JP5807620B2 - Driving assistance device - Google Patents

Driving assistance device Download PDF

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Publication number
JP5807620B2
JP5807620B2 JP2012138151A JP2012138151A JP5807620B2 JP 5807620 B2 JP5807620 B2 JP 5807620B2 JP 2012138151 A JP2012138151 A JP 2012138151A JP 2012138151 A JP2012138151 A JP 2012138151A JP 5807620 B2 JP5807620 B2 JP 5807620B2
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vehicle
driver
support
determined
driving
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JP2014002610A (en
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麻純 小花
麻純 小花
川真田 進也
進也 川真田
琢也 上撫
琢也 上撫
佐々木 和也
和也 佐々木
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トヨタ自動車株式会社
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Description

  The present invention relates to a driving support device.

  In recent years, driving assistance devices that provide various driving assistance to a driver of a traveling vehicle have been proposed. For example, in the vehicular driving assistance device described in Patent Document 1, it is determined whether or not a stop has been performed on the temporary stop line while the vehicle is running, and it is determined that the stop has not been performed on the temporary stop line. In this case, a warning is given to the driver so that the driver is not bothered.

JP 2006-277547 A

  However, the alarm given in Patent Document 1 alerts the driver whether or not the vehicle has been temporarily stopped, and does not provide driving assistance at the intersection after passing through the temporary stop line in real time. Could feel annoying. On the other hand, if the system is such that driving assistance at intersections is performed in real time when it cannot be paused, the driver may assume that assistance will be provided without stopping temporarily, and overconfidence in safety There was a risk of doing so.

  The present invention has been made in view of the above, and an object of the present invention is to provide a driving support device that can perform driving support while preventing overconfidence of support.

  In order to solve the above-described problems and achieve the object, the driving support apparatus according to the present invention includes a pause determination unit that determines whether or not the vehicle is paused at a position where the vehicle is to be paused, and the vehicle is temporarily paused. When it is determined by the temporary stop determination means that the vehicle has stopped, preventive safety support that is driving support for the driver of the vehicle after the temporary stop until passing through an intersection located in the traveling direction of the vehicle. And a control means that does not start the preventive safety support when the temporary stop determination means does not determine that the vehicle has stopped temporarily.

  The driving support apparatus preferably includes notifying means for notifying the driver that the preventive safety support is to be started when the temporary stop determining means determines that the vehicle is temporarily stopped.

  The driving support apparatus further includes a collision risk determining unit that determines whether or not the vehicle has a high collision risk based on the surrounding information of the vehicle, and the control unit is configured to temporarily stop the vehicle. Even if it is not determined by the temporary stop determination means, it is preferable to start the preventive safety support when the collision risk determination means determines that the collision risk of the vehicle is high.

  In the driving support apparatus, the control means may perform the preventive safety support when the collision risk degree determination means determines that the vehicle has a high collision risk level when performing the start control of the preventive safety support. It is preferable that the start timing of the support be earlier than the start timing of the preventive safety support when the temporary stop determination unit determines that the vehicle is temporarily stopped.

  In the driving support apparatus, it is preferable that the control means performs start control of the preventive safety support so that the start timing of the preventive safety support is advanced as the collision risk of the vehicle increases.

  Further, in the driving support apparatus, the driving support device includes a driver state determination unit that determines whether the driver is wearing based on at least one of the vehicle information or the driver information, and the control unit includes: When it is determined by the driver state determination means that the driver is ready, even if the collision risk determination means determines that the collision risk of the vehicle is high, the preventive safety support It is preferable that the start control of the preventive safety support is performed without making the start timing earlier than the start timing of the preventive safety support when the stop determination unit determines that the vehicle is temporarily stopped.

  In the driving assistance apparatus, it is preferable that the preventive safety assistance includes at least one of alerting for collision avoidance and vehicle control assistance for collision avoidance.

  In addition, the driving support device includes a notifying unit that notifies the driver that the preventive safety support is ended, including at least one of voice and display when the preventive safety support is ended. It is preferable.

  In the driving support device, when it is determined that the preventive safety support is finished and the vehicle has passed the intersection, at least one of a voice and a display indicating that the preventive safety support is finished. It is preferable to provide a notifying means for notifying the driver.

  The driving assistance apparatus according to the present invention has an effect that driving assistance can be performed while preventing overconfidence of assistance.

FIG. 1 is a schematic diagram of a vehicle including a driving support apparatus according to an embodiment. FIG. 2 is a schematic view of the inside of the vehicle shown in FIG. FIG. 3 is an AA arrow view of FIG. 4 is a detailed view of a portion B in FIG. FIG. 5 is a main part configuration diagram of the driving support device shown in FIG. 1. FIG. 6 is an explanatory diagram for driving assistance when entering an intersection. FIG. 7 is a flowchart when driving assistance is performed by the driving assistance apparatus according to the embodiment. FIG. 8 is an explanatory diagram when it is determined whether or not a pause has occurred. FIG. 9 is an explanatory diagram showing the driving support operation timing with respect to the operation history and the distance between the crossing vehicles. FIG. 10 is an explanatory diagram of the operation timing of driving support with respect to the brake depression force. FIG. 11 is an explanatory diagram of the posture angle with respect to a change in the distance of the crossing vehicle. FIG. 12 is an explanatory diagram of the operation at the time of sudden change in the behavior of the crossing vehicle. FIG. 13 is an explanatory diagram of a criterion for determining whether or not an intersection has been passed. FIG. 14 is an explanatory diagram when intersections are continuous.

  Hereinafter, an embodiment of a driving support device according to the present invention will be described in detail with reference to the drawings. In addition, this invention is not limited by this embodiment. In addition, constituent elements in the following embodiments include those that can be easily replaced by those skilled in the art or those that are substantially the same.

Embodiment
FIG. 1 is a schematic diagram of a vehicle including a driving support apparatus according to an embodiment. The vehicle 1 including the driving support device 2 according to the embodiment includes an engine 5 that is an internal combustion engine as a power source, and the power generated by the engine 5 is transmitted to the wheels 3 via a drive device such as the transmission 6. It is possible to run. Further, the vehicle 1 is provided with a brake device that is a braking means that brakes the vehicle 1 that is running by braking the wheels 3, and a brake hydraulic pressure control device 10 that controls the hydraulic pressure when the brake device is operated. Is provided. Further, the drive device is provided with a vehicle speed sensor 21 which is a vehicle speed detection means for detecting the vehicle speed by detecting the rotational speed of the output shaft of the drive device.

  In addition, the vehicle 1 is provided with an accelerator pedal 15 and a brake pedal 16 that are used when the driver performs a driving operation. Among these, an accelerator that detects the amount of operation of the accelerator pedal 15 is located in the vicinity of the accelerator pedal 15. A sensor 22 is provided. Further, the brake hydraulic pressure control device 10 is provided with a brake pressure sensor 23 that detects an operation amount of the brake pedal 16 by detecting a brake pressure that is a hydraulic pressure when the brake pedal 16 is operated.

  Further, the vehicle 1 is provided with a steering wheel 17 used when the driver steers the steering wheel. The steering wheel 17 is connected to an EPS (Electric Power Steering) device 12 that is an electric power steering device. . Thereby, the steering wheel 17 is provided via the EPS device 12 so as to be able to steer front wheels that are steering wheels. Further, the EPS device 12 thus provided is provided with a steering angle sensor 24 which is a steering angle detection means for detecting a steering angle which is a rotation angle of the steering wheel 17.

  Further, in the vicinity of the steering wheel 17, a winker lever 18 that performs an operation of switching a blinking state of a winker lamp (not shown) is provided. The operation on the winker lever 18 can be detected by a winker switch 25 disposed near the root of the winker lever 18.

  Further, the vehicle 1 includes a camera 31, a traveling sound sensor 32, a radar sensor 33, and a rear side sensor 34 as environmental information acquisition means for acquiring environmental information around the host vehicle 1. Yes. Among these, the camera 31 is provided as an imaging unit that acquires image information around the vehicle 1 by imaging the surroundings of the vehicle 1 such as the front of the vehicle 1. For example, the camera 31 is installed in the vehicle and can capture images of other vehicles, the environment of the road on which the vehicle 1 travels, and the like by photographing the front through the front window. The camera 31 is a direct sensor capable of detecting a detection target within a range where light from the detection target reaches.

  The traveling sound sensor 32 is disposed near the front end of the vehicle 1 and is provided as sound collecting means for detecting sound information around the vehicle 1 and acquiring sound information. For example, a plurality of the traveling sound sensors 32 are disposed on a front bumper or the like of the vehicle 1, and the traveling sound sensors 32 can detect surrounding sound information including the direction of the sound. ing. Thereby, the traveling sound sensor 32 is based on sound information transmitted from the surroundings of the vehicle 1 and the echo sound of the sound emitted from the vehicle 1, and the presence of a shield around the vehicle 1 and the front of the vehicle 1. It is possible to detect the presence and direction of a moving body such as an approaching vehicle that moves in a blind spot area on a road that intersects at a located intersection.

  The radar sensor 33 is provided as a three-dimensional information acquisition unit that acquires three-dimensional information of objects around the vehicle 1 by using a detection wave. The radar sensor 33 is disposed in front of a bumper on the front side of the vehicle 1, and includes a transmission unit that transmits detection waves such as electromagnetic waves, infrared rays, lasers, and ultrasonic waves, and a reception unit that receives reflected waves of the detection waves. And have. The radar sensor 33 configured as described above transmits a detection wave from the front end of the vehicle 1 to the front or both sides of the vehicle 1 by transmitting a detection wave from the transmission unit, and the detection wave reflected by the detection object. A detection target can be detected by receiving the reflected wave at the receiving unit. That is, the radar sensor 33 is a direct sensor that can detect a detection target in an area where a detection wave reaches.

  Further, the rear side sensor 34 is disposed in the vicinity of both side ends of the rear surface of the rear bumper of the vehicle 1 or in the vicinity of the rear end of the side surface of the rear bumper. And a transmission unit that transmits detection waves such as laser and ultrasonic waves, and a reception unit that receives reflected waves of the detection waves. Thereby, the rear side sensor 34 can detect the detection object located in the rear side of the vehicle 1 using the detection wave.

  In addition, the vehicle 1 has a GPS (Global Positioning System) 36 that measures the position of the vehicle 1 on the earth, a measurement result of the GPS 36, and map information that is stored in advance to overlap the map. A car navigation system 37 capable of detecting the position of the host vehicle 1 is mounted. Further, the vehicle 1 is provided with a yaw rate sensor 38 that detects a yaw rate acting on the vehicle 1 during traveling.

  FIG. 2 is a schematic view of the inside of the vehicle shown in FIG. FIG. 3 is an AA arrow view of FIG. 4 is a detailed view of a portion B in FIG. In the vehicle, an alarm device 50 is installed on the dashboard 45 as notification means for notifying the driver of predetermined information by voice or display. Specifically, the lower end of the front window 46 on the dashboard 45 is installed. It is arranged in the vicinity. The alarm device 50 includes a display unit 51 that visually informs a driver of information and a speaker 52 that informs information by sound. The alarm device 50 includes the display unit 51 and the speaker 52 as described above, thereby enabling driving assistance by notification using sound and light.

  Moreover, the operation mode switch 55 which switches the operation mode of the driving assistance device 2 which concerns on this embodiment is provided in the vehicle. The driving support device 2 can switch the operation mode between an auto mode that automatically operates and a manual mode in which the driver switches between ON and OFF of the operation. And switch to manual mode. The steering wheel 17 is provided with a steering switch 56 that can be switched ON and OFF when the operation mode switching switch 55 is switched to the manual mode. Further, a driver camera 40 that detects the position of the driver's eyes and the direction of the driver's line of sight by photographing the driver's face is disposed in the vicinity of the steering wheel 17 in the vehicle. The car navigation system 37 is disposed in the vehicle and can be visually recognized by the driver.

  These engine 5, transmission 6, brake hydraulic pressure control device 10, EPS device 12, vehicle speed sensor 21, accelerator sensor 22, brake pressure sensor 23, rudder angle sensor 24, blinker switch 25, camera 31, traveling sound sensor 32, radar The sensor 33, the rear side sensor 34, the GPS 36, the car navigation system 37, the yaw rate sensor 38, the driver camera 40, the alarm device 50, the operation mode changeover switch 55, and the steering switch 56 are mounted on the vehicle 1 and each part of the vehicle 1. It is connected to ECU (Electronic Control Unit) which controls.

  As the ECU, a travel control ECU 70 that performs travel control of the vehicle 1, an environment information recognition ECU 80 that recognizes and acquires environment information around the vehicle 1, and recognizes and acquires information indicating the current state of the vehicle 1. A vehicle information recognition ECU 90 that recognizes and acquires the driver's state, and a driving assistance ECU 110 that performs driving assistance control, which is control for assisting the driver during driving of the vehicle 1. (Refer to FIG. 5) and a determination processing ECU 120 (refer to FIG. 5) that performs various determination processes during travel control of the vehicle 1 are provided.

  FIG. 5 is a main part configuration diagram of the driving support device shown in FIG. 1. Among the devices and devices connected to the ECU, devices such as the engine 5, the transmission 6, the brake hydraulic pressure control device 10, and the EPS device 12 that are operated when the vehicle 1 is traveling are connected to the travel control ECU 70. In addition, devices used when recognizing the environment around the vehicle 1 such as the camera 31, the running sound sensor 32, the radar sensor 33, the rear side sensor 34, the GPS 36, and the car navigation system 37 are connected to the environment information recognition ECU 80. ing. Further, when recognizing the current state of the vehicle 1 such as the vehicle speed sensor 21, the accelerator sensor 22, the brake pressure sensor 23, the steering angle sensor 24, the winker switch 25, the yaw rate sensor 38, the operation mode changeover switch 55, the steering switch 56, etc. The equipment to be used is connected to the vehicle information recognition ECU 90. A device used when recognizing the current state of the driver, such as the driver camera 40, is connected to the driver state recognition ECU 100. In addition, devices used when performing driving support control such as the alarm device 50 are connected to the driving support ECU 110.

  Further, the travel control ECU 70, the environment information recognition ECU 80, the vehicle information recognition ECU 90, the driver state recognition ECU 100, and the driving support ECU 110 are all connected to the determination processing ECU 120 so that information and signals can be exchanged. Thereby, when the vehicle 1 is traveling, it is possible to perform traveling control while making various determinations by the determination processing ECU 120. The hardware configuration of the travel control ECU 70, the environment information recognition ECU 80, the vehicle information recognition ECU 90, the driver state recognition ECU 100, the driving support ECU 110, and the determination processing ECU 120 includes a processing unit including a CPU (Central Processing Unit), a RAM ( Since this is a known configuration including a storage unit such as Random Access Memory, description thereof is omitted.

  Among these ECUs, the travel control ECU 70 includes an engine control unit 71 that controls the operation of the engine 5, a brake control unit 72 that controls the braking force by controlling the brake hydraulic pressure control device 10, and the EPS device 12. And a steering control unit 73 that performs steering control by controlling.

  The environment information recognition ECU 80 includes a camera control unit 81 that controls the camera 31, a travel sound sensor control unit 82 that controls the travel sound sensor 32, a radar control unit 83 that controls the radar sensor 33, A rear side sensor control unit 84 that controls the side sensor 34, a navigation system control unit 85 that controls the GPS 36 and the car navigation system 37, and an intersection road that intersects the road on which the vehicle 1 is currently traveling And a moving body information acquisition unit 86 that acquires information on moving bodies such as other vehicles that move the vehicle.

  The vehicle information recognition ECU 90 also acquires a vehicle speed acquisition unit 91 that acquires the vehicle speed from the detection result of the vehicle speed sensor 21, and acquires the yaw rate that occurs in the vehicle 1 when the vehicle 1 travels from the detection result of the yaw rate sensor 38. The operation state control unit 93 that controls the operation state of the driving support control based on the state of the unit 92, the operation mode changeover switch 55 and the steering switch 56, and the operation state of the accelerator pedal 15 based on the detection result of the accelerator sensor 22 The accelerator opening acquisition unit 94 to acquire, the brake operation acquisition unit 95 to acquire the operation state of the brake pedal 16 from the detection result of the brake pressure sensor 23, and the steering of the steering wheel 17 from the detection result of the rudder angle sensor 24 Based on the state of the steering angle acquisition unit 96 for acquiring the state of the A winker operation acquiring unit 97 for acquiring the status of the operation of Kareba 18, a has.

  In addition, the driver state recognition ECU 100 is an attention state estimation unit that estimates a state of attention such as a direction of attention and a range of attention based on the operation of the driver acquired from the detection result of the driver camera 40. An estimation unit 101 is included.

  In addition, the driving support ECU 110 is a control unit that executes preventive safety support that is driving support for the driver from before the vehicle 1 is acquired to the intersection until it passes through the intersection as driving support for the driver who drives the vehicle 1. A certain support control unit 111 is included.

  The determination processing ECU 120 includes an environment determination unit 121 that is an environment determination unit that determines whether or not the vehicle 1 is in a state where driving assistance is performed based on environment information around the vehicle 1 acquired by the environment information recognition ECU 80, and the vehicle. The collision risk of the vehicle 1 based on the temporary stop determination unit 122 that is a temporary stop determination unit that determines whether or not the vehicle 1 is temporarily stopped at the place where the vehicle 1 should be stopped, and the surrounding information of the vehicle 1 acquired by the environment information recognition ECU 80 Of the collision risk degree determination unit 123 that is a collision risk degree determination unit that determines whether the degree is high and the vehicle information information acquired by the vehicle information recognition ECU 90 or the driver information acquired by the driver state recognition ECU 100, Based on at least one of them, a driver state determination unit 124 that is a driver state determination unit that determines whether or not the driver is wearing, and an environment determination unit 1 1. A support content determination unit 125 that is a support content determination unit that determines the content of driving support based on the determination results of the temporary stop determination unit 122, the collision risk determination unit 123, and the driver state determination unit 124. ing.

  The driving support device 2 according to the present embodiment is configured as described above, and the operation thereof will be described below. During normal traveling of the vehicle 1, the driver operates the accelerator pedal 15 and the brake pedal 16 to actuate the actuators such as the engine 5 and the brake hydraulic pressure control device 10, and the vehicle 1 responds to the driving operation of the driver. Run. For example, the engine control unit 71 included in the travel control ECU 70 controls the engine 5 according to the accelerator operation amount acquired by the accelerator opening acquisition unit 94 included in the vehicle information recognition ECU 90 based on the detection result of the accelerator sensor 22. Thus, a driving force in accordance with the driver's request is generated.

  Further, by operating the brake pedal 16, a hydraulic pressure for operating the brake device is generated in the brake hydraulic pressure control device 10, and the brake device is operated by this hydraulic pressure to generate a braking force. As described above, the brake hydraulic pressure, which is the hydraulic pressure generated by the brake hydraulic control device 10 when the brake pedal 16 is operated, is detected by the brake pressure sensor 23 and acquired by the brake operation acquisition unit 95 of the vehicle information recognition ECU 90. The brake operation acquisition unit 95 acquires the brake hydraulic pressure as a brake operation amount of the driver.

  Further, when the vehicle 1 travels, the travel state of the vehicle 1 is detected by sensors provided in each part of the vehicle 1 and is used for travel control of the vehicle 1. For example, the vehicle speed information detected by the vehicle speed sensor 21 is acquired by the vehicle speed acquisition unit 91 included in the vehicle information recognition ECU 90, and is used when traveling control is performed using the vehicle speed information. The yaw rate detected by the yaw rate sensor 38 is acquired by the yaw rate acquisition unit 92 of the vehicle information recognition ECU 90, and is used when running control is performed using the yaw rate information.

  In addition, the driving support device 2 according to the present embodiment can perform driving support by alerting the driver when the vehicle 1 is traveling. Specifically, in order to prevent collision with other vehicles such as other vehicles moving on the road intersecting the road on which the host vehicle 1 travels, the vehicle travels with more attention than normal travel. When the host vehicle 1 enters an intersection that needs to be operated, driving assistance can be performed. Further, in this driving support, not only the driver is alerted but also the driver is aware that the vehicle 1 is surely paused at the place where it should be paused when passing the intersection. We also provide support. This driving support is performed by alerting by operating the alarm device 50, operation control by operating the EPS device 12, or the like.

  FIG. 6 is an explanatory diagram for driving assistance when entering an intersection. The driving assistance in the driving assistance apparatus 2 will be described. When the vehicle 1 is traveling on a traveling road 151 that is a road on which the host vehicle 1 is traveling, there is a temporary stop line 154 in the traveling direction of the vehicle 1. Driving assistance is executed when there is an intersection 153 that requires attention, such as an intersection 153. The navigation system control unit 85 of the environmental information recognition ECU 80 uses the car navigation system 37 to determine whether or not there is an intersection 153 that requires more attention in the traveling direction of the vehicle 1 and requires driving assistance. The determination is made by the environment determination unit 121 included in the determination processing ECU 120 based on the road information around the acquired vehicle 1.

  That is, the map information stored in the storage unit of the car navigation system 37 also includes information on the road intersection 153, and from the traveling road 151 on which the host vehicle 1 is traveling ahead of the host vehicle 1. Information indicating whether or not a temporary stop is required when entering the intersection 153 is also included. Therefore, the environment determination unit 121 enters the intersection 153 from the traveling road 151 on which the host vehicle 1 is traveling, based on the information on the intersection 153 that is acquired by the navigation system control unit 85 and is located in front of the host vehicle 1. In this case, when it is indicated that the intersection 153 needs to be temporarily stopped, it is determined that the host vehicle 1 is facing the intersection 153 that requires driving assistance.

  When the environment determination unit 121 determines that the driving support device 2 enters such an intersection 153, the driving support device 2 is switched to a state in which driving support is activated by the operation mode switching switch 55 or the steering switch 56. Perform assistance. As this driving support, for example, a warning is given to the driver as needed by operating the warning device 50 with the assistance control unit 111 of the driving assistance ECU 110.

  The operation mode changeover switch 55 and the steering switch 56 for switching whether or not the driving assistance can be executed will be described. Driving assistance by the driving assistance device 2 is automatically performed when the vehicle enters the intersection 153 by switching the operation mode changeover switch 55. It is possible to switch between execution and arbitrary execution of the driver. The operation mode change-over switch 55 is operated when the vehicle 1 enters the intersection 153 and automatically when the vehicle 1 enters the intersection 153 according to the state of the host vehicle 1 and the surrounding environment. It is possible to switch to a manual mode in which the driver can select whether or not to perform support.

  Further, when the operation mode changeover switch 55 is in the manual mode, ON / OFF of driving assistance when entering the intersection 153 is switched by switching ON / OFF of the steering switch 56 disposed on the steering wheel 17. It is possible to switch. The states of the operation mode changeover switch 55 and the steering switch 56 are acquired by the operation state control unit 93 included in the vehicle information recognition ECU 90, and the support control unit 111 responds according to the state of the switch acquired by the operation state control unit 93. Carry out driving support control.

  That is, the operation state control unit 93 enters the intersection 153 with respect to the support control unit 111 when the operation mode switch 55 is in the auto mode, and when the operation mode switch 55 is in the manual mode and the steering switch 56 is ON. Execute driving assistance at the time. On the other hand, the operation state control unit 93 prevents the support control unit 111 from executing driving support when the operation mode changeover switch 55 is in the manual mode and the steering switch 56 is OFF.

  For this reason, when the operation mode changeover switch 55 is switched to the auto mode, the driving support device 2 determines that the vehicle 1 is at the intersection 153 that requires driving support based on the driving state of the vehicle 1 and the driving state of the driver. Whenever it is determined that the vehicle enters, the driving support control is performed.

  On the other hand, when the operation mode changeover switch 55 is switched to the manual mode, the driving support device 2 has its own vehicle in the intersection 153 where it is determined that driving support is necessary with the steering switch 56 being ON. When 1 enters, driving support control is performed. Further, when the operation mode changeover switch 55 is switched to the manual mode and the steering switch 56 is turned off, even when the vehicle 1 enters the intersection 153 where it is determined that the driving assistance is necessary, the driving assistance device 2 operates. Does not perform support control.

  Next, an outline of a processing procedure when driving support is performed by the driving support device 2 according to the present embodiment will be described. FIG. 7 is a flowchart when driving assistance is performed by the driving assistance apparatus according to the embodiment. The following processing is called and executed every predetermined time when the operation mode changeover switch 55 is in the auto mode, or when the operation mode changeover switch 55 is in the manual mode and the steering switch 56 is ON. .

  When the driving support flow is called, it is first determined whether or not a signal indicating that there is an intersection 153 that requires driving support is detected (step ST101). This determination is performed by the environment determination unit 121 included in the determination processing ECU 120 based on the road information around the host vehicle 1 acquired using the car navigation system 37 by the navigation system control unit 85 included in the environment information recognition ECU 80. The environment determination unit 121 uses the road information acquired by the navigation system control unit 85 to determine whether or not there is an intersection 153 that needs to be temporarily stopped in front of the host vehicle 1 on the traveling road 151 on which the vehicle 1 is currently traveling. Judgment based on.

  Specifically, road information that can be acquired by the navigation system control unit 85 includes information such as whether or not a temporary stop line 154 is provided in front of the intersection 153 and whether or not the intersection road 152 is a priority road. The classification of the intersection 153 based on is stored in advance for each intersection 153. The environment determination unit 121 determines whether or not there is an intersection 153 in front of the host vehicle 1 based on the road information acquired by the navigation system control unit 85. If the intersection 153 exists, a temporary stop is necessary. Whether it is an intersection or not is determined from the classification of the intersection 153. In other words, the environment determination unit 121 determines that there is an intersection 153 that needs driving support when there is an intersection 153 that needs to be temporarily stopped in front of the host vehicle 1, and pauses in front of the host vehicle 1. When there is no intersection 153 that requires driving, it is determined that there is no intersection 153 that requires driving assistance.

  In addition, the determination of whether or not a signal indicating that there is an intersection 153 that requires driving assistance is not only a determination of whether or not there is an intersection 153 that requires driving assistance, but whether such an intersection 153 exists. It is also determined whether or not the information can be acquired. That is, it is determined including the reliability of the ECU or the like such as whether or not the navigation system control unit 85 can properly detect the position information of the host vehicle 1. For this reason, when the reliability of the ECU or the like, that is, the reliability of the detection result is low, it is determined that a signal indicating that there is an intersection 153 that requires driving assistance is not detected regardless of the detection result.

  If it is determined by the determination in the environment determination unit 121 that a signal indicating that there is an intersection 153 that requires driving assistance is detected (Yes in step ST101), then a signal that is temporarily stopped is detected. Is determined (step ST102). This determination is performed by the temporary stop determination unit 122 included in the determination process ECU 120 based on the vehicle 1 information acquired by the vehicle information recognition ECU 90.

  FIG. 8 is an explanatory diagram when it is determined whether or not a pause has occurred. First, an example of a method for determining whether or not the vehicle is temporarily stopped will be described. The temporary stop determination unit 122 performs determination based on the vehicle speed V, the distance L from the intersection 153, and the time t. Among these, the distance L from the intersection 153 is determined based on the road information acquired by the navigation system control unit 85 or the image information captured by the camera 31 and acquired by the camera control unit 81 of the environmental information recognition ECU 80. Estimate at 122. When the distance L from the intersection 153 of the vehicle 1 is within the predetermined stop range Lm and the vehicle speed V is equal to or lower than the predetermined minimum vehicle speed Vm, the temporary stop determination unit 122 1 is determined to be temporarily stopped.

  The stop range Lm used for this determination is set in advance as a range indicating the location where the vehicle 1 should be temporarily stopped, and is stored in the storage unit of the determination process ECU 120. The minimum vehicle speed Vm is set in advance as a vehicle speed V at which the vehicle 1 can be recognized as having temporarily stopped, or a vehicle speed V at which the vehicle 1 can be stopped immediately, and is stored in the storage unit of the determination processing ECU 120. In addition, the predetermined time Tm is set in advance as a time t during which it can be recognized that the vehicle 1 has temporarily stopped as the state of the vehicle speed V or less continues, and is stored in the storage unit of the determination processing ECU 120. As described above, the temporary stop determination unit 122 determines whether or not the vehicle 1 is temporarily stopped at a position where the vehicle 1 should be temporarily stopped based on the traveling state of the vehicle 1 before the intersection 153.

  Further, the determination of whether or not a signal that has been temporarily stopped is detected includes not only determination of whether or not the vehicle 1 has been temporarily stopped but also whether or not information indicating that the vehicle has been temporarily stopped has been acquired. Judge with. That is, the determination is made including the reliability of various sensors, such as whether or not the vehicle speed sensor 21 that detects the vehicle speed V can be detected appropriately, and the reliability of the ECU that performs the arithmetic processing. For this reason, for example, when the noise is larger than the S / N ratio at the time of detection by the sensor and the reliability of the sensor is low, it is said that the paused signal is not detected regardless of the detection result by the sensor. Make a decision.

  If it is determined by the determination in the temporary stop determination unit 122 that a signal that has been temporarily stopped is detected (Yes in step ST102), preventive safety support is started (step ST103). This preventive safety support is performed by the support control unit 111 included in the driving support ECU 110. As preventive safety support, for example, by controlling the alarm device 50 by the support control unit 111 and operating the alarm device 50, information on the moving body 160 such as the crossing vehicle 162 and the bicycle 165 traveling on the crossing road 152, Notify the driver.

  The information on the moving body 160 is based on the image information captured by the camera 31, the sound information detected by the traveling sound sensor 32, and the three-dimensional information detected by the radar sensor 33. Obtained by the obtaining unit 86. For example, the camera 31 is controlled by the camera control unit 81 included in the environment information recognition ECU 80, and image information around the host vehicle 1 is detected by the camera 31. Based on this image information, the moving body information acquisition unit 86 acquires information on the moving body 160 such as the crossing vehicle 162 and the bicycle 165 traveling on the crossing road 152 near the intersection 153 in front of the host vehicle 1.

  Further, when acquiring information on the moving body 160 based on the sound information, the traveling sound sensor control unit 82 included in the environmental information recognition ECU 80 controls the traveling sound sensor 32 to obtain the traveling sound information about the vehicle 1 as the traveling sound. It is detected by the sensor 32. Based on this sound information, the moving body information acquisition unit 86 acquires information on the crossing vehicle 162 traveling on the crossing road 152 near the intersection 153 in front of the host vehicle 1. Specifically, based on a change in the volume of sound detected by the traveling sound sensor 32, a time difference between sounds detected by the plurality of traveling sound sensors 32, etc., the ambient noise around the host vehicle 1 and the crossing vehicle 162 emit the sound. By separating the sound, the information of the intersecting vehicle 162 is acquired.

  When acquiring information on the moving body 160 based on the three-dimensional information, the radar control unit 83 of the environmental information recognition ECU 80 controls the radar sensor 33 to detect the three-dimensional information of objects around the host vehicle 1. To do. Based on this three-dimensional information, the mobile body information acquisition unit 86 acquires information on the mobile body 160 such as the crossing vehicle 162 and the bicycle 165 that travels on the cross road 152.

  The support control unit 111 controls the alarm device 50 to move the presence / absence of the moving body 160 acquired by the moving body information acquisition unit 86, the moving direction of the moving body 160, the distance between the own vehicle 1 and the moving body 160, and the like. Information on the body 160 is notified to the driver using the alarm device 50. Specifically, the information regarding the moving body 160 is displayed on the display unit 51 of the alarm device 50, or the driver 52 is notified by generating a sound or an alarm sound from the speaker 52 of the alarm device 50. As described above, the support control unit 111 performs alerting for avoiding a collision by notifying the information of the moving body 160 using the alarm device 50 as preventive safety support.

  When the temporary stop determination unit 122 determines that the vehicle 1 is temporarily stopped as described above, the alarm device 50 informs the driver that the preventive safety support is to be started when notifying the driver of information regarding the moving body 160. It is preferable to notify the driver.

  On the other hand, when it is determined by the determination in the environment determination unit 121 that a signal indicating that there is an intersection 153 that requires driving assistance is not detected (No in step ST101), or in the temporary stop determination unit 122 If it is determined that a signal that has been paused is not detected (No in step ST102), it is determined whether there is an approaching vehicle (step ST104). This determination is performed by the environment determination unit 121 included in the determination process ECU 120. The environment determination unit 121 determines whether there is an approaching vehicle that is the crossing vehicle 162 approaching the host vehicle 1 on the crossing road 152 based on the information on the moving body 160 acquired by the moving body information acquiring unit 86 of the environment information recognition ECU 80. Determine whether or not.

  If it is determined by the environment determination unit 121 that there is an approaching vehicle (step ST104, Yes determination), preventive safety support is started (step ST103). That is, the assistance control unit 111 of the driving assistance ECU 110 controls the alarm device 50 to activate the alarm device 50, thereby notifying the driver that an approaching vehicle exists. For example, when it is determined that a signal that is temporarily stopped is not detected due to low reliability of the sensor, if it is detected that an approaching vehicle is present, the approach is performed at a timing faster than the normal timing. Inform the driver of the presence of the vehicle.

  FIG. 9 is an explanatory diagram showing the driving support operation timing with respect to the operation history and the distance between the crossing vehicles. For example, when the operation history 201 of the suspension determination unit 122 indicates that the suspension determination unit 122 is not operating because the suspension determination unit 122 cannot properly receive a signal. The threshold of the distance of the crossing vehicle 162 when notifying the driver of the approach of the crossing vehicle 162 is lengthened.

  That is, when the warning device 50 notifies that the crossing vehicle 162 has approached the host vehicle 1, the warning device is used when the crossing vehicle distance 204, which is the distance of the crossing vehicle 162 to the host vehicle 1, is equal to or less than a predetermined threshold. 50 is activated. For this reason, during normal driving, when the crossing vehicle distance 204 becomes equal to or less than the normal time approach threshold value Pjn, which is a normal time threshold value, the alarm device 50 is activated. It operates at a normal operation timing 203.

  On the other hand, when the temporary stop determination unit 122 cannot properly receive the signal, the lost vehicle greater than the normal approach threshold Pjn is used as the threshold of the crossing vehicle distance 204 that serves as a reference when the alarm device 50 is operated. The time approach threshold value Pjl is used. Thus, the alarm device 50 when the crossing vehicle 162 is approaching the host vehicle 1 operates at the lost operation timing 202 that is an operation timing faster than the normal operation timing 203. For this reason, the alarm device 50 can be operated at a timing faster than the timing at which the temporary stop determination unit 122 can appropriately receive a signal, and information indicating that the crossing vehicle 162 is approaching is forwarded. To inform the driver.

  On the other hand, when it is determined that there is no approaching vehicle (No determination in step ST104), it is determined whether the collision risk is high (step ST105). This determination is performed by the collision risk determination unit 123 included in the determination processing ECU 120 based on the surrounding information of the vehicle 1. The collision risk determination unit 123 collides with the host vehicle 1 when the distance of the crossing vehicle 162 or the like is close to the vehicle 1 based on the information of the moving unit 160 acquired by the moving unit information acquisition unit 86. Determine whether there is a high risk of For example, the radar sensor disposed at the front end portion of the vehicle 1 indicates that the front end portion of the host vehicle 1 enters the intersection 153 and the moving body 160 such as the cross vehicle 162 or the bicycle 165 is approaching the host vehicle 1. In the case of detection by 33, the collision risk determination unit 123 determines that there is a high risk that the moving body 160 will collide with the host vehicle 1.

  If it is determined by the collision risk determination unit 123 that the collision risk is not high (No in step ST105), the processing procedure is exited. In other words, a signal indicating that there is an intersection 153 that requires driving assistance or a signal that is temporarily stopped cannot be detected (No in steps ST101 and ST102), there is no approaching vehicle (No in step ST104), and a collision occurs. If it is determined that the degree of risk is not high (No in step ST105), the process exits from this processing procedure without performing preventive safety support.

  On the other hand, if it is determined by the collision risk determination unit 123 that the collision risk is high (Yes in step ST105), it is determined whether or not the driver is present (step ST106). This determination is performed by the driver state determination unit 124 included in the determination process ECU 120 based on the driver state acquired by the driver state recognition ECU 100. Here, the “driver is ready” state means that the driver is gazing at the moving body 160 that may collide with the host vehicle 1 or is trying to perform a driving operation to avoid the collision, or The state in which the driver can immediately respond to a sudden change in the behavior of the host vehicle 1 by intervening in the traveling control of the host vehicle 1 so that the posture is not disturbed as much as possible. Therefore, when determining whether or not the driver is ready, for example, the direction of the driver's line of sight imaged by the driver camera 40, or the state of the brake operation acquired by the brake operation acquisition unit 95 of the vehicle information recognition ECU 90 Based on the above, the attention state estimation unit 101 of the driver state recognition ECU 100 estimates the attention state of the driver.

  That is, the attention state estimation unit 101 estimates whether or not the approaching vehicle is watched based on the direction of the driver's line of sight photographed by the driver camera 40, or starts a brake operation such as lightly depressing the brake pedal 16. It is estimated whether or not attention is paid to the approaching vehicle based on whether or not the vehicle is approaching. The driver state determination unit 124 can estimate that the driver's line-of-sight direction estimated by the attention state estimation unit 101 is the direction of the approaching vehicle or that the driver is paying attention to the approaching vehicle based on the brake operation. In this case, the driver determines that he is standing with respect to the approaching vehicle.

  If it is determined by the driver state determination unit 124 that the driver is ready (step ST106, Yes determination), the posture flag is turned ON (step ST107). This posture flag is set in advance as a flag indicating whether or not the driver is facing the approaching vehicle, and is stored in the storage unit of the driving assistance ECU 110. When it is determined by the driver state determination unit 124 that the driver is standing, this posture flag is turned ON by the assistance control unit 111 of the driving assistance ECU 110.

  On the other hand, when it is determined by the driver state determination unit 124 that the driver is not ready (No determination at step ST106), the support control unit 111 turns the posture flag OFF (step ST108). . When the support control unit 111 switches the posture flag to ON or OFF, the preventive safety support is started (step ST103). In other words, even if the support control unit 111 determines that the collision risk of the vehicle 1 is high, even if the suspension determination unit 122 does not determine that the vehicle 1 has been temporarily stopped, Start preventive safety support.

  Thus, when performing the preventive safety support when the collision risk degree determination unit 123 determines that the collision risk level of the vehicle 1 is high, the support control unit 111 determines that the start timing of the preventive safety support is the vehicle 1. Is made earlier than the start timing of the preventive safety support when it is determined by the temporary stop determination unit 122 that the temporary stop has occurred. That is, when it is determined that the risk of collision of the vehicle 1 is high, the alarm device 50 is activated early so that the driver is notified that the approaching vehicle is approaching rather than the notification when the vehicle is temporarily stopped. I will do it before.

  FIG. 10 is an explanatory diagram of the operation timing of driving support with respect to the brake depression force. Even if the collision risk determination unit 123 determines that the collision risk of the vehicle 1 is high, if the driver state determination unit 124 determines that the driver is standing, the support control unit 111 Will not do the announcement. For example, even when it is determined that the collision risk of the vehicle 1 is high, if the brake pedaling force 210 is a pedaling force threshold Fj that is a predetermined threshold with which it can be determined that the driver is wearing, an alarm device The control which advances the operation timing which operates 50 is not performed.

  Specifically, when it is determined that the risk of collision of the vehicle 1 is high, the operation timing of the alarm device 50 is set to the front operation timing 211 that is earlier than the normal operation timing 203. However, even when it is determined that the collision risk is high, the alarm device 50 is operated at the normal operation timing 203 when the brake pedaling force 210 is equal to or greater than the pedaling force threshold Fj. The pedaling force threshold value Fj is a determination value when determining whether the driver is wearing or not based on the brake pedaling force. The support control unit 111 is prepared when the brake pedaling force is greater than or equal to the pedaling force threshold value Fj. Turn on the flag.

  In other words, when the posture flag is ON, the support control unit 111 performs the prevention when the start timing of the preventive safety support is determined by the temporary stop determination unit 122 that the vehicle 1 is temporarily stopped. The start control of preventive safety support is performed without making it earlier than the start timing of safety support. In other words, when the collision risk level determination unit 123 determines that the collision risk level of the vehicle 1 is high, the support control unit 111 advances the start timing of preventive safety support when the posture flag is OFF, and the posture flag When is ON, preventive safety support is started without accelerating the start timing of preventive safety support.

  Furthermore, when the collision risk level determination unit 123 determines that the collision risk level of the vehicle 1 is high, the support control unit 111 starts the preventive safety support earlier as the collision risk level of the vehicle 1 increases. The start control of preventive safety support is performed. That is, the support control unit 111 determines that the distance between the moving body 160 and the host vehicle 1 is closer to the host vehicle 1 based on the information on the moving body 160 acquired by the moving body information acquiring unit 86 or The operation timing of the alarm device 50 is advanced as the approaching speed increases.

  If preventive safety support is started as described above, it is next determined whether or not there is a sudden change in the behavior of the moving body 160 (step ST109). This determination is performed by the environment determination unit 121 included in the determination processing ECU 120 based on the information of the mobile body 160 acquired by the mobile body information acquisition unit 86 included in the environment information recognition ECU 80.

  FIG. 11 is an explanatory diagram of the posture angle with respect to a change in the distance of the crossing vehicle. For example, when the crossing vehicle 162 suddenly accelerates, the degree of change in the distance of the crossing vehicle 162 with respect to the host vehicle 1 acquired by the moving body information acquisition unit 86 changes suddenly, and the degree of approach to the host vehicle 1 increases. It grows rapidly. When such information is acquired by the moving body information acquisition unit 86, the environment determination unit 121 determines that there has been a sudden change in the behavior of the crossing vehicle 162.

  Specifically, when the distance of the intersecting vehicle 162 with respect to the own vehicle 1 is determined in the direction of the intersecting vehicle 162 from the own vehicle 1, that is, when the determination is based on the angle, the relative angle 215 at the predetermined determination time Tj is A determination is made based on the angle change amount Δθ that is the change amount. If the angle change amount Δθ is equal to or greater than a predetermined threshold value, it is determined that there is a sudden change in behavior.

  When it is determined by the determination in the environment determination unit 121 that there is a sudden change in the behavior of the moving body 160 (step ST109, Yes determination), the support control is changed (step ST110). This change is performed by the support content determination unit 125 included in the determination process ECU 120. When it is determined that there is a sudden change in the behavior of the moving body 160, the support content determination unit 125 changes the preventive safety support to vehicle control support for collision avoidance or vehicle control support for collision avoidance. Change to add. For example, the support content determination unit 125 intervenes in the traveling control of the vehicle 1 so as to change the attitude angle of the host vehicle 1 and controls the EPS device 12.

  FIG. 12 is an explanatory diagram of the operation at the time of sudden change in the behavior of the crossing vehicle. That is, the EPS device 12 is controlled, and the required torque 216 (see FIG. 11) for the EPS device 12 is increased according to the sudden change amount of the behavior of the crossing vehicle 162. Thereby, the attitude angle of the own vehicle 1 is changed, and the direction of the own vehicle 1 is changed to a direction close to the traveling direction of the intersecting vehicle 162.

  As described above, when the support control is changed (step ST110), or when it is determined that there is no sudden change in the behavior of the moving body 160 by the determination by the environment determination unit 121 (step ST109, No determination), It is determined whether or not the vehicle has passed the intersection 153 (step ST111). This determination is performed by the environment determination unit 121 included in the determination process ECU 120.

  FIG. 13 is an explanatory diagram of a criterion for determining whether or not an intersection has been passed. Whether or not the vehicle has passed the intersection 153 is determined based on the positional relationship between the vehicle 1 and the intersection 153 acquired by the environment information recognition ECU 80 such as the navigation system control unit 85 and the vehicle 153 When the passing intersection distance 220, which is the distance to the vehicle 1, is equal to or greater than the predetermined determination distance Lj, it is determined that the vehicle has passed the intersection 153.

  If it is determined by the environment determination unit 121 that the intersection 153 has not passed (No determination in step ST111), the process returns to step ST109 and the preventive safety support is continued.

  In contrast, if it is determined by the environment determination unit 121 that the intersection 153 has passed (step ST111, Yes determination), it is determined whether or not the next intersection 153 is near (step ST112). This determination is also performed by the environment determination unit 121 included in the determination process ECU 120.

  FIG. 14 is an explanatory diagram when intersections are continuous. When the environment determination unit 121 passes through the intersection 153 where the preventive safety support is performed, the environment determination unit 121 in the traveling direction of the host vehicle 1 based on the road conditions around the host vehicle 1 acquired by the environment information recognition ECU 80 such as the navigation system control unit 85. It is determined whether or not another intersection 153 exists at a close position. That is, if the unreached intersection distance 225, which is the distance to the intersection 153 located in the traveling direction of the host vehicle 1, is smaller than the predetermined distance, the environment determination unit 121 determines that the next intersection is close.

  When it is determined by the environment determination unit 121 that the next intersection 153 is near (step ST112, Yes determination), the process returns to step ST102 and repeats from the determination of whether or not a paused signal is detected.

  On the other hand, when it is determined by the environment determination unit 121 that the next intersection 153 is not near (step ST112, No determination), the preventive safety support is terminated (step ST113). That is, the control for notifying the driver of information related to the moving body 160 using the alarm device 50 ends. When it is determined by the temporary stop determination unit 122 that the vehicle 1 has been temporarily stopped, the support control unit 111 of the driving support ECU 110 determines the intersection 153 located in the traveling direction of the vehicle 1 after the temporary stop as described above. Provide preventive safety support until it passes.

  In addition, when it is determined that the preventive safety support is finished and the intersection 153 is passed by the determination by the environment determination unit 121, the support control unit 111 further controls the alarm device 50, thereby providing the preventive safety support. The driver is notified of the completion, including at least one of voice and display. In other words, by operating the alarm device 50, the display unit 51 displays that the preventive safety support has been completed, or makes a sound from the speaker 52 to notify the driver.

  The driving support device 2 described above performs preventive safety support when it is determined that the vehicle 1 is temporarily stopped at a place where it should be temporarily stopped, so that the driver of the vehicle 1 when passing the intersection 153 is in real time. Driving assistance can be provided and appropriate assistance can be provided. On the other hand, when it is not determined that the vehicle has been temporarily stopped, the preventive safety support is not started, and therefore it is possible to prevent the driver from relying too much on the driving support when driving the vehicle 1. As a result, driving assistance can be performed while preventing overconfidence of assistance.

  Further, since the preventive safety support is performed when the vehicle is temporarily stopped and the preventive safety support is not started when the vehicle is not temporarily stopped, it is possible to educate the driver to perform a temporary stop. As a result, the driver can be driven more safely.

  Even if a signal indicating that the vehicle 1 has been paused cannot be detected at the place where the vehicle should be paused, if the approaching vehicle is present, preventive safety assistance is started, and assistance is provided ahead of the normal operation timing. To do so, the driver can be held against the approaching vehicle. As a result, driving assistance can be performed more appropriately for the driver.

  In addition, when the preventive safety support is started, the alarm device 50 notifies the driver that the preventive safety support is started, so that the driver can recognize that the temporary stop has been correctly performed more quickly. As a result, driving assistance can be performed more reliably while preventing overconfidence of assistance.

  Even if it is not determined that the vehicle 1 has been temporarily stopped, if the collision risk level determination unit 123 determines that the collision risk level of the vehicle 1 is high, the vehicle 1 is moved to the intersection 153 in order to start preventive safety support. When entering, it is possible to prevent encounter contact such as contact between the own vehicle 1 and the crossing vehicle 162. As a result, driving assistance can be appropriately performed while preventing overconfidence of assistance.

  Moreover, since the start timing of preventive safety support when it is determined that the collision risk of the vehicle 1 is high is made earlier than the start timing of preventive safety support when it is determined that the vehicle 1 is temporarily stopped, In a situation where there is a high urgency for the driver to perform an operation for avoiding a collision, driving assistance can be performed earlier. As a result, driving assistance can be performed more appropriately.

  Further, since the support control unit 111 performs the start control of the preventive safety support so that the start timing of the preventive safety support is advanced as the collision risk of the vehicle 1 increases, Driving assistance can be performed more appropriately according to the degree of urgency to perform the operation. As a result, driving assistance can be performed more appropriately.

  In addition, even when it is determined that the collision risk degree of the vehicle 1 is high, the support control unit 111 determines that the vehicle 1 is temporarily stopped when it is determined that the driver is present. Since the start control of the preventive safety support is performed without being earlier than the start timing in, it is possible to suppress the start of the preventive safety support at an earlier timing than necessary. Thereby, driving assistance can be performed without the driver feeling troublesome, and as a result, driving assistance can be performed more appropriately.

  Further, the preventive safety support includes at least one of alerting for collision avoidance and vehicle control support for collision avoidance, and therefore intervenes in the driving control of the driver or in the driving control of the vehicle 1. By this, the collision with the own vehicle 1 and the other mobile body 160 can be avoided. As a result, driving assistance can be performed more appropriately.

  In addition, when it is determined that the preventive safety support has ended and the vehicle has passed the intersection 153, the alarm device 50 includes at least one of a voice and a display indicating that the preventive safety support has ended. Since the notification is made to the driver, the driver can surely recognize that the support has ended. As a result, the driver's expectation that the assistance may continue can be eliminated, and the driver can be prompted to make an appropriate driving decision. As a result, driving assistance can be performed more appropriately.

  In addition, even if the vehicle has passed the intersection 153 where the preventive safety support has been performed, if it is determined that the next intersection 153 is close, the support is not terminated, and thus the end and start of the support are repeated in a short time. Annoyance can be suppressed. As a result, driving assistance can be performed more appropriately without causing inconvenience.

[Modification]
In addition, in the driving assistance device 2 according to the above-described embodiment, when it is determined that the preventive safety support is finished and the intersection 153 is passed, the end of the preventive safety support is notified. Regardless of whether or not the vehicle has passed, the driver may be notified when the preventive safety support is completed. For example, when the front end portion of the vehicle 1 enters the intersection 153 and it can be determined from the detection result of the radar sensor 33 that there is no risk that the vehicle 1 and another moving body 160 come into contact with each other. Even if the vehicle does not pass through the intersection 153, the preventive safety support may be terminated at that time and the driver may be notified. When the preventive safety support is finished, the timing is not limited as long as the driver can be notified appropriately.

  Moreover, in the driving assistance apparatus 2 which concerns on embodiment mentioned above, as an example of the traveling control intervention for avoiding the contact with the own vehicle 1 and the other moving body 160, the EPS apparatus 12 is controlled and an attitude angle is changed. However, the intervention in the travel control may be performed by other than the control of the EPS device 12. For example, the brake hydraulic pressure control device 10 may be controlled to perform deceleration control so as to intervene in travel control and avoid contact between the host vehicle 1 and another moving body 160. The type of intervention in the travel control of the vehicle 1 performed to avoid the collision is not limited as long as it can be actuated immediately and can more reliably avoid the collision.

  In the driving support device 2 according to the above-described embodiment, when it is determined that the collision risk is high (Yes in Step ST105), it is determined whether the driver is ready (Step ST106). Even when it is determined that there is an approaching vehicle (step ST104, Yes determination), it may be determined whether or not the driver is ready. If it is determined that there is an approaching vehicle, the vehicle 1 is intervened in the travel control of the vehicle 1 as necessary to avoid a collision with the approaching vehicle. If not, the alarm device 50 can be notified in advance, so that the attitude of the behavior of the host vehicle 1 suddenly changing due to intervention in the travel control can be maintained. As a result, driving assistance can be performed more safely.

  In the driving support device 2 according to the above-described embodiment, when the risk of collision is high, it is only determined whether or not the driver is wearing, but the driver may be forced to hold it. . For example, when the risk of collision is high, the seat belt is rolled up, the seat back is raised, or “brake” is displayed on the display unit 51 of the alarm device 50 so that the foot can be stepped on with the brake pedal 16. Good. Thus, even when the behavior of the host vehicle 1 suddenly changes due to the intervention in the travel control, the driver can take a posture such as a posture suitable for the impact, and the impact applied to the driver can be reduced. it can.

  Further, in the driving support device 2 according to the above-described embodiment, when the next intersection 153 is close, the preventive safety support is not simply ended, but when the intersection 153 is continuous, the intersection 153 is continuous. You may notify a driver. Thereby, the driver can recognize the state of the preventive safety support more appropriately, and the troublesomeness of the support can be reduced more reliably.

  In the driving support device 2 according to the above-described embodiment, the presence / absence of the intersection 153 that requires driving support is determined based on road information around the host vehicle 1 acquired by using the car navigation system 37. However, this determination may be performed using a device other than the car navigation system 37. For example, a drive recorder that stores the state of the road on which the vehicle 1 has traveled is mounted on the vehicle 1, the intersection 153 that requires driving assistance is stored in the drive recorder, and driving assistance is performed based on the information stored in the drive recorder. May be performed. Information that serves as a criterion for determining whether or not to perform driving support may be acquired using a device other than the car navigation system 37 as long as the determination can be appropriately performed.

  In the driving support device 2 according to the above-described embodiment, the alarm device 50 notifies the driver of information regarding the moving body 160, but the notification level may be changed according to the collision risk. That is, the form of notification may be changed so as to change depending on the degree of stimulus intensity with respect to the driver's vision or hearing according to the collision risk.

  For example, when notifying the driver of information regarding the moving body 160 by causing the display unit 51 of the alarm device 50 to emit predetermined light, the light amount or color at the time of light emission may be changed according to the collision risk level, The stimulation intensity is changed by blinking, and the notification level is changed according to the collision risk. More specifically, in order to increase the notification level, for example, the driver's vision can be improved by blinking the light emitting part, increasing the amount of light at the time of light emission, increasing the brightness, and making the color stand out such as red. Increase the intensity of stimulation. On the other hand, when the notification level is lowered, the stimulus intensity of the driver's vision is weakened by turning on the light emitting portion, reducing the amount of light at the time of light emission, reducing the luminance, and making the color lighter. To do.

  Further, when the driver 52 is notified of information on the moving body 160 by generating an alarm sound from the speaker 52 of the alarm device 50, the volume and frequency of the alarm sound generated from the speaker 52 is set according to the collision risk. By changing it, the level of notification is changed. More specifically, in order to increase the level of notification, for example, the intensity of the stimulus to the driver's hearing is increased by continuously sounding an alarm sound, increasing the volume of the alarm sound, or increasing the sound. On the other hand, when the notification level is lowered, the driver's auditory intensity is weakened by sounding the alarm sound only once, decreasing the volume of the alarm sound, and lowering the sound. As described above, preventive safety support can be provided to the driver by changing the notification level according to the collision risk.

  In the driving support device 2 according to the above-described embodiment, the operation mode changeover switch 55 and the steering switch 56 are provided. However, only one of these switches or both of them may not be provided. Good. Regardless of the installation state of the switch, appropriate driving support can be executed by performing the above-described processing in a state where driving support is permitted.

  Further, the driving support device 2 may appropriately combine the configurations and controls used in the above-described embodiments and modifications, or may use a configuration other than the above-described configurations and controls. Regardless of the configuration and control method of the driving support device 2, it is possible to perform driving support while preventing overconfidence of support by switching whether to perform driving support according to whether or not the temporary stop has been performed.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Driving assistance device 5 Engine 10 Brake hydraulic control device 12 EPS device 21 Vehicle speed sensor 31 Camera 32 Running sound sensor 33 Radar sensor 36 GPS
37 Car navigation system 40 Driver camera 50 Alarm device (notification means)
51 Display Unit 52 Speaker 70 Travel Control ECU
71 Engine control unit 72 Brake control unit 73 Steering control unit 80 Environmental information recognition ECU
DESCRIPTION OF SYMBOLS 81 Camera control part 82 Traveling sound sensor control part 83 Radar control part 84 Rear side sensor control part 85 Navigation system control part 86 Moving body information acquisition part 90 Vehicle information recognition ECU
DESCRIPTION OF SYMBOLS 91 Vehicle speed acquisition part 92 Yaw rate acquisition part 93 Operation state control part 94 Accelerator opening degree acquisition part 95 Brake operation acquisition part 96 Rudder angle acquisition part 97 Winker operation acquisition part 100 Driver state recognition ECU
101 attention state estimation unit 110 driving support ECU
111 Support control unit (control means)
120 judgment processing ECU
121 environment determination unit 122 temporary stop determination unit (temporary stop determination unit)
123 Collision risk determination unit (collision risk determination means)
124 Driver state determination unit (driver state determination means)
125 Support Content Determination Unit 160 Mobile Object

Claims (8)

  1. A pause determination means for determining whether or not the vehicle has paused at a place where it should be paused;
    A collision risk determination means for determining whether or not the collision risk of the vehicle is high based on the surrounding information of the vehicle;
    When it is determined by the temporary stop determination means that the vehicle has been temporarily stopped, preventive safety that is driving support for the driver of the vehicle after the temporary stop until passing through an intersection located in the traveling direction of the vehicle start the support, in a case where the vehicle is not determined to have paused by the pause determining means, when it is determined to be high collision risk of the vehicle by the collision risk judging section, the vehicle The preventive safety support is started at a start timing earlier than the start timing of the preventive safety support when it is determined by the temporary stop determination means that the vehicle is temporarily stopped, and the temporary stop determination means determines that the vehicle is temporarily stopped. If not, the collision risk determination means determines that the collision risk of the vehicle is high. When there was no, the control unit not to start the active safety support,
    A driving support apparatus comprising:
  2. 2. The driving support according to claim 1 , wherein the control means performs start control of the preventive safety support so that a start timing of the preventive safety support becomes earlier as a risk of collision of the vehicle becomes higher. apparatus.
  3. Driver status determination means for determining whether the driver is equipped based on at least one of the vehicle information or the driver information,
    Wherein, in a case where the driver is determined to be bracing by the driver condition determining means, when it is determined to be high collision risk of the vehicle by the collision risk determining means, of the active safety support claims a start timing, the vehicle by the temporary stop determining means and performs the start control of the active safety support without earlier than the start timing of the active safety assistance when it is determined that paused Item 3. The driving support device according to item 1 or 2 .
  4. The preventive safety support includes at least one of alerting for collision avoidance and vehicle control support for collision avoidance, according to any one of claims 1 to 3 . Driving assistance device.
  5. Claim 1, characterized in that it comprises a notifying means for informing the vehicle is determined to be a case has been paused by the pause determination means, that it will start the active safety assistance to the driver The driving support device according to Item 1 .
  6. The notification means, when terminating the active safety assistance claims characterized that you to notifying the completion of the said active safety support to the audio or display the driver include at least one of, Item 6. The driving support device according to Item 5 .
  7. The notification means includes at least one of a voice and a display indicating that the preventive safety support is ended when it is determined that the preventive safety support is ended and the vehicle has passed the intersection. driving support apparatus according to claim 5, characterized that you informing the driver.
  8. A radar sensor that is disposed at a front end portion of the vehicle, transmits a detection wave, and receives a reflected wave of the detection wave to detect a detection object;
    The collision risk determination unit determines that the collision risk of the vehicle is high when the detection object is detected by the radar sensor. Driving assistance device.
JP2012138151A 2012-06-19 2012-06-19 Driving assistance device Active JP5807620B2 (en)

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Cited By (1)

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