JP5874611B2 - Driving support device and driving support method - Google Patents

Description

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

  In general, a driving support device that supports driving of a vehicle acquires traffic information that requires deceleration control of the vehicle, such as an intersection, a temporary stop position, a curve, an approach of a preceding vehicle, and the like, using an in-vehicle camera or a navigation system. Then, based on the acquired traffic information around the vehicle, driving assistance such as deceleration assistance through voice deceleration guidance and semi-forced braking force is performed.

  Conventionally, as an example of a driving support device, as can be seen in Patent Document 1, for example, a device that performs support for avoiding a collision with an object existing around a vehicle to be supported is known. When this driving assistance device detects an object that is present in the forward direction of the vehicle, it calculates a time TTC (time to collision) until the collision between the object and the vehicle based on the distance and relative speed between the object and the vehicle. . Then, the possibility of collision between the vehicle and the object is determined based on the change amount of the time TTC. If it is determined that the possibility of a collision is high, the brake control device, the suspension control actuator, the seat belt actuator, the buzzer, and the display are controlled in order to avoid the collision and reduce the impact caused by the collision. As a result, when the possibility of collision between the vehicle and the object is high, application of braking force for decelerating the vehicle, notification to the driver, and the like are performed.

JP 2008-308024 A

  By the way, even if an object exists in front of the traveling direction of the vehicle, a collision between the object and the vehicle may be avoided or a collision between the object and the vehicle may not occur in some cases. And if the above-mentioned driving assistance is executed in a situation where the collision between the object and the vehicle is naturally avoided or the collision cannot occur, the vehicle driver may feel uncomfortable. .

  The present invention has been made in view of such circumstances, and an object thereof is to provide a driving support device and a driving support method capable of optimizing driving support through accurate activation of driving support. is there.

Hereinafter, means for solving the above-described problems and the effects thereof will be described.
The invention according to claim 1 is a driving assistance device that performs collision avoidance assistance for avoiding a collision between a vehicle and a moving body, wherein the vehicle reaches a crossing point where the moving body and the vehicle intersect. And a driving support unit that performs the collision avoidance support based on a relative relationship between the time at which the moving object reaches the intersection and the first time after the condition for triggering the collision avoidance support is satisfied . A support suppressing unit that suppresses the activation of the collision avoidance support based on the time and the second time record.

The invention according to claim 9 is a driving support method for performing collision avoidance support for avoiding a collision between a vehicle and a moving object , wherein the driving support unit is arranged at an intersection where the moving object and the vehicle intersect. A driving support step for performing the collision avoidance support based on a relative relationship between a first time at which the vehicle reaches the intersection and a second time at which the mobile body reaches the intersection, and a support suppression unit activating the collision avoidance support And a suppression step of suppressing activation of the collision avoidance support based on the recording of the first time and the second time after the condition is satisfied .

  Even if there is no moving body in the forward direction of the vehicle at a certain point in time, if the moving body arrives at the same timing around the position where the vehicle reaches after a predetermined period of time, the vehicle and the moving body may collide. There is a high possibility of approaching abnormally. On the other hand, if the time when the vehicle and the moving body reach the point where the vehicle and the moving body abnormally approach, in other words, the point where the vehicle and the moving body cross each other can be recognized in advance, the vehicle and the moving body approach abnormally. In the previous stage, abnormal approach between the vehicle and the moving body can be suppressed.

  In the above configuration or method, the vehicle moves based on the relative relationship between the first time at which the vehicle reaches the intersection between the vehicle and the moving body and the second time at which the moving body reaches the intersection. Driving assistance is provided to prevent abnormal approach to the body. As a result, even when no sudden braking or sudden braking is required, abnormal approach between the vehicle and the moving body is suppressed by slow deceleration, and smooth driving assistance is performed.

  On the other hand, even if the vehicle and the moving object are scheduled to arrive at the intersection at the same time, the first time or the second time may change, or the intersection at the intersection may be avoided. Under circumstances, collision avoidance assistance is not necessary. In particular, the first time and the second time used for collision avoidance assistance can vary depending on various factors.

  On the other hand, there is a certain law in the transition of the first time and the second time. Then, based on the history of the first time and the second time, it is possible to predict the transition of the first time and the second time in the future from their laws.

  Therefore, according to the above configuration or method, the first time and the second time of the vehicle to be supported and other vehicles are recorded in advance before the collision avoidance support, so that the first time and the second time are recorded. A time history of 2 is acquired. Then, future transitions of the first time and the second time are predicted based on the records of the first time and the second time, and it is determined whether or not it is necessary to suppress the activation of the collision avoidance support according to the prediction result. Is done. As a result, the collision avoidance support is activated only when it is determined that it is not necessary to suppress the collision avoidance support. That is, collision avoidance support is performed only when it is estimated that the need for collision avoidance support is high in the future. On the other hand, based on the records of the first time and the second time, the activation of the collision avoidance support is suppressed under a situation where the necessity of the collision avoidance support is estimated to be low. That is, the activation is suppressed under the situation where the need for collision avoidance support is reduced. Thereby, optimization of driving assistance is achieved through accurate activation of driving assistance.

  According to a second aspect of the present invention, in the driving support device according to the first aspect, the driving support unit satisfies the specified support condition with the first time and the second time in the vehicle to be supported. The collision suppression support is sometimes performed, and the support suppression unit establishes the support condition for the first time and the second time in the vehicle to be supported, and the first time and the second time. When the future first time and the second time obtained from the record of time 2 are predicted not to satisfy the established support condition, the activation of the collision avoidance support is suppressed.

  According to a tenth aspect of the present invention, in the driving support method according to the ninth aspect, in the driving support step, the first time and the second time in the vehicle to be supported satisfy a specified support condition. The collision avoidance support is sometimes performed, and in the suppression step, the first time and the second time in the vehicle to be supported satisfy the support condition, and the first time and the second time When it is predicted that the established first and second times determined from the records will not be established, the activation of the collision avoidance assistance is suppressed.

  In the above configuration or method, a support condition is defined as a condition for executing the collision avoidance support. Then, the collision avoidance support is activated when the first time and the second time based on the speed vectors of the vehicle to be supported and the moving object existing in the vicinity satisfy the support condition.

  On the other hand, even if the support condition is satisfied once because the support condition is satisfied, the predicted result of the first time and the second time indicates that the satisfied support condition is not satisfied afterwards. When it is, the collision avoidance support is suppressed based on the prediction result.

  In the above configuration or method, the necessity of suppressing the collision avoidance support and the necessity of the collision avoidance support are determined based on the same criterion. Accordingly, whether or not the suppression of the collision avoidance support is necessary is determined based on the consistency with the necessity of the collision avoidance support and the accuracy of the determination on the suppression of the collision avoidance support is increased.

  According to a third aspect of the present invention, in the driving support device according to the first or second aspect, the driving support unit is configured such that a support area where driving support is performed and a non-supporting area where driving support is not performed are the first time. And a map defined for the relative relationship between the first time and the second time, and the support suppression unit is configured to support the first in the vehicle to be supported based on the records of the first time and the second time. When the transition of the first time and the second time is predicted to cross the support area and reach the non-support area, the activation of the collision avoidance support is suppressed.

  According to an eleventh aspect of the present invention, in the driving support method according to the ninth or tenth aspect, in the driving support step, a support area where driving support is performed and a non-support area where driving support is not performed are the first time. And a collision avoidance support based on a map defined for the relative relationship between the first time and the second time, and in the suppression step, based on the records of the first time and the second time, When the transition of the first time and the second time in the vehicle is predicted to reach the non-support area across the support area, the activation of the collision avoidance support is suppressed.

  According to the above configuration or method, in the collision avoidance support, the support area where the driving support is performed and the non-support area where the driving support is not performed are relative to the relative relationship between the first time and the second time. A defined map is used. For this reason, collision avoidance is based on whether the first time and the second time based on the vehicle to be supported and the moving object in the vicinity belong to the support area or the non-support area of the map. It is determined whether or not support is required. As a result, the necessity of the collision avoidance support is easily performed.

  Further, according to the above configuration or method, whether or not the transition of the first time and the second time in the vehicle to be supported temporarily crosses the support area of the map and reaches the non-support area is determined as the first time. And on the basis of the second time record. When the predicted transition of the first time and the second time crosses the support area of the map and reaches the non-support area, the activation of the collision avoidance support is suppressed. For this reason, it is determined whether the collision avoidance support needs to be activated based on whether the prediction results of the first time and the second time cross the support area of the map and reach the non-support area. The necessity of suppressing the activation of the avoidance support will be determined more easily. Therefore, suppression of the collision avoidance support is performed more smoothly.

  The present invention is particularly effective when applied to the invention according to claim 2 or claim 10. That is, according to this, the support condition is satisfied when the relative positions of the first time and the second time based on the vehicle that is the support target and the moving body present in the vicinity belong to the support area. On the other hand, when the relative positions of the first time and the second time based on the vehicle that is the support target and the moving body present in the vicinity belong to the non-support area, the support condition is not satisfied. Thus, the use of the map makes it easy to determine whether the support condition is satisfied or not.

  According to a fourth aspect of the present invention, in the driving support device according to the third aspect, the support area is divided into a plurality of areas according to the degree of urgency, and the driving support unit is a vehicle to be supported. Each of the driving assistances is performed based on which of the divided assistance regions the relative relationship between the first time and the second time belongs to.

  A twelfth aspect of the present invention is the driving support method according to the eleventh aspect, wherein the support area is divided into a plurality of areas in accordance with the degree of urgency. Different driving assistance is performed based on which of the divided assistance regions the relative relationship between the first time and the second time belongs to.

  Based on the relative position on the map of the first time and the second time based on the vehicle to be supported and the moving objects present in the vicinity, the vehicle to be supported and the moving object reach a common intersection. The difference in timing and the arrival time to the intersection will be easily grasped. And in the map where such 1st time and 2nd time are plotted, the area | region which shows that the timing which the vehicle used as assistance object and a mobile body arrive at a common intersection is the same exists. In addition, such a map includes an area indicating that the timing at which the vehicle to be supported and the moving body reach a common intersection is more than a certain difference. Similarly, such a map can also indicate the arrival time until the vehicle to be supported and the moving body reach the respective intersections.

  The closer the timing at which the vehicle to be supported and the moving body reach a common intersection, and the shorter the arrival time until the vehicle to be supported and the moving body reach each intersection, the more the collision avoidance is achieved. The degree of urgency for support is high. Conversely, the timing at which the support target vehicle and the moving object arrive at a common intersection differs, and the longer the arrival time until the support target vehicle and the moving object reach each intersection, the more the collision occurs. The urgency for avoidance support is low.

  Therefore, based on these characteristics, the map can be divided into a plurality of regions. Then, driving assistance corresponding to the degree of urgency is set for each of the divided areas, so that driving assistance at a level corresponding to the relative positional relationship between the vehicle to be supported and the moving body is performed. .

  Moreover, according to the said structure or method, the driving assistance according to the level of the map divided | segmented into the several area | region is performed based on the record of 1st time and 2nd time, and driving assistance for every level is carried out. It will be activated properly.

  According to a fifth aspect of the present invention, in the driving support device according to the fourth aspect, the support suppressing unit is configured to change a relative relationship between the first time and the second time of the vehicle to be supported. The collision avoidance support is suppressed from being executed on the condition that the support area is predicted to reach the non-support area without straddling the area where the degree of urgency is maximized among the divided support areas. .

  The invention according to claim 13 is the driving support method according to claim 12, wherein, in the suppression step, the transition of the relative relationship between the first time and the second time of the vehicle to be supported is: The collision avoidance support is restrained from being triggered on the condition that the support area is predicted to reach the non-support area without straddling the area where the degree of urgency is maximized among the divided support areas.

  When the transition of the relative relationship between the first time and the second time of the vehicle to be supported reaches the non-support area from the support area across the area where the urgency level is maximized among the divided support areas It is predicted that the vehicle to be supported and the moving object will temporarily approach each other. Further, depending on the subsequent movement of the vehicle to be supported and the moving body, a collision between the vehicle to be supported and the moving body is also predicted.

  In this regard, in the above configuration or method, when the transition of the relative relationship between the first time and the second time of the vehicle to be supported crosses the region where the urgency level is maximized among the divided support regions. The activation is not suppressed because the necessity of the activation of the collision avoidance support is high. For this reason, while unnecessary activation of collision avoidance support is suppressed, collision avoidance support is performed in a situation where priority should be given to the activation. As a result, the failsafe for driving assistance is accurately increased.

  Invention of Claim 6 is the driving assistance apparatus as described in any one of Claims 1-5. WHEREIN: The said assistance suppression part is the said when the vehicle made into assistance object goes to the intersection with a mobile body. Record the trajectory of the first time and the second time based on the vehicle and the moving body, predict the transition of the first time and the second time based on the recorded trajectory, and based on the predicted transition The activation of the collision avoidance support is suppressed.

  The invention according to claim 14 is the driving support method according to any one of claims 9 to 13, wherein in the suppression step, the vehicle to be supported when the vehicle to be supported heads for an intersection with the moving body. And a trajectory of the first time and the second time based on the moving body, predicting the transition of the first time and the second time based on the recorded trajectory, and based on the predicted transition Suppress the activation of collision avoidance support.

  The transition of the first time and the second time based on the vehicle and the moving body when the vehicle to be supported goes to the intersection with the moving body is the locus of the first time and the second time in the past. Tend to be reflected. Then, when the past first time and second time trajectories extend in a straight line, the transition of the subsequent first time and second time is expected to increase. Conversely, when the trajectory immediately before the first time and the second time has a certain curvature, it is expected that the transition of the first time and the second time changes based on the curvature.

  Therefore, according to the above configuration or method, the subsequent transition of the first time and the second time is predicted based on the trajectory of the first time and the second time in the past. For this reason, prediction based on the locus immediately before the first time and the second time in the actual vehicle to be supported is performed. Thereby, the prediction accuracy of 1st time and 2nd time will be improved.

  According to a seventh aspect of the present invention, in the driving support device according to the sixth aspect of the present invention, the support suppression unit predicts the transition of the first time and the second time by linear prediction or quadratic curve prediction. Based on.

  According to a fifteenth aspect of the present invention, in the driving support method according to the fourteenth aspect, in the suppression step, the prediction of the transition of the first time and the second time is linear prediction or quadratic curve prediction. Based on.

  The transition of the first time and the second time changes linearly with the passage of time. Therefore, based on linear prediction or quadratic curve prediction, the transition of the first time and the second time that extend from the trajectory of the first time and the second time, in other words, the first time in the future. And the transition of the second time is predicted with high accuracy. Thereby, the prediction accuracy of the future first time and the second time based on the trajectory of the first time and the second time is preferably improved.

  According to an eighth aspect of the present invention, in the driving support device according to any one of the first to fifth aspects, the support suppression unit includes a plurality of first times and a second time based on a plurality of types of vehicle operations. The time is recorded in advance, the transition of the first time and the second time is predicted based on the recorded statistical distribution of the first time and the second time, and the collision avoidance is performed based on the predicted transition Suppress the activation of support.

  A sixteenth aspect of the present invention is the driving support method according to any one of the ninth to thirteenth aspects, wherein, in the suppressing step, a plurality of first times and second times based on a plurality of types of vehicle operations. Is recorded in advance, the transition of the first time and the second time is predicted based on the recorded statistical distribution of the first time and the second time, and the collision avoidance support is based on the predicted transition Suppresses the activation of.

  The transition of the first time and the second time has a certain law, and according to the above configuration or method, the law is statistically determined from the transition of the first time and the second time. Is required. When the transition of the first time and the second time in the vehicle to be supported is common with the most frequently recorded statistical distribution of the first time and the second time, this There is a high probability that the transition of the first time and the second time in the vehicle to be supported follows the same transition as the transition of the first time and the second time with high frequency. That is, there is a high probability that the transition of the first time and the second time that existed in the past will be reproduced even in the vehicle to be supported.

  In this regard, according to the above configuration or method, the transition of the first time and the second time is statistically obtained. Therefore, transition of the first time and the second time is predicted based on past statistics. As a result, the transition having the highest probability of being reproduced among the possible transition patterns is obtained as the prediction result. Therefore, by suppressing the activation of the collision avoidance support based on the prediction result, permission and suppression of the activation of the collision avoidance support having a very high probability according to the actual situation is realized.

1 is a block diagram showing a schematic configuration of a vehicle to which a driving support device and a driving support method are applied according to an embodiment of a driving support device and a driving support method according to the present invention. The schematic diagram which shows the relative relationship of the vehicle and pedestrian which cross | intersect in an intersection. The map which shows the relative relationship of 1st time and 2nd time. The map which shows the relative relationship of 1st time and 2nd time. The figure which shows the prediction aspect of the future 1st time and 2nd time based on the locus | trajectory of the past 1st time and 2nd time. The figure which shows the prediction aspect of the future 1st time and 2nd time based on the locus | trajectory of the past 1st time and 2nd time. The figure which shows the statistical distribution of 1st time and 2nd time. The figure which shows the prediction aspect of the future 1st time and 2nd time based on the statistical distribution of 1st time and 2nd time. The figure which shows the prediction aspect of the future 1st time and 2nd time based on the statistical distribution of 1st time and 2nd time. The flowchart which shows an example of the driving assistance procedure by a driving assistance device and the driving assistance method. The flowchart which shows an example of the driving assistance process by a driving assistance device and the driving assistance method. The flowchart which shows an example of the activation suppression determination process by a driving assistance device and a driving assistance method. The flowchart which shows an example of a driving assistance process about other embodiment of the driving assistance device and driving assistance method concerning this invention. The figure which shows statistical distribution of 1st time and 2nd time about other embodiment of the driving assistance apparatus and driving assistance method concerning this invention. The figure which shows probability density when transition of 1st time and 2nd time belongs to a support area | region continuously about other embodiment of the driving assistance device and driving assistance method concerning this invention. The figure which shows the probability density when the transition of 1st time and 2nd time belongs to a non-support area | region across a support area | region about other embodiment of the drive assistance apparatus and drive support method concerning this invention.

Hereinafter, an embodiment in which a driving support device and a driving support method according to the present invention are embodied will be described with reference to FIGS.
As shown in FIG. 1, a vehicle to which the driving support apparatus and driving support method of the present embodiment are applied has a vehicle state acquisition unit 100 that acquires information related to the state of the vehicle. In addition, the vehicle has a moving body information acquisition unit 110 that acquires information on a moving body such as a person or a vehicle existing around the vehicle to be supported.

  The vehicle state acquisition unit 100 includes, for example, an accelerator sensor 101, a brake sensor 102, an acceleration sensor 103, a gyro sensor 104, a vehicle speed sensor 105, and the like. Each of the sensors 101 to 105 is electrically connected to a driving support unit 120 that performs driving support based on the detection results of the sensors 101 to 105.

  The accelerator sensor 101 detects the amount of depression of the accelerator that changes as the driver operates the accelerator pedal, and outputs a signal corresponding to the detected amount of depression of the accelerator to the driving support unit 120. The brake sensor 102 detects whether or not the driver has operated the brake pedal, and outputs a signal corresponding to the detected presence or absence of the operation to the driving support unit 120. The acceleration sensor 103 detects the acceleration of the vehicle and outputs a signal corresponding to the detected acceleration to the driving support unit 120. The gyro sensor 104 detects the vehicle traveling direction and outputs a signal corresponding to the detected traveling direction to the driving support unit 120. The vehicle speed sensor 105 detects the vehicle speed, which is the speed of the vehicle, and outputs a signal corresponding to the detected vehicle speed to the driving support unit 120.

  The moving body information acquisition unit 110 includes an in-vehicle camera 111 that is mounted on a vehicle and images the surrounding environment of the vehicle, a millimeter wave radar 112 that detects an object existing around the host vehicle, and a communication device 113 having a wireless communication function. I have.

  The in-vehicle camera 111 images a predetermined range in front of the vehicle with an optical CCD camera or the like installed on the back side of the rearview mirror. The in-vehicle camera 111 outputs an image signal based on the captured image to the driving support unit 120.

  The millimeter wave radar 112 has, for example, a distance measurement function for measuring the distance between an object existing around the host vehicle and the vehicle, and a speed measurement function for measuring a relative speed between the object and the host vehicle. When the millimeter wave radar 112 detects an object existing around the host vehicle, the millimeter wave radar 112 outputs a signal indicating the detection result to the driving support unit 120.

  For example, the communication device 113 acquires information indicating the traveling speed and latitude / longitude of the other vehicle through inter-vehicle communication with other vehicles existing around the host vehicle. The communication device 113 outputs the acquired information to the driving support unit 120. The communication device 113 performs road-to-vehicle communication with an optical beacon antenna provided on the road. The communication device 113 acquires an infrastructure information signal through road-to-vehicle communication with an optical beacon antenna. When receiving the infrastructure information signal, the communication device 113 outputs the received infrastructure information signal to the driving support unit 120. The infrastructure information signal includes, for example, the distance to the intersection, the signal cycle of the traffic signal provided at the intersection, the road alignment, and the road condition of the road where the optical beacon antenna is provided (intersection shape, curvature, gradient, lane) Including numbers). In addition, the infrastructure information signal includes accompanying information associated with the road and information on moving bodies such as other vehicles around the intersection detected by the ground equipment or the like.

  The moving body position calculation unit 130 calculates the position of the detected moving body based on the information input from the moving body information acquisition unit 110. For example, the moving body position calculation unit 130 analyzes the captured image indicated by the image signal input from the in-vehicle camera 111 to identify the moving body present in the vicinity of the host vehicle and the position of the moving body. In addition, the moving body position calculation unit 130 obtains the distance from the moving body existing in the vicinity of the own vehicle to the own vehicle and the moving speed of the moving body from the signal input from the millimeter wave radar 112, for example. In addition, the moving object position calculation unit 130 specifies the moving direction of the moving object existing around the host vehicle based on the signal input from the millimeter wave radar 112, for example. Further, when the infrastructure information is input from the communication device 113, the mobile body position calculation unit 130, based on the infrastructure information, the distance from the mobile body existing around the host vehicle to the host vehicle, the moving speed of the mobile body, And the moving direction of the moving body is specified. The moving body position calculation unit 130 outputs a signal indicating the specific result to the driving support unit 120.

  The identification of such a moving body is performed based on, for example, any one of an imaging result of the in-vehicle camera 111, a signal input from the millimeter wave radar 112, and infrastructure information input from the communication device 113.

  The driving support unit 120 includes a collision time prediction unit 121 that predicts a time until the host vehicle and the moving body reach an intersection where the host vehicle and a moving body existing in the vicinity of the driving vehicle 120 intersect. The driving support unit 120 is connected to an HMI (Human Machine Interface) 140 that transmits various types of information to the driver and an intervention control device 141 that performs intervention control.

  The collision time prediction unit 121 includes a TTC calculation unit 121a that calculates a first time TTC (Time To Collation) when the host vehicle reaches an intersection where the vehicle intersects the moving body. The first time TTC in the present embodiment corresponds to the time until the host vehicle collides with the moving body when traveling while maintaining the current course and traveling speed.

  The TTC calculation unit 121a is based on the following equation (1) when the traveling speed of the host vehicle is “V”, the relative position of the moving body to the host vehicle is “x”, and the speed of the moving body is “vx”. A first time TTC is calculated.

TTC = x / (V−vx) (1)

The TTC calculation unit 121a obtains the traveling speed “V” of the host vehicle based on the detection result of the vehicle speed sensor 105 and the like. Further, the TTC calculation unit 121a obtains the position “x” of the moving object and the speed “vx” of the moving object based on the signal input from the moving object information acquiring unit 110.

  Moreover, the collision time prediction unit 121 includes a TTV calculation unit 121b that calculates a second time TTV (Time To Vehicle) at which the mobile body reaches the intersection. The second time TTV of the present embodiment corresponds to the time until the vehicle collides with the host vehicle when moving while maintaining the current course and travel speed.

The TTV calculation unit 121b calculates the second time TTV based on the following formula (2), where “y” is the relative position of the moving body to the host vehicle and “vy” is the speed of the moving body.

TTV = y / (vy) (2)

The TTV calculation unit 121b obtains the relative position “y” of the moving body with respect to the host vehicle and the speed “vy” of the moving body based on the signals input from the moving body information acquisition unit 110.

  In addition, as illustrated in FIG. 2, it is assumed that the vehicle Cr and the pedestrian Tg to be supported are heading from an intersecting direction to the intersection SC where the traffic light SG is installed. In this example, the time for the vehicle Cr to reach the intersection Po between the vehicle Cr and the pedestrian Tg corresponds to the first time TTC. The time for the pedestrian Tg to reach the intersection Po corresponds to the second time TTV. That is, the intersection Po is an intersection of the predicted movement locus of the vehicle Cr and the expected movement locus of the moving object.

  In addition, as shown in FIG. 1, the driving support unit 120 of the present embodiment has a map storage unit 123 in which a map indicating a relative positional relationship between the first time TTC and the second time TTV is stored. have.

  As shown in FIG. 3, the map storage unit 123 stores a map M in which the vertical axis defines the first time TTC [s] and the horizontal axis defines the second time TTV [s]. In the map M, the origin “0” corresponds to the intersection Po between the vehicle Cr and the pedestrian Tg in FIG. In the map M, when the first time TTC or the second time TTV is increased, the intersection of the first time TTC and the second time TTV is separated from the origin. As the intersection of the first time TTC and the second time TTV is further away from the origin, the vehicle Cr and the pedestrian Tg at the time of calculation of the first time TTC and the second time TTV are separated from the intersection Po. Will be located.

  Further, in the map M of the present embodiment, a non-support area A1 is set in which collision avoidance support for avoiding a collision between the support target vehicle Cr and a moving body such as a pedestrian Tg or another vehicle is not activated. ing. In addition, the map M has a support area A2 in which collision avoidance support is activated. The non-support area A1 and the support area A2 are areas defined based on, for example, experimental data. The non-support area A1 and the support area A2 can be set based on learning results of driving characteristics such as accelerator characteristics and brake characteristics of the driver.

  In the present embodiment, when the relative positions of the calculated first time TTC and second time TTV on the map M are located in the non-support area A1, the collision avoidance support trigger condition is not satisfied. On the other hand, when the relative positions of the calculated first time TTC and second time TTV on the map M are located in the support area A2, the collision avoidance support trigger condition is satisfied.

  The support area A2 is an area surrounded by a function y = fx (TTC, TTV). Two straight lines S1 and S2 forming a boundary between the support area A2 and the non-support area A1 are set by a difference (TTC-TTV) between the first time TTC and the second time TTV. For example, a time corresponding to 1 to 3 seconds is set as the time T1 when the straight line S1 intersects the vertical axis of the first time TTC. Similarly, a time corresponding to, for example, 1 to 3 seconds is set as the time T2 when the straight line S2 intersects the horizontal axis of the second time TTV.

As shown in FIG. 2, the support area A2 is divided into an HMI area A21, an intervention control area A22, and an emergency intervention control area A23 according to the emergency level of driving support.
The HMI area A21 is defined at a position farthest from the origin 0 of the first time TTC and the second time TTV in the support area A2. The HMI area A21 is an area where driving assistance is given to warn the driver of the presence of a moving body or abnormal approach between the vehicle Cr and the moving body. The driving assistance defined in the HMI area A21 is performed when the calculated first time TTC and second time TTV are located in the HMI area A21.

  The intervention control area A22 is an area where intervention control such as braking is performed, and is located closer to the origin 0 than the HMI area A21. The emergency intervention control area A23 is an area where emergency intervention such as sudden braking is performed in order to avoid a collision between the moving body and the vehicle Cr, and is located within a predetermined range from the origin 0. The emergency intervention control area A23 is located closest to the origin 0 in the support area A2, and is defined at a position closest to the intersection Po between the vehicle Cr and the moving body.

  The non-support area A1 is a part other than the support area A2, and is an area that does not require driving support for avoiding a collision between the vehicle Cr and the moving object. For example, in FIG. 3, the point Pa1 (TTV, TTC) located in the non-support area A1 is the first time TTC << second time TTV. When the first time TTC << the second time TTV is established, the mobile body reaches the intersection Po after a certain time has elapsed since the vehicle Cr passed the intersection Po. Conversely, the point Pa2 (TTV, TTC) located in the non-support area A1 is the first time TTC >> the second time TTV. When the first time TTC >> the second time TTV is established, the vehicle Cr reaches the intersection Po after a certain period of time has elapsed after the moving body passes the intersection Po. Therefore, in the non-support area A1, the timing at which the vehicle Cr and the moving body reach the intersection Po is different by a certain time or more, and the distance between the vehicle Cr and the moving body is a certain distance or more, so driving assistance becomes unnecessary. .

  As illustrated in FIG. 1, the support activation unit 122 included in the driving support unit 120 determines whether or not the activation condition for collision avoidance support is satisfied. Based on the calculated first time TTC, second time TTV, and map M, the support activation unit 122 determines whether the activation condition is successful. In the support activation unit 122, the calculated first time TTC and second time TTV are located in any of the HMI area A21, the intervention control area A22, and the emergency intervention control area A23 that constitute the support area A2. At this time, it is determined that the trigger condition for the collision avoidance support is satisfied.

  When the first time TTC and the second time TTV are calculated, the support activation unit 122 is located in any area on the map M where the intersection of the first time TTC and the second time TTV intersects. Identify what to do.

  Here, as illustrated in FIG. 4, when the position (intersection) where the first time TTC and the second time TTV intersect is a point P1, the point P1 is located in the non-support area A1. Therefore, the support activation unit 122 determines that the activation condition for the collision avoidance support is not satisfied. On the other hand, when the position where the first time TTC and the second time TTV intersect is the point P2, the point P2 is located in the support area A2. Therefore, the support activation unit 122 determines that the collision avoidance support activation condition is satisfied.

In the present embodiment, the relative relationship between the first time TTC and the second time TTV is indicated by the intersection of the first time TTC and the second time TTV.
As shown in FIG. 1, when the activation condition is satisfied, the support activation unit 122 is located in an area where the calculated first time TTC and the second time TTV intersect (HMI area A21, intervention control area). A22 and emergency intervention control area A23) are output to the support control unit 124 that executes collision avoidance support. In addition, when the activation condition is satisfied, the support activation unit 122 outputs, for example, a signal indicating the calculated first time TTC and second time TTV, the latitude / longitude of the intersection, and the like to the support control unit 124. To do.

  When various signals are input from the support activation unit 122, the support control unit 124 selects driving support according to the HMI area A21, the intervention control area A22, and the emergency intervention control area A23. The support control unit 124 generates a warning instruction signal for activating a warning by the HMI 140 when a point where the calculated first time TTC and second time TTV intersect is located in the HMI area A21. Then, the support control unit 124 outputs the generated warning instruction signal to the HMI area A21. The warning instruction signal includes, for example, the position of the moving body where the collision with the vehicle Cr is predicted, the distance to the moving body, the predicted time until the collision, and the like.

  Further, when the intersection of the calculated first time TTC and the second time TTV is located in the intervention control area A22 or the emergency intervention control area A23, the support control unit 124 performs intervention control by the intervention control device 141. Intervention control information for generating Then, the support control unit 124 outputs the generated intervention control information to the intervention control device 141. The intervention control information includes, for example, a control amount indicating a brake deceleration amount or the like that can make the first time TTC located in the non-support area A1 out of the non-support area A1. The control amount indicated by the intervention control information is greater in the emergency intervention control area A23 than in the intervention control area A22.

  The HMI 140 includes, for example, an audio device, a head-up display, a navigation system monitor, and a meter panel. When the warning instruction signal is input from the support control unit 124, the HMI 140 warns the driver that there is a person or a vehicle ahead in the traveling direction, or displays a warning text on the head-up display or the like. To do.

  The intervention control device 141 includes various control devices such as a brake control device that controls the brake actuator of the vehicle Cr, an engine control device that controls the engine, and a steering control device that controls the steering actuator. When intervention control information is input from the assistance control unit 124, the intervention control device 141 controls the brake control device and the like based on the intervention control information. Thereby, the relative position between the first time TTC and the second time TTV changes due to a decrease in the traveling speed of the vehicle Cr, and the moving body passes through the intersection before the vehicle Cr reaches the intersection. It will be. That is, abnormal approach between the vehicle Cr and the moving body is suppressed.

  Further, the driving support device and driving support method of the present embodiment predict the transition based on the records of the first time TTC and the second time TTV, and suppress the driving support from being activated according to the predicted result. A support suppression unit 150 is included.

  The support suppression unit 150 of the present embodiment includes a history recording unit 151 in which the first time TTC and the second time TTV calculated by the collision time prediction unit 121 are recorded. Further, the support suppression unit 150 changes the first time TTC and the second time TTV of the vehicle to be supported based on the first time TTC and the second time TTV recorded in the history recording unit 151. A transition prediction unit 152 that predicts Furthermore, the support suppression unit 150 includes a prediction determination unit 153 that determines whether it is necessary to suppress driving support based on the prediction result of the transition prediction unit 152.

  In the history recording unit 151, the first time TTC and the second time TTV calculated by the collision time prediction unit 121 are recorded as needed. As a result, a certain moving body is detected in the history recording unit 151, and the first time TTC and the second time TTV in the process of moving the vehicle to the intersection of the moving object and the vehicle to be supported are recorded. The trajectory is recorded. The history recording unit 151 records changes in the first time TTC and the second time TTV acquired from a plurality of vehicles in addition to the vehicle to be supported.

  The transition predicting unit 152 indicates the future transition of the first time TTC and the second time TTV of the vehicle to be supported as the first time TTC and the second time TTV recorded in the history recording unit 151. Predict based on changes. The transition prediction unit 152 outputs information indicating the predicted transition to the prediction determination unit 153.

  The transition prediction unit 152 of the present embodiment uses the first time based on the vehicle and the moving body when the vehicle to be supported is directed to the moving body with respect to the future transition of the first time TTC and the second time TTV. And the second time trajectory.

  In addition, the transition prediction unit 152 of the present embodiment indicates the future transition of the first time TTC and the second time TTV, and the plurality of first times TTC and second times recorded in the history recording unit 151. Predict using the statistical distribution of time TTV.

When the prediction results of the first time TTC and the second time TTV are input, the prediction determination unit 153 determines whether or not it is necessary to suppress driving assistance based on the prediction results.
For example, even if the intersection of the first time TTC and the second time TTV of the vehicle to be supported belongs to the support area A2 at a certain time, the prediction determination unit 153 of the present embodiment When it is predicted that the vehicle has left the support area A2 and belongs to the non-support area A1, it is determined that it is necessary to suppress the activation of driving support. That is, when it is predicted that the transition of the first time TTC and the second time TTV of the vehicle to be supported reaches the non-support area A1 across the support area A2, the prediction determination unit 153 drives the vehicle. It is determined that it is necessary to suppress the activation of.

  On the other hand, the prediction determination unit 153, for example, the intersection of the first time TTC and the second time TTV of the vehicle to be supported belongs to the support area A2 at a certain time, and continues to the support area A2 after that. When it is predicted to belong, it is determined that it is not necessary to suppress the driving assistance.

  If the prediction determination unit 153 determines that it is necessary to suppress the driving assistance, the prediction determining unit 153 outputs a suppression command for suppressing the driving assistance to the support control unit 124. When the suppression command is input from the prediction determination unit 153, the support control unit 124 stops the driving support even if the driving support trigger condition is satisfied. In addition, when the driving support is already being activated, the assistance control unit 124 stops the driving assistance being activated.

Hereinafter, with reference to FIGS. 5 to 9, prediction modes of the first time TTC and the second time TTV by the driving support device and the driving support method of the present embodiment will be described in detail.
First, with reference to FIG. 5 and FIG. 6, the prediction mode by linear prediction or quadratic curve prediction using the trajectory of the first time TTC and the second time TTV will be described in detail.

  The transitions Lr1 to Lr3 indicated by solid lines in FIG. 5 are, for example, the first time TTC and the first time when the vehicle to be supported and the moving body such as a pedestrian or another vehicle are heading from the different directions to the intersection. The trajectory of the intersection of two times TTV is shown. Each transition Lr1 to Lr3 indicates that the intersection of the first time TTC and the second time TTV approaches the origin 0 as the support target vehicle and the moving body approach the intersection.

  Note that the transition Lr1 of the intersection of the first time TTC and the second time TTV is close to the intersection while the vehicle and the moving object to be supported are both maintaining the speed, and therefore from the start point of the transition Lr1. The line extends in a straight line until reaching the end Pr1.

Note that the end points Pr1 to Pr3 of the transitions Lr1 to Lr3 indicate the intersections of the first time TTC and the second time TTV at a certain time point, respectively.
Here, in the present embodiment, when the intersection of the first time TTC and the second time TTV reaches the terminal Pr1 in contact with the support area A2 in the transition Lr1, the support activation unit 122 determines that driving support is “necessary”. judge.

  The transition prediction unit 152 performs linear prediction or quadratic curve prediction based on the transition Lr1. As a result, it is predicted that the transition of the intersection of the first time TTC and the second time TTV after the terminal Pr1 will follow the transition Lrf indicated by the broken line.

  And the prediction determination part 153 does not need to suppress driving | operation activation as the transition Lrf which is the future transition of 1st time TTC and 2nd time TTV belongs to assistance area | region A2 after terminal Pr1. Is determined. As a result, the support control unit 124 performs collision avoidance support for avoiding a collision between the vehicle to be supported and the moving body through the HMI 140 and the intervention control device 141.

  On the other hand, in the transition Lr2 shown in FIG. 5, the traveling speed of the vehicle to be supported is relatively lowered before the terminal Pr2 of the transition Lr2. As a result, the transition Lr2 of the future first time and the second time after the terminal Pr2 shifts to the left in the map M as indicated by the dashed line as transition Lf2. For this reason, the transition Lf2 once belongs to the support area A2, but leaves the support area A2 and belongs to the non-support area A1. That is, although it is estimated that the vehicle to be supported and the moving object arrive at the same intersection at the same timing, the traveling speed of the vehicle is relatively decreased due to deceleration of the vehicle or acceleration of the moving object. As a result, the timing at which the vehicle and the moving body arrive at the intersection is shifted. For this reason, the approach between the vehicle to be supported and the moving body is naturally avoided.

  Therefore, the prediction determination unit 153 of the present embodiment assumes that the transition Lf2 that is the future transition of the first time TTC and the second time TTV does not belong to the support area A2 after the terminal Pr2. It is determined that it is necessary to suppress the activation of support. As a result, the control command is output from the prediction determination unit 153 to the support control unit 124, and the driving support by the support control unit 124 is suppressed.

  On the other hand, in the transition Lr3 shown in FIG. 5, the moving speed of the moving body is relatively decreased just before the terminal Pr3 of the transition Lr3. As a result, the transition Lr3 of the first and second times in the future after the terminal Pr3 shifts downward in the map M, as indicated by the dashed line as transition Lf3. For this reason, although the transition Lf3 once belongs to the support area A2, it also leaves the support area A2 and belongs to the non-support area A1. That is, although it is estimated that the vehicle to be supported and the moving object arrive at the same intersection at the same timing, the moving speed of the moving object is relatively decreased due to acceleration of the vehicle or deceleration of the moving object. As a result, the timing at which the vehicle and the moving body arrive at the intersection is shifted. For this reason, the approach between the vehicle to be supported and the moving body is naturally avoided.

  Therefore, the prediction determination unit 153 of the present embodiment assumes that the transition Lf3, which is the future transition of the first time TTC and the second time TTV, does not belong to the support area A2 after the terminal Pr3. It is determined that it is necessary to suppress the activation of support. As a result, the control command is output from the prediction determination unit 153 to the support control unit 124, and the driving support by the support control unit 124 is suppressed.

  On the other hand, in the example shown in FIG. 6, the transition Lr4 indicating the trajectory of the intersection of the first time TTC and the second time TTV belongs to the non-support area A1 up to the terminal Pr4. Further, as the prediction result by linear prediction or quadratic curve prediction is shown as the transition Lf4, the future transition of the first time TTC and the second time TTV once belongs to the support area A2, and then the support area It will leave A2 and will belong again to the non-support area A1.

However, in the example shown in FIG. 6, the transition Lf4 of the prediction result extends from the support area A2 to the non-support area A1 across the emergency intervention control area A23 in which the urgency level is maximized.
Therefore, the prediction determination unit 153 according to the present embodiment assumes that the transition Lf4 of the prediction result temporarily belongs to the emergency intervention control area A23, in other words, that the support target and the moving object temporarily approach abnormally. It is determined that there is no need to suppress the activation of support. As a result, when the intersection of the first time TTC and the second time TTV reaches the terminal Pr4 of the transition Lf4 and belongs to the support area A2, collision avoidance support is performed.

Next, a prediction mode based on the statistical distribution of the first time TTC and the second time TTV will be described in detail with reference to FIGS.
FIG. 7 shows an intersection of the first time TTC and the second time TTV first, as an example of the history of the first time TTC and the second time TTV recorded in the history recording unit 151. The transition group Lg1 in which the transitions are similar belong to the support area A2 even after the area Pg1, which is the boundary between the non-support area A1 and the support area A2.

  On the other hand, the transition groups Lg2 to Lg4 having similar transitions at the intersections of the first time TTC and the second time TTV are the support areas A2 after the areas Pg2 to Pg4 that are the boundaries between the non-support area A1 and the support area A2. Will belong to the non-support area A1 again. Note that the transition group Lg4 belongs to the non-support area A1 again across the emergency intervention control area A23.

  Here, as shown as transition Lr1 in FIG. 8, when the trajectory of the intersection of the first time TTC and the second time TTV of the vehicle to be supported is similar to the transition group Lg1, the transition prediction unit 152 Based on the statistical distribution of the group Lg1, it is predicted that the future intersection of the first time TTC and the second time TTV of the vehicle to be supported also forms the transition L1f along the transition group Lg1.

  That is, the transition prediction unit 152 predicts that the intersection of the first time TTC and the second time TTV belonging to the support area A2 in the area Pg1 will continue to belong to the support area A2 after the area Pg1. .

  Therefore, it is not necessary for the prediction determination unit 153 to suppress the activation of the driving support because the future transition Lrf of the first time TTC and the second time TTV has a high probability of belonging to the support area A2 after the terminal Pr1. Is determined. As a result, the support control unit 124 performs collision avoidance support for avoiding a collision between the vehicle to be supported and the moving body through the HMI 140 and the intervention control device 141.

  On the other hand, as shown as transition Lr2 in FIG. 9, when the trajectory of the intersection of the first time TTC and the second time TTV of the vehicle to be supported is similar to the transition group Lg2, the transition prediction unit 152 Based on the statistical distribution of Lg2, it is predicted that the future intersection of the first time TTC and the second time TTV of the vehicle to be supported also changes along the transition group Lg2. In other words, the transition prediction unit 152 determines that the intersection of the first time TTC and the second time TTV belonging to the support area A2 in the area Pg2 once again crosses the support area A2 and returns to the non-support area A1 after the area Pg2. Predict that you will belong.

  Therefore, the prediction determination unit 153 according to the present embodiment assumes that the future transition Lf2 of the first time TTC and the second time TTV has a high probability of not belonging to the support area A2 after the terminal Pr2. It is determined that it is necessary to suppress the activation of support. As a result, a control command is output from the prediction determination unit 153 to the support control unit 124, and driving support by the support control unit 124 is suppressed.

  As a result of the prediction based on the statistical distribution, as illustrated in FIG. 6 above, the transition of the intersection of the first time TTC and the second time TTV reaches the non-support area A1 across the emergency intervention control area A23. Even when this is predicted, the driving support by the support control unit 124 is not suppressed.

Next, the operation of the driving support apparatus and driving support method of the present embodiment will be described with reference to FIGS.
As shown in FIG. 10, first, in step S100, when a moving object such as a pedestrian or another vehicle existing around the vehicle is detected, the position, moving direction, and moving speed of the moving object, that is, the velocity vector is determined. Detected.

  Next, when the position, moving direction, and moving speed of the vehicle are detected, a first time TTC and a second time TTV are calculated (steps S101 and S102). Then, the calculated first time TTC and second time TTV are applied on the map M, and the position where the first time TTC and the second time TTV intersect, that is, the first time TTC and the second time TTV. The relative relationship of the time TTV is specified (step S103).

  When the intersection of the first time TTC and the second time TTV is specified, it is determined whether or not this position belongs to the support area A2 (step S104). When the intersection of the first time TTC and the second time TTV falls within the range of the support area A2 (step S104: YES), an activation suppression determination process is performed in which it is determined whether it is necessary to suppress the activation of driving assistance. (Step S105: determination step).

  If it is determined that the suppression is “necessary” through the activation suppression determination process (step S106: YES), the process ends without driving assistance for avoiding a collision with the moving object detected in step S100. Is done. That is, even if the intersection of the first time TTC and the second time TTV belongs to the support area A2, the driving support is inhibited from being activated because the period to which it belongs is temporary (suppression step). .

  On the other hand, when it is determined that the suppression is “NO” through the activation suppression determination process in step S105 (step S106: NO), driving support for avoiding a collision with the moving body is executed (step S107: driving support). Step).

  On the other hand, in step S104, when the intersection of the first time TTC and the second time TTV does not belong to the support area A2, in other words, when the intersecting position belongs to the non-support area A1, This process is terminated because the activation condition is not satisfied.

  When a new moving object is detected, the second time TTV is calculated based on the position, moving direction, and moving speed of the moving object. When the second time TTV based on the new moving object is calculated, whether or not the position where the second time TTV and the first time TTC intersect belongs to the support area A2, and the suppression condition is satisfied. Is determined (steps S100 to S107). And according to this determination result, the driving assistance is activated or the activation of the driving assistance is suppressed.

Next, with reference to FIG. 11, the driving assistance process in step S107 of FIG. 10 will be described in detail.
As shown in FIG. 11, first, since the intersection of the first time TTC and the second time TTV belongs to the support area A2 when this process is executed, the HMI operation flag for operating the HMI 140 is “1”. (Step S200).

  Next, it is determined whether or not the intersection of the first time TTC and the second time TTV belongs to the intervention control area A22 in the support area A2 (step S201). When the intersection of the first time TTC and the second time TTV belongs to the intervention control area A22 (step S201: YES), the control amount of the intervention control is calculated based on, for example, the map M (step S202). Based on the calculated control amount, intervention control by the intervention control device 141 and warning by the HMI 140 are executed (step S203). Thereby, braking of the vehicle Cr heading to the moving body and a warning to the driver of the vehicle Cr are performed. As a warning to the driver of the vehicle Cr, deceleration guidance or the like is performed.

  On the other hand, when it is determined in step S201 that the intersection of the first time TTC and the second time TTV does not belong to the intervention control area A22 in the support area A2, the intersection belongs to the emergency intervention control area A23. Is determined (step S204).

  When the intersection of the first time TTC and the second time TTV belongs to the emergency intervention control area A23 (step S204: YES), collision avoidance control which is a control amount for emergency avoidance between the vehicle Cr and the moving object The amount is calculated (step S205). Then, emergency intervention control by the intervention control device 141 and warning by the HMI 140 are executed based on the calculated collision avoidance control amount (step S206). Thereby, emergency braking of the vehicle Cr heading to the moving body and warning to the driver of the vehicle Cr are performed. As a warning to the driver of the vehicle Cr, guidance for sudden deceleration, guidance for steering operation for avoiding a collision, or the like is performed. Normally, the intersection of the first time TTC and the second time TTV belongs to the HMI area A21 or the intervention control area A22 until the intersection reaches the emergency intervention control area A23. For this reason, normally, before the emergency braking is activated, deceleration guidance by the HMI 140 and braking by the intervention control device 141 are performed, so that the intersection of the first time TTC and the second time TTV is the emergency intervention control area A23. Belonging to is avoided.

  On the other hand, when it is determined in step S204 that the intersection of the first time TTC and the second time TTV does not belong to the emergency intervention control area A23 (step S204: NO), the intersection belongs to the HMI area A21. Will be. Therefore, at this time, only the HMI control is executed, and a deceleration guide, a guide for informing the presence of the moving body, and the like are performed (step S205).

Next, the activation suppression determination process in step S105 of FIG. 10 will be described in detail with reference to FIG.
As shown in FIG. 12, in this process, first, in step S300, based on the past first time TTC and second time TTV recorded in the history recording unit 151, the future first time TTC and the second time TTV. Transition of time TTV of 2 is predicted. In the case of linear prediction or quadratic curve prediction, the first time TTC and the second time TTV in the past are the first time based on the vehicle and the moving body when the vehicle to be supported is headed to the moving body. The trajectory of time TTC and second time TTV is used. In other words, in linear prediction or quadratic curve prediction, the calculation is performed after the moving object around the vehicle to be supported is detected until the vehicle to be supported reaches the point where the prediction starts. A trajectory of 1 time TTC and 2nd time TTV is used. Further, in the prediction based on the statistical distribution, the support after the moving body around the vehicle to be supported is detected among the transitions of the first time TTC and the second time TTV recorded in the history recording unit 151. A transition similar to the first time TTC and the second time TTV calculated until the target vehicle reaches the point where the prediction starts is used.

  When it is predicted that the future transition of the first time TTC and the second time TTV of the vehicle to be supported will reach the non-support region A1 across the support region A2 (step S301: YES), the future It is determined whether or not the transition of the step crosses the emergency intervention control area A23 (step S302). That is, whether the future transition of the first time TTC and the second time TTV of the vehicle to be supported reaches the non-support region A1 across the HMI area A21 or the intervention control area A22 in the support region A2. Is judged.

  As a result, it is determined that the future transition of the first time TTC and the second time TTV of the vehicle to be supported reaches the non-support area A1 without straddling the emergency intervention control area A23 in the support area A2. Then (step S302: YES), it is determined that it is necessary to suppress the activation of driving assistance (step S303).

  On the other hand, when it is determined that the future transition of the first time TTC and the second time TTV of the vehicle to be supported reaches the non-support area A1 across the emergency intervention control area A23 in the support area A2. (Step S302: NO), it is determined that it is not necessary to suppress the activation of driving assistance (Step S304). As a result, driving support through the HMI 140 and the intervention control device 141 is performed by the support control unit 124.

  On the other hand, when it is predicted in step S301 that future transitions of the first time TTC and the second time TTV of the vehicle to be supported belong to the support area A2 (step S301: NO). Then, it is determined that there is no need to suppress the driving assistance (step S304). That is, it is determined that the relative speeds of the vehicle to be supported and the moving body are maintained, the vehicle and the moving body are likely to collide, and it is highly necessary to perform collision avoidance support. As a result, driving support through the HMI 140 and the intervention control device 141 is performed by the support control unit 124.

As described above, according to the driving support apparatus and the driving support method according to the present embodiment, the following effects can be obtained.
(1) The driving support unit 120 includes a first time TTC when the host vehicle reaches the intersection where the vehicle on which the driving support unit 120 is mounted and the moving body intersect, and the first time when the moving body reaches the intersection. The collision avoidance support was performed based on the relative relationship with the time TTV of 2. As a result, even when no sudden braking or sudden braking is required, abnormal approach between the vehicle and the moving body is suppressed by slow deceleration, and smooth driving assistance is performed. Further, the driving support unit 120 records the first time TTC and the second time TTV, and suppresses the activation of the collision avoidance support based on the recorded first time TTC and second time TTV. For this reason, the collision avoidance support is activated only when it is determined that it is not necessary to suppress the activation of the collision avoidance support. That is, the collision avoidance support is performed only when it is determined that the need for the collision avoidance support is high in the future. On the other hand, based on the recorded first time TTC and second time TTV, in a situation where the need for collision avoidance support is estimated to be low, the activation of collision avoidance support is suppressed. That is, the activation is suppressed under the situation where the need for collision avoidance support is reduced. Thereby, optimization of driving assistance is achieved through accurate activation of driving assistance.

  (2) The driving support unit 120 performs collision avoidance support when the first time TTC and the second time TTV in the vehicle to be supported satisfy the support condition. In addition, it is predicted that the support suppression unit 150 will make the support condition once established unsatisfied with the first time TTC and the second time TTV of the future determined from the recorded first time TTC and second time TTV. Suppressed the activation of collision avoidance support. For this reason, the necessity of suppressing the collision avoidance support and the necessity of the collision avoidance support are determined based on the same criterion. Accordingly, whether or not the suppression of the collision avoidance support is necessary is determined based on the consistency with the necessity of the collision avoidance support and the accuracy of the determination on the suppression of the collision avoidance support is increased.

  (3) A map in which the driving support unit 120 defines the relative relationship between the first time TTC and the second time TTV in the support area A2 in which driving support is performed and the non-supporting area A1 in which driving support is not performed. A map storage unit 123 in which M is recorded is provided. For this reason, the first time TTC and the second time TTV based on the vehicle to be supported and the moving body existing in the vicinity belong to either the support area A2 or the non-support area A1 of the map M. Whether or not the collision avoidance support needs to be activated is determined. As a result, the necessity of the collision avoidance support is easily performed. Further, the transition of the first time TTC and the second time TTV in the vehicle to be supported crosses the support area A2 based on the recorded first time TTC and second time TTV. When it is predicted to reach the non-support area A1, the activation of the collision avoidance support is suppressed. For this reason, it is determined whether or not the collision avoidance support needs to be activated based on whether or not the prediction results of the first time TTC and the second time TTV cross the support area A2 of the map and reach the non-support area A1. In other words, the necessity of suppressing the activation of the collision avoidance support is more easily determined. Therefore, suppression of the collision avoidance support is performed more smoothly.

  (4) The support area A2 of the map M is divided into an HMI area A21, an intervention control area A22, and an emergency intervention control area A23 according to the degree of emergency. Further, whether the relative relationship between the first time TTC and the second time TTV of the vehicle to be supported by the driving support unit 120 belongs to the HMI area A21, the intervention control area A22, or the emergency intervention control area A23. Based on the above, separate driving assistance was provided. Thereby, driving assistance corresponding to the degree of urgency is set for each of the divided areas, so that driving assistance at a level corresponding to the relative positional relationship between the vehicle to be supported and the moving body is performed. Become. In addition, the driving support is activated appropriately for each level.

  (5) The support suppression unit 150 is an emergency intervention control area in which the transition of the relative relationship between the first time TTC and the second time TTV of the vehicle to be supported is maximized in the support area A2. The collision avoidance support activation was suppressed on the condition that the support area A2 is predicted to reach the non-support area A1 without straddling A23. For this reason, while unnecessary activation of collision avoidance support is suppressed, collision avoidance support is performed in a situation where priority should be given to the activation. As a result, the failsafe for driving assistance is accurately increased.

  (6) The support suppression unit 150 records the trajectory of the first time TTC and the second time TTV based on the vehicle and the moving body when the vehicle to be supported heads for the intersection with the moving body. Then, the support suppression unit 150 predicts the transition of the first time TTC and the second time TTV based on the recorded trajectory, and suppresses the activation of the collision avoidance support based on the predicted transition. For this reason, prediction based on the trajectory immediately before the first time TTC and the second time TTV in the actual vehicle to be supported is performed. Thereby, the prediction accuracy of the first time TTC and the second time TTV is improved.

  (7) The support suppression unit 150 performs the prediction of the transition of the first time TTC and the second time TTV based on linear prediction or quadratic curve prediction. Thereby, the prediction accuracy of the future first time TTC and the second time TTV based on the trajectory of the first time TTC and the second time TTV is preferably improved.

  (8) The support suppression unit 150 records a plurality of first times TTC and second times TTV based on a plurality of types of vehicle operations. Then, the support suppression unit 150 predicts the transition of the first time TTC and the second time TTV based on the recorded statistical distribution of the plurality of first times TTC and the second time TTV, and the predicted transition Based on this, the activation of collision avoidance support was suppressed. For this reason, based on past statistics, the transition of the first time and the second time is predicted probabilistically. As a result, the transition having the highest probability of being reproduced among the possible transition patterns is obtained as the prediction result. Therefore, by suppressing the activation of the collision avoidance support based on the prediction result, permission and suppression of the activation of the collision avoidance support having a very high probability according to the actual situation is realized.

In addition, the said embodiment can also be implemented with the following forms.
-Suppressing the activation of collision avoidance support for a certain object When it is determined as "necessary", the collision avoidance support for this object is not activated. Not limited to this, when the first time TTC and the second time TTV recalculated after the determination of “required” suppression of the collision avoidance support activation is included in the support area A2, the collision avoidance support is temporarily performed. Collision avoidance assistance may also be performed for an object that is determined to be “necessary” to suppress the activation of.

  The history recording unit 151 records the transition of the first time TTC and the second time TTV acquired from a plurality of vehicles in addition to the vehicle to be supported. Not limited to this, the history recording unit 151 may record a plurality of first times TTC and second times TTV acquired only from the vehicle to be supported. Then, based on the statistical distribution of the plurality of first times TTC and second times TTV acquired only from the vehicle to be supported, the future transition of the first time TTC and the second time TTV is predicted. May be. According to this, based on the statistical distribution of the first time TTC and the second time TTV in which the driver's habit of the vehicle to be supported and the characteristics of the vehicle are reflected, the future first time TTC and second time The time TTV is predicted. Therefore, the future first time TTC and the second time TTV are predicted with higher accuracy.

  The future transition of the first time TTC and the second time TTV was predicted by linear prediction or quadratic curve prediction. Furthermore, the future transition of the first time TTC and the second time TTV may be predicted by both linear prediction and quadratic curve prediction. According to this, for example, each prediction result of the linear prediction and the quadratic curve prediction is such that the future transition of the first time TTC and the second time TTV temporarily crosses the support region A2 and is a non-support region. It is determined whether or not A1 is reached. Then, in each of the prediction results of the linear prediction and the quadratic curve prediction, the future transition of the first time TTC and the second time TTV temporarily crosses the support area A2 and reaches the non-support area A1. As a condition, it is determined that it is necessary to suppress driving assistance. Thereby, suppression of the driving assistance is performed more carefully, and the safety of the driving assistance is enhanced. In addition to the linear prediction and the quadratic curve prediction, the first time TTC and the second time TTV in the future based on the trajectory of the first time TTC and the second time TTV in the vehicle to be supported. Can be used to calculate the transition of the first time TTC and the second time TTV in the future.

  The future transition of the first time TTC and the second time TTV is a trajectory of the first time and the second time based on the vehicle and the moving body when the vehicle to be supported is directed to the moving body, Alternatively, the prediction is made using a statistical distribution of a plurality of first times TTC and second times TTV recorded in the history recording unit 151. Furthermore, when the vehicle to be supported goes to the moving body, the first time and the second time trajectory based on the vehicle and the moving body, and a plurality of first times recorded in the history recording unit 151 A future transition of the first time TTC and the second time TTV may be predicted using a statistical distribution of the TTC and the second time TTV. According to this, for example, the prediction result of the first time and the second time trajectory based on the vehicle and the moving body when the vehicle to be supported is moving to the moving body, and the history recording unit 151 are recorded. The prediction results based on the statistical distributions of the plurality of first times TTC and the second times TTV are used for determining the necessity of suppressing the driving assistance. That is, both the prediction result of the trajectory and the prediction result based on the statistical distribution indicate that the future transition of the first time TTC and the second time TTV temporarily crosses the support area A2 and enters the non-support area A1. It is determined that it is necessary to suppress the activation of driving assistance. Thereby, suppression of the driving assistance is performed more carefully, and the safety of the driving assistance is enhanced.

  In the above embodiment, the vehicle state acquisition unit 100 includes the accelerator sensor 101, the brake sensor 102, the acceleration sensor 103, the gyro sensor 104, the vehicle speed sensor 105, and the like. Not limited to this, the vehicle state acquisition unit 100 may be configured by at least one of the accelerator sensor 101, the brake sensor 102, the acceleration sensor 103, the gyro sensor 104, and the vehicle speed sensor 105. Then, the first time TTC may be calculated through a calculation based on the detection result of at least one sensor. Moreover, the vehicle state acquisition part 100 may be comprised by GPS which detects the latitude longitude of the vehicle used as assistance object. According to this, the traveling speed of the vehicle is calculated based on the latitude and longitude of the vehicle detected by GPS, and the first time TTC is calculated. In addition, the vehicle state acquisition part 100 should just be what can acquire the information which can be used for calculation of 1st time TTC.

  In the above embodiment, the moving body information acquisition unit 110 is configured by the in-vehicle camera 111, the millimeter wave radar 112, and the communication device 113. The moving body information acquisition unit 110 is not limited to this, and may be configured by at least one of the in-vehicle camera 111, the millimeter wave radar 112, and the communication device 113. In addition, the mobile body information acquisition unit 110 can be configured as long as the mobile body information that can be used for the calculation of the second time TTV can be acquired.

  In the above embodiment, as shown as steps S203 and S206 in FIG. 11, when intervention control or emergency intervention control is performed, HMI control by the HMI 140 is also performed. However, the present invention is not limited to this, and as shown in FIG. 13 as a diagram corresponding to FIG. 11, only intervention control may be performed when an execution condition for intervention control is satisfied (step S203A). Further, only the emergency intervention control may be performed when the execution condition of the emergency intervention control is satisfied (step S206A).

  As the statistical distribution of the first time TTC and the second time TTV, the history of changes over time of the first time TTC and the second time TTV was used. Not limited to this, as illustrated in FIG. 14 as a diagram corresponding to FIG. 7, for example, a statistical distribution of the first time TTC and the second time TTV at the time of the region α1 may be used. . According to this, as shown in FIG. 15, the probability distribution at the time of the region α1 when the transition of the first time TTC and the second time TTV is linearly directed to the support region A2, is linear in the support region A2. The probability of going to is highest in the region Pg1. On the other hand, in both the regions Pg2 and Pg3, the probability of going straight to the support region A2 decreases. Therefore, when the first time TTC and the second time TTV at the time of the region α1 of the vehicle to be supported exist in the vicinity of the region Pg1, the future first time TTC and the second time TTV of the vehicle are It can be predicted that the vehicle goes straight toward the intervention control area A22 and the emergency intervention control area A23. For this reason, when the first time TTC and the second time TTV at the time of the region α1 of the vehicle to be supported are located in the vicinity of the region Pg1, the necessity of the collision avoidance support is high and its activation is not suppressed. Further, as shown in FIG. 16, the probability distribution at the time of the region α1 when the transition of the first time TTC and the second time TTV goes across the support region A2 (bypass) toward the non-support region A1 as shown in FIG. The probability of leaving the support area A2 and heading toward the non-support area A1 is highest in the area Pg2 or the area Pg3. On the contrary, in the region Pg1, the probability of leaving the support region A2 and going to the non-support region A1 decreases. Therefore, when the first time TTC and the second time TTV at the time of the region α1 of the vehicle to be supported exist in the vicinity of the region Pg2 or the region Pg3, the future first time TTC and the second time of the vehicle. This time TTV can be predicted to belong to the non-support area A1 even if it once belongs to the support area A2. For this reason, when the first time TTC and the second time TTV at the time of the region α1 of the vehicle to be supported are located in the vicinity of the region Pg2 or the region Pg3, the necessity of the collision avoidance support is low and the activation is performed. It is suppressed. As described above, according to the methods shown in FIGS. 14 to 16, it is necessary to suppress the activation of the collision avoidance support based on the first time TTC and the second time TTV at a certain time of the vehicle to be supported. Can be determined. Therefore, the prediction of the first time TTC and the second time TTV and the determination of whether or not to suppress the activation of the collision avoidance support are performed more easily. Also, according to this, it is only necessary to obtain the recording results of the first time TTC and the second time TTV at a certain time in advance, and the amount of data used for prediction can be greatly reduced.

  When the future transition of the first time TTC and the second time TTV reaches the non-support area A1 via the support area A2, it is determined whether the transition crosses the emergency intervention control area A23. And driving | running | working of driving assistance was suppressed on the condition that the future transition of 1st time TTC and 2nd time TTV reaches non-support area | region A1 without straddling emergency intervention control area A23. Not limited to this, on the condition that the future transition of the first time TTC and the second time TTV reaches the non-support area A1 without straddling any of the intervention control area A22 and the emergency intervention control area A23. The activation of driving assistance may be suppressed. Conversely, when the future transition of the first time TTC and the second time TTV reaches the non-support area A1 via the support area A2, the activation of driving support may be suppressed uniformly.

  -The support area A2 of the map M used for the selection of the driving support mode is divided into three areas of an HMI area A21, an intervention control area A22, and an emergency intervention control area A23. Further, the support area A2 may be divided into four or more, and a driving support mode may be set for each of the divided areas. Further, the support area A2 may be defined by two or one area, and various driving support modes may be set in the defined area. When the support area A2 to be divided is configured only by the HMI area A21, the intervention control device 141 is omitted. Conversely, when the support area A2 to be divided is configured only by the intervention control area A22 or the emergency intervention control area A23, the HMI 140 is omitted. Further, the driving support mode set in the support area A2 is arbitrary and can be changed as appropriate.

  -As an example where the movement trajectory of the vehicle to be supported and the movement trajectory of the moving object intersect, it is assumed that the movement trajectories are orthogonal. Then, collision avoidance support was performed based on the first time TTC and the second time TTV indicating the respective movement trajectories. Not only this but each movement locus used for collision avoidance assistance should just be a locus which intersects at the same point, and the angle at the time of those intersections exceeds 90 degrees, even if it is an angle less than 90 degrees It may be an angle.

  -Collision avoidance support was performed based on the map M stored in the map storage unit 123. However, the present invention is not limited to this, as long as collision avoidance support is performed based on the relative relationship between the first time TTC and the second time TTV, and each value of the first time TTC and the second time TTV is defined. Whether or not the trigger condition for the collision avoidance support is satisfied may be determined based on whether or not this value is met.

  The support suppression unit 150 determines whether or not the support condition once established for the same moving object is subsequently established based on the history of the first time and the second time. Then, when the support suppression unit 150 determines that the support condition once established for the same moving body is not established afterwards, the support suppression unit 150 suppresses the activation of the collision avoidance support. Not limited to this, the support suppression unit 150 may determine whether to suppress the collision avoidance support based on the recorded first time and second time. That is, for example, when most of the recorded first time and second time are avoiding a collision between the vehicle to be supported and the moving body, the support suppressing unit 150 activates the collision avoidance support. Can also be suppressed.

  In the above embodiment, the driving support unit 120 and the support suppression unit 150 are mounted on the vehicle. Not only this but the driving assistance part 120 and the assistance suppression part 150 may be comprised by the application program installed in multifunctional telephone apparatuses, such as a smart phone, for example. According to this, the multi-function telephone device determines success or failure of the suppression condition based on the map information held in the multi-function phone device, traffic information that can be acquired via the internetwork, or the like. As a result, driving assistance and optimization are achieved even in a vehicle that does not include a navigation system. In addition, since the multi-function telephone device has high versatility, driving support and optimization thereof in more scenes can be achieved. In general, multi-function telephone devices often have GPS or map information. For this reason, based on the latitude / longitude information and map information acquired by the GPS, the position of the vehicle to be supported can be specified, and the traveling environment of the vehicle to be supported can be specified. The first time TTC and the second time TTV can be calculated based on the position of the identifiable vehicle and the traveling environment. In addition, many users have multifunction telephone devices. Therefore, by providing the driving support unit 120 and the support suppressing unit 150 in the multi-function telephone device, appropriate driving support is realized in more scenes.

  DESCRIPTION OF SYMBOLS 100 ... Vehicle state acquisition part, 101 ... Accelerator sensor, 102 ... Brake sensor, 103 ... Acceleration sensor, 104 ... Gyro sensor, 105 ... Vehicle speed sensor, 110 ... Moving body information acquisition part, 111 ... In-vehicle camera, 112 ... Millimeter wave radar , 113 ... communication device, 120 ... driving support unit, 121 ... collision time prediction unit, 121a ... TTC calculation unit, 121b ... TTV calculation unit, 122 ... support activation unit, 123 ... map storage unit, 124 ... support control unit, 130 ... moving body position calculation unit, 140 ... HMI, 141 ... intervention control device, 150 ... support suppression unit, 151 ... history recording unit, 152 ... transition prediction unit, 153 ... prediction determination unit, A1 ... non-support region, A2 ... support Area, A21 ... HMI area, A22 ... Intervention control area, A23 ... Emergency intervention control area, Cr ... Vehicle to be supported, Po ... Support pair To become intersection of vehicle and mobile, SC ... intersection, SG ... signal, Tg ... pedestrian (mobile).

Claims (16)

A driving assistance device that performs collision avoidance assistance for avoiding a collision between a vehicle and a moving body,
Driving assistance that performs the collision avoidance assistance based on a relative relationship between a first time when the vehicle reaches the intersection where the moving body and the vehicle intersect and a second time when the movable body reaches the intersection. And
A driving restraint unit that suppresses the triggering of the collision avoidance support based on the records of the first time and the second time after the condition for triggering the collision avoidance support is satisfied. apparatus. The driving support unit performs the collision avoidance support when the first time and the second time in the vehicle to be supported satisfy a specified support condition,
The support suppression unit establishes the support condition for the first time and the second time in the vehicle to be supported, and sets the first time in the future obtained from the records of the first time and the second time. The driving assistance device according to claim 1, wherein when the time and the second time are predicted to make the established assistance condition not established, the activation of the collision avoidance assistance is suppressed. The driving support unit has a map in which a support area that performs driving support and a non-support area that does not perform driving support are defined with respect to a relative relationship between the first time and the second time,
The support suppression unit includes the non-support area in which transitions of the first time and the second time in the vehicle to be supported cross the support area based on the records of the first time and the second time. The driving support device according to claim 1, wherein the driving of the collision avoidance support is suppressed when it is predicted that the vehicle will arrive at the vehicle. The support area is divided into a plurality of areas according to the degree of urgency,
The driving support unit performs different driving support based on which of the divided support areas the relative relationship between the first time and the second time of the vehicle to be supported belongs. The driving support device according to claim 3. The support suppression unit has a transition of a relative relationship between the first time and the second time of a vehicle to be supported straddling a region where the degree of urgency is maximized among the divided support regions. The driving support device according to claim 4, wherein the collision avoidance support is suppressed from being executed on a condition that the support area is predicted to reach the non-support area. The support suppression unit records the trajectory of the first time and the second time based on the vehicle and the moving body when the vehicle to be supported heads for the intersection with the moving body, and records the trajectory in the recorded trajectory. The driving support device according to any one of claims 1 to 5, wherein transition of the first time and the second time is predicted based on the start of the collision avoidance support is suppressed based on the predicted transition. The driving support apparatus according to claim 6, wherein the support suppression unit performs prediction of transition of the first time and the second time based on linear prediction or quadratic curve prediction. The support suppression unit previously records a plurality of first times and second times based on a plurality of types of vehicle operations, and first records the first time based on the recorded statistical distribution of the plurality of first times and second times. The driving support device according to any one of claims 1 to 5, wherein a transition of the second time and a second time is predicted, and activation of the collision avoidance support is suppressed based on the predicted transition. A driving support method for performing collision avoidance support for avoiding a collision between a vehicle and a moving body,
The driving support unit avoids the collision based on a relative relationship between a first time when the vehicle reaches the intersection where the moving body and the vehicle intersect and a second time when the moving body reaches the intersection. A driving assistance step for providing assistance;
A support suppression unit including a suppression step of suppressing the activation of the collision avoidance support based on the recording of the first time and the second time after the activation condition of the collision avoidance support is satisfied. Driving support method. In the driving support step, the collision avoidance support is performed when the first time and the second time in the vehicle to be supported satisfy a specified support condition,
In the suppression step, the first time and the second time in the vehicle to be supported are satisfied in the support condition, and the first time in the future obtained from the records of the first time and the second time The driving support method according to claim 9, wherein when it is predicted that the established support condition is not established for a second time, the activation of the collision avoidance support is suppressed. In the driving support step, a collision avoidance support based on a map in which a support area where driving support is performed and a non-support area where driving support is not performed is defined with respect to a relative relationship between the first time and the second time. And
In the suppression step, based on the records of the first time and the second time, the transition of the first time and the second time in the vehicle to be supported crosses the support region into the non-support region. The driving support method according to claim 9 or 10, wherein when the vehicle is predicted to reach, the activation of the collision avoidance support is suppressed. The support area is divided into a plurality of areas according to the degree of urgency,
In the driving support step, each type of driving support is performed based on which of the divided support areas the relative relationship between the first time and the second time of the vehicle to be supported belongs. Item 12. The driving support method according to Item 11. In the suppression step, the transition of the relative relationship between the first time and the second time of the vehicle to be supported does not cross the region where the degree of urgency is maximum among the divided support regions. The driving support method according to claim 12, wherein the collision avoidance support is suppressed on the condition that the support area is predicted to reach the non-support area. In the suppression step, the trajectory of the first time and the second time based on the vehicle and the moving body when the vehicle to be supported is going to the intersection with the moving body is recorded, and based on the recorded trajectory The driving support method according to any one of claims 9 to 13, wherein transition of the first time and the second time is predicted, and activation of the collision avoidance support is suppressed based on the predicted transition. The driving support method according to claim 14, wherein in the suppressing step, the transition of the first time and the second time is predicted based on linear prediction or quadratic curve prediction. In the suppression step, a plurality of first times and second times based on a plurality of types of vehicle operations are recorded in advance, and a first distribution based on the recorded statistical distribution of the plurality of first times and second times is used. The driving support method according to any one of claims 9 to 13, wherein transition of time and second time is predicted, and activation of the collision avoidance support is suppressed based on the predicted transition.

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