voice-guided with a voice emphasizing a high frequency range immediately after the end of temporary support. In this case, since the voice guidance is provided in a voice that is easy to hear even if there is noise, the driver can easily notice that the driver has been switched to support at all times.

  Further, an agent expressed in CG may be displayed in normal times, and a simple icon may be displayed immediately after the end of temporary support. Thus, by omitting redundant information such as agent movements, the information to be recognized becomes clear, and the driver can easily understand the support information at all times.

  Also, normally, the surrounding information is displayed, and immediately after the temporary support ends, specific driving instructions such as “Let's reduce the vehicle speed a little more”, “Let's get away from the accelerator”, etc. Also good. In this case, when the driver does not know how to operate from a tense state, appropriate driving operation can be assisted.

  Furthermore, the configuration of the support mode determination unit 11 is not particularly limited to the above embodiment, and in addition to the configuration of the support mode determination unit 11 illustrated in FIG. 10, a hysteresis adjustment unit 16 illustrated in FIG. 6 is provided. It goes without saying that it is also good.

DESCRIPTION OF SYMBOLS 1 ... Driving assistance device, 9 ... Risk level calculation part (risk level calculation means), 10 ... Posture degree calculation part (posture degree calculation means), 11 ... Support mode determination part (support mode determination means), 14 ... Map storage part (Storage means), 15 ... support mode selection part (selection means), 16 ... hysteresis adjustment part, 17 ... map change part.

Claims (3)

In a driving support device that supports driving of a vehicle,
A risk degree calculating means for calculating a risk degree of the vehicle based on an environmental situation around the vehicle and a state of the vehicle;
Posture attitude calculating means for calculating the attitude of the driver based on the state of the vehicle and the state of the driver;
Support mode determining means for determining a support mode for the vehicle based on the risk degree of the vehicle calculated by the risk degree calculating means and the posture of the driver calculated by the posture degree calculating means. ,
The support mode determining means includes a storage means for storing a support map representing a relationship between a risk level, a posture degree, and a plurality of support modes; and using the support map, the risk level of the vehicle and The support map based on selection means for selecting a support mode corresponding to the driver's posture, at least one of the risk of the vehicle and the driver's posture, or the switching frequency of the support mode Means for adjusting the hysteresis of the switching boundary of each of the support modes in
The driving support device according to claim 1, wherein the support map is set such that when the risk is lower than a predetermined value, the support level of the support mode is lowered when the posture is increased. In a driving support device that supports driving of a vehicle,
A risk degree calculating means for calculating a risk degree of the vehicle based on an environmental situation around the vehicle and a state of the vehicle;
Posture attitude calculating means for calculating the attitude of the driver based on the state of the vehicle and the state of the driver;
Support mode determining means for determining a support mode for the vehicle based on the risk degree of the vehicle calculated by the risk degree calculating means and the posture of the driver calculated by the posture degree calculating means. ,
The support mode determination unit stores a plurality of types of support maps representing the relationship between the degree of risk, the posture, and a plurality of support modes, and the support contents of the support mode and the positions of the switching boundaries of the support modes are different. A storage unit, a selection unit that selects a support mode corresponding to the risk level of the vehicle and the attitude of the driver from the plurality of support modes using the support map, and a switching state of the support mode And means for changing the support map used in the selection means,
The support map, the when risk is lower than the predetermined value, the attitude of OPERATION support device you characterized by high a level of assistance of the support mode is set to be lower. The driving support device according to claim 1 , wherein a switching boundary between the support modes in the support map is set such that the corresponding posture is increased as the risk level is increased .

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