JP6102784B2 - Driving support device and driving support method - Google Patents

Description

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

  2. Description of the Related Art Conventionally, an apparatus that is mounted on a vehicle and predicts the possibility of collision with a moving body that exists around the vehicle is known. For example, Patent Literature 1 predicts the path of the moving body from the position and moving speed of the moving body, predicts the path of the vehicle from the position and moving speed of the vehicle, and based on these prediction results, A device is described that determines the possibility of a collision with the moving body and issues a warning to the driver when there is a possibility of a collision.

JP 2003-81037 A

  In the device described in Patent Document 1, the path of the vehicle and the moving body is predicted, and only a warning is generated when there is a possibility of collision between the vehicle and the moving body. No driving assistance is provided. For this reason, there is room for improvement in driving support according to each driver.

  A driving support apparatus according to an aspect of the present invention is a driving support apparatus that performs driving support control that supports driving by a driver of the host vehicle, and is a vehicle width direction of the host vehicle at a relative approach speed with respect to surrounding objects of the host vehicle. Based on an index value acquisition unit that acquires a vehicle width component index value for a component and a driving history of a reaction operation by a driver with respect to past surrounding objects, whether the driver's driving reaction tendency is a vehicle width direction reaction tendency or a traveling direction reaction tendency A driving response tendency determination unit that determines whether the vehicle is driven, and a driving support determination unit that performs driving support control of the host vehicle based on the determination result of the driving reaction tendency determination unit and the vehicle width component index value. The determination unit determines that the vehicle width component index value acquired by the index value acquisition unit is small when the driving response tendency determination unit determines that the driver's driving response tendency is a forward direction reaction tendency. More, increase the support degree of the driving support control. The vehicle width direction reaction tendency and the traveling direction reaction tendency can be divided on the basis of, for example, an average driver's driving reaction tendency obtained statistically. Here, the vehicle width direction reaction tendency is, for example, that the reaction operation to the surrounding object can be performed earlier even if the degree of approach in the vehicle width direction to the surrounding object of the host vehicle is small compared to the reference driving reaction tendency. There are many trends. The traveling direction reaction tendency is, for example, a tendency that the reaction operation is often not performed on the surrounding object unless the degree of approach in the vehicle width direction with respect to the surrounding object of the host vehicle is larger than the driving reaction tendency serving as a reference. For example, the degree of approach increases as the distance between the host vehicle and the surrounding object decreases, and increases as the relative approach speed between the host vehicle and the surrounding object increases. The relative approach speed is a relative speed between the surrounding object and the host vehicle when the surrounding object approaches the host vehicle relatively.

  The inventor of the present invention has paid attention to the relationship between the driving reaction tendency of the driver with respect to the surrounding object and the situation of the approach of the surrounding object and the host vehicle at the time of the driver's reaction operation, and conducted earnest research. As a result, when the driver's driving reaction tendency is a traveling direction reaction tendency, the inventor may delay the reaction to the surrounding object as the vehicle width direction component of the relative approach speed between the host vehicle and the surrounding object decreases. I found many new things. According to the driving support device according to one aspect of the present invention described above, when it is determined that the driving reaction tendency of the driver is a traveling direction reaction tendency based on the driving history of the driver's reaction operation with respect to past surrounding objects, The smaller the vehicle width component index value related to the vehicle width direction component of the relative approach speed, the higher the support level of the driving support control. Therefore, according to this driving assistance device, the degree of driving assistance control can be increased for surrounding objects that are likely to delay the driver's reaction in the traveling direction reaction tendency. As a result, it is possible to provide appropriate driving support according to each driver.

  In one embodiment, the driving support determining unit determines that the vehicle width component index value acquired by the index value acquiring unit is determined when the driving response tendency determining unit determines that the driving response tendency of the driver is a traveling direction response tendency. When the vehicle width component index value is smaller than the predetermined value, the degree of support for driving support control may be increased as compared with the case where the vehicle width component index value is larger than the predetermined value.

  In this case, the degree of support of the driving support control can be increased by setting a surrounding object whose vehicle width component index value is smaller than a predetermined value as a surrounding object with a high possibility that the driver's response in the traveling direction reaction tendency is delayed. Therefore, as compared with the case where the driving reaction tendency of the driver is not taken into consideration, appropriate driving support corresponding to each driver is possible.

  In one embodiment, it further comprises a history acquisition unit that acquires a history of a vehicle width direction index value and a traveling direction index value at the time of a driver's reaction operation with respect to past surrounding objects, and the driving reaction tendency determination unit includes the vehicle width direction index value And whether the driver's driving reaction tendency is a vehicle width direction reaction tendency or a traveling direction reaction tendency based on the history of the traveling direction index value. This is an index value based on the distance in the vehicle width direction between the surrounding object and the host vehicle at the time of the reaction operation, and the relative approach speed in the vehicle width direction between the surrounding object and the host vehicle. It may be an index value based on the distance in the traveling direction between the surrounding object and the host vehicle during the driver's reaction operation on the object, and the relative approach speed in the traveling direction between the surrounding object and the host vehicle.

  In this case, a history of the vehicle width direction index value and the traveling direction index value at the time of the driver's reaction operation with respect to past surrounding objects is acquired, and based on the history, whether the driver's driving reaction tendency is the vehicle width direction reaction tendency It is determined whether the reaction tendency is in the traveling direction. Thus, since the driver's driving reaction tendency is determined based on the history of the vehicle width direction index value and the traveling direction index value at the time of the driver's reaction operation, it is possible to improve the determination accuracy of the driver's driving reaction tendency. become.

  A driving support method according to an aspect of the present invention is a driving support method performed by a driving support device that performs driving support control that supports driving by a driver of the host vehicle, and Based on an index value acquisition step in which the driving assistance device acquires a vehicle width component index value related to a vehicle width direction component of the vehicle, and a driving history of a reaction operation by the driver with respect to past surrounding objects, the driver's driving reaction tendency is The driving support control of the host vehicle based on the driving reaction tendency determination step in which the driving support device determines whether the reaction tendency or the reaction tendency in the traveling direction, and the determination result and the vehicle width component index value in the driving reaction tendency determination step A driving support determination step performed by the driving support device. In the driving support determination step, the driver's operation is determined by the driving reaction tendency determination step. When the reaction trend is determined to be traveling direction reaction trend, as a vehicle width component index value acquired by the index value acquisition step is small, the driving support device to support the degree of driver assistance control increase.

  According to this driving support method, when it is determined that the driving reaction tendency of the driver is a traveling direction reaction tendency based on the driving history of the driver's reaction operation with respect to past surrounding objects, the vehicle width direction component of the relative approach speed is determined. The smaller the vehicle width component index value is, the higher the support level of the driving support control is. Therefore, according to this driving support method, it is possible to increase the degree of driving support control support for surrounding objects that are likely to be delayed in the driver's reaction in the direction of travel, and therefore when the driver's driving response tendency is not considered As a result, it is possible to provide appropriate driving support according to each driver.

  According to various aspects and embodiments of the present invention, it is possible to provide a driving support device and a driving support method that can appropriately perform driving support according to each driver.

It is a block diagram which shows the function structure of the driving assistance device which concerns on one Embodiment of this invention. It is explanatory drawing for demonstrating the calculation method of the front-back direction approach feeling parameter | index and a horizontal direction approach feeling parameter | index. It is a graph which shows an example of distribution of the combination of the front-back direction approach feeling parameter | index and a horizontal direction approach feeling parameter | index. It is explanatory drawing for demonstrating the image of the high degree of alerting | reporting. It is explanatory drawing for demonstrating the image of an example of the alarm content in the case of the distribution of FIG. It is a graph which shows an example of distribution of the combination of the front-back direction approach feeling parameter | index and a horizontal direction approach feeling parameter | index. It is explanatory drawing for demonstrating the image of an example of the alarm content in the case of distribution of FIG. It is a flowchart explaining operation | movement of the driving assistance device which concerns on one Embodiment. It is a flowchart explaining operation | movement of the driving assistance device which concerns on one Embodiment. It is a flowchart explaining operation | movement of the driving assistance device which concerns on one Embodiment. It is a flowchart explaining operation | movement of the driving assistance device which concerns on one Embodiment.

  DESCRIPTION OF EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In addition, in each figure, the same code | symbol is attached | subjected to the same or an equivalent part, and the overlapping description is abbreviate | omitted.

  As shown in FIG. 1, the driving support device 1 according to the present embodiment is a device that is provided in the host vehicle and supports driving of the driver of the host vehicle. The host vehicle may be, for example, a passenger car or a freight car. The driving assistance device 1 detects surrounding objects located around the own vehicle and performs driving assistance control of the own vehicle related to avoiding the surrounding objects. The peripheral objects are, for example, pedestrians, bicycles, other vehicles, buildings, and other obstacles located around the host vehicle.

  Further, the driving support control related to the avoidance of the surrounding object is a control that supports the driving of the driver in order to avoid the contact with the surrounding object. Examples of driving support control include alarm notification, light emission notification, vibration notification, and voice notification. Note that the driving support control may include avoidance control that automatically avoids surrounding objects by automatic braking or automatic steering of the host vehicle.

  In addition, the driving support device 1 records a driving history of a reaction operation performed by a driver on past surrounding objects. The reaction operation is an operation for avoiding contact between the surrounding object and the host vehicle by the driver who has recognized the presence of the surrounding object. As the reaction operation, for example, an accelerator pedal OFF operation for securing a distance from a surrounding object (an operation for changing the accelerator pedal from a stepped state to a non-stepped state), a distance from the surrounding object is secured. Engine brake ON operation (operation to make the engine brake effective), brake pedal ON operation to secure distance from surrounding objects (the brake pedal was pressed from a state where it was not depressed) A steering operation for changing the lane for the purpose of preventing contact with surrounding objects, and a steering operation for returning a part (or all) of the steering.

  The driving support device 1 uses a driving direction index value (hereinafter, referred to as a front-rear direction feeling index) and a vehicle for each driver's reaction operation to the surrounding object of the host vehicle as a driving history of the reaction operation by the driver to the past surrounding object. A combination of width direction index values (hereinafter referred to as lateral direction feeling index) is recorded.

  The front-rear direction approach index is an index value based on the distance in the traveling direction between the surrounding object and the host vehicle and the relative approach speed in the traveling direction between the surrounding object and the host vehicle. The front-rear direction approach index is, for example, a division value obtained by dividing the relative approach speed in the traveling direction of the surrounding object and the own vehicle by the distance in the traveling direction. The lateral direction approach index is a value based on the distance in the vehicle width direction between the surrounding object and the host vehicle and the relative approach speed in the vehicle width direction between the surrounding object and the host vehicle. The lateral direction approach index is, for example, a division value obtained by dividing the relative approach speed in the vehicle width direction of the surrounding object and the own vehicle by the distance in the vehicle width direction. Here, the relative approach speed is a relative speed between the surrounding object and the host vehicle when the surrounding object approaches the host vehicle relatively.

  The driving support device 1 determines whether the driving reaction tendency of the driver is a traveling direction reaction tendency or a vehicle width direction reaction tendency based on the driving history of the reaction operation by the driver with respect to past surrounding objects. The driving response tendency of the driver is, for example, the driving tendency of the driver related to the driving situation relative to the surrounding object at the time of the reaction operation for avoiding the surrounding object positioned in the traveling direction of the host vehicle. The vehicle width direction reaction tendency and the traveling direction reaction tendency can be divided on the basis of, for example, an average driver's driving reaction tendency obtained statistically. Further, the traveling direction reaction tendency is, for example, that the reaction operation to the surrounding object is often performed earlier even if the degree of approach in the vehicle width direction to the surrounding object of the own vehicle is small compared to the driving reaction tendency serving as a reference. It is a trend. The vehicle width direction reaction tendency is, for example, a tendency that the response operation to the surrounding object is often not performed unless the degree of approach in the vehicle width direction to the surrounding object of the host vehicle is larger than the reference driving reaction tendency. is there.

  Specifically, the driving support device 1 determines the driver's driving reaction based on the history of the front-rear direction feeling index and the lateral direction feeling index for each reaction operation out of the driving history of the reaction operation by the driver with respect to past surrounding objects. It is determined whether the tendency is a traveling direction reaction tendency or a vehicle width direction reaction tendency. As a criterion for determining the traveling direction reaction tendency and the vehicle width direction reaction tendency, for example, an average driving reaction tendency of the driver obtained statistically can be adopted. The determination of the driving reaction tendency of the driver will be described in detail later. A more specific description of the traveling direction reaction tendency and the vehicle width direction reaction tendency will be described later.

  The driving support device 1 performs driving support control of the host vehicle regarding avoidance of the surrounding object based on the determined driving reaction tendency of the driver and the detection result of the surrounding object. For example, when the driving assistance device 1 determines that the driving reaction tendency of the driver is a traveling direction reaction tendency, the driving assistance control 1 decreases as the vehicle width component index value regarding the relative approach speed between the detected surrounding object and the host vehicle decreases. Increase the support level (strength of support). The vehicle width component index value is, for example, an index value related to the vehicle width direction component of the subject vehicle at the relative approach speed between the detected peripheral object and the subject vehicle.

  In addition, when the driving support device 1 determines that the driving reaction tendency of the driver is a traveling direction reaction tendency, when the vehicle width component index value is smaller than a predetermined value, the vehicle width direction component is Compared with the case where it is larger than the specified value, the degree of support of the driving support control may be increased. A plurality of such prescribed values can be provided. A specific description of the specified value will be described later.

  Further, for example, when the driver's driving reaction tendency is a vehicle width direction reaction tendency, the driving assistance device 1 may lower the degree of assistance of the driving assistance control as the vehicle width component index value is smaller.

  Hereinafter, the description will be made on the assumption that the vehicle on which the driving support device 1 is mounted is used by a specific driver. When a plurality of drivers use the host vehicle, each driver may be individually authenticated and the driving support control may be performed based on the driving reaction tendency of each driver. That is, the driving support device 1 may include an individual authentication device that performs individual authentication of the driver. A well-known device can be adopted as the individual authentication device. In this case, the driving support device 1 records the driving history individually for each driver. Moreover, the driving assistance device 1 determines a driving reaction tendency for each driver individually.

  Hereinafter, the configuration of the driving support device 1 will be described. As shown in FIG. 1, the driving support device 1 includes a driving support ECU [Electronic Control Unit] 30 that comprehensively controls the device. The driving support ECU 30 is an electronic control unit including a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], and the like. The driving support ECU 30 loads an application program stored in the ROM into the RAM and executes it by the CPU, thereby performing arithmetic processing related to driving support control such as ACC [Adaptive Cruise Control] and brake assist. The driving support ECU 30 is connected to the traveling state detection unit 10, the surrounding object detection unit 12, and the driving operation detection unit 14. The driving support ECU 30 is connected to the notification unit 40.

  The traveling state detection unit 10 detects information regarding the traveling state of the host vehicle. In one embodiment, the traveling state detection unit 10 includes a vehicle speed sensor 16 and an acceleration sensor 18. The vehicle speed sensor 16 is a sensor that detects the speed of the host vehicle. The acceleration sensor 18 is a sensor that detects acceleration and deceleration of the host vehicle. The traveling state detection unit 10 outputs own vehicle traveling information including the speed, acceleration, and deceleration of the own vehicle detected using various sensors to the driving assistance ECU 30.

  The peripheral object detection unit 12 has a function as a peripheral object detection unit that detects peripheral objects located around the host vehicle. In one embodiment, the peripheral object detection unit 12 includes a radar 20 or an outside camera 22. The radar 20 is a device that measures a distance from a surrounding object. The radar 20 transmits, for example, electromagnetic waves while scanning in a horizontal plane, and receives reflected waves that are reflected back to surrounding objects. Then, for example, the radar 20 detects the presence or absence of a surrounding object from the frequency change of the received signal, the orientation of the surrounding object viewed from the own vehicle, the distance from the own vehicle to the surrounding object, the relative speed of the surrounding object with respect to the own vehicle, Acquire information such as relative acceleration of surrounding objects. The vehicle exterior camera 22 is a multi-lens camera, for example, and images the front-rear direction and the left-right direction of the host vehicle at a predetermined frequency. Thereby, for example, the camera 22 outside the vehicle has, for example, the presence or absence of a surrounding object, the orientation of the surrounding object viewed from the own vehicle, the relative distance from the own vehicle to the surrounding object, the relative speed of the surrounding object with respect to the own vehicle, Acquire information such as relative acceleration. The peripheral object detection unit 12 outputs a detection result of peripheral object information including the azimuth of the peripheral object detected using various sensors, the relative speed, the relative acceleration, and the relative distance between the host vehicle and the peripheral object to the driving support ECU 30.

  The driving operation detection unit 14 detects a driving operation by the driver of the host vehicle. In one embodiment, the driving operation detection unit 14 includes a brake pedal sensor 24, an accelerator pedal sensor 26, and a steering sensor 28. The brake pedal sensor 24 is a sensor that detects the depression timing and the depression amount of the brake pedal. The accelerator pedal sensor 26 is a sensor that detects the depression timing and the depression amount of the accelerator pedal. The steering sensor 28 is a sensor that detects the steering start timing and the steering amount of the steering. The driving operation detection unit 14 outputs driving operation information including the content of the driving operation by the driver of the host vehicle to the driving support ECU 30.

  The driving support ECU 30 includes an index value acquisition unit 32, a history acquisition unit 34, a driving reaction tendency determination unit 35, and a driving support determination unit 36.

  The index value acquisition unit 32 is based on the host vehicle travel information output from the travel state detection unit 10, the peripheral object information output from the peripheral object detection unit 12, and the driving operation information output from the driving operation detection unit 14. The vehicle width component index value related to the vehicle width direction component of the relative approach speed between the host vehicle and the surrounding object is acquired. The vehicle width component index value is a value related to the vehicle width direction component of the host vehicle at the relative approach speed with respect to surrounding objects located around the host vehicle. The timing at which the vehicle width component index value is acquired can be, for example, the timing at which the peripheral object detection unit 12 detects the peripheral object. Further, the timing for acquiring the vehicle width component index value may be a timing when the distance from the peripheral object detected by the peripheral object detection unit 12 becomes equal to or less than a predetermined distance.

  Further, the index value acquisition unit 32 may determine whether or not the acquired vehicle width component index value is smaller than a predetermined specified value, and output the determination result to the driving support determination unit 36. This specified value may be a quantity stored in advance in the index value acquisition unit 32, or may be a quantity that can be set and changed by the driver, and a different quantity for each driver based on the driving characteristics of the driver. It may be settable.

  The history acquisition unit 34 stores a driving history of a reaction operation performed by a driver on past surrounding objects. The history acquisition unit 34 acquires the own vehicle traveling information output from the traveling state detection unit 10, the peripheral object information output from the peripheral object detection unit 12, the driving operation information output from the driving operation detection unit 14, and the index value acquisition. The driving history is acquired (stored) based on the vehicle width component index value acquired by the unit 32. The history acquisition unit 34 acquires (stores) the history of the front-rear direction feeling index and the lateral direction feeling index during the past reaction operation as the driving history as the driving history of the driver's reaction operation with respect to the past surrounding objects. A combination of the front-rear direction feeling index and the lateral direction feeling index is acquired for each reaction operation of the driver.

  With reference to FIG. 2, the acquisition method of the front-rear direction feeling index and the horizontal direction feeling index acquired by the history acquisition unit 34 will be described more specifically. For convenience of explanation, in FIG. 2, the traveling direction (front-rear direction) of the host vehicle V0 is the X-axis direction, and the vehicle width direction (lateral direction) of the host vehicle V0 orthogonal to the X-axis direction is the Y-axis direction. FIG. 2 shows that the host vehicle V0 travels in the X-axis direction at a speed V during the driver's reaction operation with respect to a pedestrian P as a peripheral object, and the pedestrian P travels outside the road at a speed Vp. It shows the situation of moving in the direction. Hereinafter, it is assumed that the X-direction component of the velocity Vp is −Vl and the Y-direction component of the velocity Vp is Vd. In this case, the X direction component in the relative approach speed between the host vehicle V0 and the pedestrian P is the speed V + Vl, and the Y direction component in the relative approach speed between the host vehicle V0 and the pedestrian P is the speed Vd. Further, the X direction component in the relative distance between the host vehicle V0 and the pedestrian P is set as a distance L, the Y direction component in the relative distance between the host vehicle V0 and the pedestrian P is set as a distance D, and the −V direction of the host vehicle V0 is set. Acceleration (ie, deceleration) is Ax. Here, the history acquisition unit 34 calculates (V + Vl) / L as the front-and-rear direction feeling index, and calculates Vd / D as the horizontal direction feeling index.

  The timing at which the history acquisition unit 34 acquires the combination of the front and rear direction approach index and the lateral direction approach index is for the above accelerator pedal OFF operation, engine brake ON operation, brake pedal ON operation, lane change, and the like. The timing of each of the steering operation and the steering operation for returning the steering may be used. Further, it may be an arbitrary timing from the accelerator pedal OFF operation to the brake pedal ON operation, or an arbitrary timing from the steering operation for changing the lane to the steering operation for returning the steering. Further, the method of selecting the timing for acquiring the combination of the front and rear direction approach index and the lateral direction approach index may be a specific operation or timing other than the above, or a plurality of selection patterns other than the above. .

  In addition, after a predetermined time (for example, a time sufficient for the positional relationship between the host vehicle and the surrounding object to change significantly) has elapsed after the brake pedal ON operation is started, the front-rear direction approach index for the surrounding object It is desirable not to acquire the combination of the horizontal direction feeling index and the horizontal direction feeling index.

  The driving reaction tendency determination unit 35 is based on the driving history including the combination of the front and rear direction approach index and the lateral direction approach index acquired by the history acquisition unit 34, and the driver reaction tendency is the vehicle width direction reaction tendency. Or whether the reaction tendency is in the direction of travel. Hereinafter, determination of driving reaction tendency will be described using graphs.

  FIG. 3 is a graph showing an example of a distribution of combinations of the front-rear direction feeling index and the horizontal direction feeling index. The vertical axis of FIG. 3 indicates the front-rear direction feeling index, and the horizontal axis indicates the horizontal direction feeling index. FIG. 3 plots points corresponding to combinations of the front-rear direction approach index and the lateral approach index for each peripheral object.

  First, the driving reaction tendency determination unit 35 divides the front / rear direction approach index (V + Vl) / L by the lateral approach index Vd / D (that is, the front / rear approach) for each of a plurality of combinations. The ratio of the feeling index (V + Vl) / L to the lateral approaching feeling index Vd / D is calculated. Next, the driving reaction tendency determination unit 35 calculates the number Nb of combinations whose division value is greater than the predetermined threshold value α, and further calculates the number Ns of combinations whose division value is smaller than the predetermined threshold value α. . The predetermined threshold value α may be a numerical value stored in advance in the driving reaction tendency determination unit 35 or may be a numerical value that can be set and changed by a designer, and is determined for each driver based on the driving characteristics of the driver. Different values may be settable numerical values, for example, 1 may be a constant. Then, the driving reaction tendency determination unit 35 determines whether or not the number of combinations Nb is larger than the number of combinations Ns.

  In an example of the combination shown in FIG. 3, in the graph in which the vertical axis indicates the magnitude of the front-and-rear direction feeling index (V + Vl) / L, and the horizontal axis indicates the magnitude of the horizontal direction feeling index Vd / D. A point B corresponding to a combination in which the magnitude of the front-rear direction feeling index (V + Vl) / L is βy and the magnitude of the lateral direction feeling index Vd / D is βx is shown. The driving reaction tendency determination unit 35 divides βy which is the forward / backward direction feeling index (V + Vl) / L by βx which is the lateral direction feeling index Vd / D with respect to the point B corresponding to the combination. β (= βy / βx) is calculated. The division value β is the slope of a straight line connecting the origin of the graph in FIG. 3 and the point B corresponding to the above combination. Next, in the example shown in FIG. 3, the driving reaction tendency determination unit 35 calculates 8 as the number Nb of combinations in which the division value is greater than the predetermined threshold value α, and the division value is more than the predetermined threshold value α. 6 is calculated as the number Ns of the smaller combinations. Then, in the example shown in FIG. 3, the driving reaction tendency determination unit 35 determines that 8 which is the number of combinations Nb is larger than 6 which is the number of combinations Ns. Then, the driving reaction tendency determination unit 35 determines that the driver has a traveling direction reaction tendency with respect to the driving reaction tendency with respect to surrounding objects in the traveling direction of the host vehicle. That is, the predetermined threshold value α is a slope of a straight line for determining whether the driving reaction tendency of the driver is a vehicle width direction reaction tendency or a traveling direction reaction tendency in FIG.

  Based on the determination result of the driving reaction tendency determination unit 35 and the vehicle width component index value acquired by the index value acquisition unit 32, the driving support determination unit 36 performs driving support control related to avoiding surrounding objects by the host vehicle. . For example, the driving support determination unit 36 performs driving support control in which a driver is notified to avoid contact with a surrounding object.

  In addition, when it is determined that the driver's driving reaction tendency is the forward direction reaction tendency, the driving assistance determination unit 36 performs driving assistance control as the vehicle width component index value acquired by the index value acquisition unit 32 decreases. Increase the degree of support.

  Here, the smaller the vehicle width component index value acquired by the index value acquisition unit 32, the higher the degree of support for driving support control is, more specifically, the following first specific example and second specific example: Any of the examples are included. In the first specific example, the driving support determination unit 36 determines that the driving reaction tendency of the driver is a traveling direction reaction tendency, and the vehicle width component index acquired by the index value acquisition unit 32. When the value is smaller than a predetermined specified value, the degree of support of the driving support control is increased compared to the case where the vehicle width component index value is larger than the specified value. Alternatively, in the second specific example, the height of the assistance level of the driving assistance control is set by preparing a map in which the relationship between the vehicle width component index value and the assistance degree is determined and applying the map to the map. You can also. In the map, the relationship between the vehicle width component index value and the support level is determined so that the height of the support level continuously increases in inverse proportion to the increase in the vehicle width component index value. ing. By any of these, when it is determined that the driving reaction tendency of the driver is the traveling direction reaction tendency, the driving support determination unit 36 decreases the vehicle width component index value acquired by the index value acquisition unit 32. Increase the degree of support for driving support control. Accordingly, in the driving support determination unit 36, when it is determined that the driving reaction tendency of the driver is the traveling direction reaction tendency, the vehicle width component index value acquired by the index value acquisition unit 32 is a small value x1. Y1 is higher than y2 when the driving support control support level y1 is compared to the driving support control support level y2 when the vehicle width component index value is greater than x1 The relationship between the vehicle width component index value and the support level is set.

  Specifically, the driving support determination unit 36 determines whether the driving response tendency determination unit 35 determines that the driving reaction tendency of the driver is a forward direction reaction tendency, and the vehicle width component index value from the index value acquisition unit 32. Receives the comparison result with the specified value. Then, the driving support determination unit 36 is informed of the vehicle width when the vehicle width component index value is larger than the specified value when the host vehicle is in a traveling state, which is a comparison result that the vehicle width component index value is smaller than the specified value. It is decided to raise the degree (increase the degree of assistance of driving support control) to generate an alarm. The degree of notification is, as will be described later, the ease of being noticed by the driver of the generated alarm. As described above, the driving support determination unit 36 has a smaller vehicle width component index value acquired by the index value acquisition unit 32 (that is, a longer distance in the vehicle width direction between the surrounding object and the host vehicle) It is also possible to increase the degree of notification (increase the degree of support for driving support control) and generate an alarm as the relative approach speed between the surrounding object and the host vehicle decreases. .

  Here, using FIG. 4, as a specific example of increasing the support level of the driving support control, a description will be given regarding setting a high level of notification when an alarm is generated. FIG. 4 shows that when the vertical axis indicates the height of the notification level, the notification level is set to be higher than the intermediate height. When the degree of notification is higher than the middle height, for example, the timing for generating an alarm and notification is set earlier than the normal time, and the color that is much easier for the driver to notice (eg, red, orange, yellow) ), Generating vibrations with a higher frequency than normal, which is easier for the driver to recognize than normal, and sounding alerts at a louder volume than normal so that the driver can notice more easily than normal. Reproduction is performed. On the other hand, when the notification level is lower than the intermediate height, for example, the driver generates an alarm at a later timing than when the notification level is the intermediate height. Emitting light of a color that is difficult to notice (for example, colors other than those mentioned above), generating vibrations at low frequencies that are difficult for the driver to recognize than when the level of notification is at an intermediate height, and having a medium level of notification A sound for alerting is played at a low volume that is difficult for the driver to notice than at the height.

  Next, an example of alarm content will be described with reference to FIG. FIG. 5 is a graph in which the vertical axis indicates the level of notification and the horizontal axis indicates the strength of the lateral approach. The lateral approach feeling is a sensory magnitude of the degree of approach in the vehicle width direction of the host vehicle with respect to a peripheral object approaching the host vehicle. The magnitude of the lateral approach is determined by, for example, the vehicle width direction component Vd of the host vehicle at the relative speed between the host vehicle and the surrounding object, and the vehicle width direction component D of the host vehicle at the relative distance between the host vehicle and the surrounding object. It can be indicated by the divided lateral approach index Vd / D. When the driving reaction tendency determination unit 35 determines that the driver's driving reaction tendency is the forward direction reaction tendency, the driving support determination unit 36 determines the lateral direction related to the current surrounding object acquired by the index value acquisition unit 32. Compared to the case where the vehicle width component index value is larger than the specified value when the host vehicle is in a running state where the approaching index is smaller than the specified value (here, the intermediate value between the maximum and minimum values obtained from the driving history). It is determined that an alarm is to be generated at a notification level (value on the vertical axis) that is higher than the height (the state shown in the upper left cell in FIG. 5). Note that the driving support determination unit 36 may determine that the degree of notification (value on the vertical axis) is increased as the lateral direction feeling index related to the surrounding object at the current time acquired by the index value acquisition unit 32 is smaller. Good.

  As a result, the driving support determination unit 36 can notify the driver who has a tendency to react in the traveling direction to strongly urge the driver to perform an early reaction operation. In the example shown in FIG. 5, it is determined that the notification is made even when the lateral approach feeling index related to the surrounding object acquired by the index value acquisition unit 32 at the current time is larger than the intermediate value ( In the state shown in the upper right square in FIG. 5), in such a running state, the notification need not be performed.

  When the above-described driving support determination unit 36 determines to execute the above-described driving support control, the driving support determination unit 36 outputs a control signal for executing the driving support control to the notification unit 40.

  The notification unit 40 performs driving support according to the output from the driving support ECU 30. The notification unit 40 is, for example, a display, a vibration generation device, or a sound reproduction speaker. The notification unit 40 outputs a warning display, generates vibration, and reproduces sound based on the control signal output from the driving support ECU 30, and notifies the driver.

  In another example shown in FIG. 6, the driving reaction tendency determination unit 35 calculates 3 as the number Nb of combinations in which the division value is larger than the predetermined threshold value α, and further the division value is the predetermined threshold value α. Twelve is calculated as the number Ns of smaller combinations. And the driving | running reaction tendency determination part 35 determines with 12 which is the number Ns of combinations having more than 3 which is the number Nb of combinations in the example shown in FIG. Then, the driving reaction tendency determination unit 35 determines that the driver has a vehicle width direction reaction tendency with respect to the driving reaction tendency with respect to surrounding objects in the traveling direction of the host vehicle.

  Then, when the driving reaction tendency determination unit 35 determines that the driver's driving reaction tendency is the vehicle width direction reaction tendency, the driving support determination unit 36 receives the vehicle width component index value and the specified value from the index value acquisition unit 32. The comparison result is received. Then, the driving support determination unit 36 is informed of the vehicle width when the vehicle width component index value is larger than the specified value when the host vehicle is in a traveling state, which is a comparison result that the vehicle width component index value is smaller than the specified value. Decreasing the level (decreasing the level of support for driving support control) to generate an alarm.

  Here, an example of the alarm content will be described with reference to FIG. FIG. 7 is a graph in which the vertical axis indicates the level of notification and the horizontal axis indicates the strength of the lateral approach. When the driving reaction tendency determination unit 35 determines that the driver's driving reaction tendency is the vehicle width direction reaction tendency, the driving support determination unit 36 determines the lateral direction related to the current surrounding object acquired by the index value acquisition unit 32. Compared to the case where the vehicle width component index value is larger than the specified value when the host vehicle is in a traveling state where the direction approaching index is smaller than the specified value (here, the intermediate value between the maximum value and the minimum value obtained from the driving history) It is determined that an alarm is generated at a notification level (value on the vertical axis) lower than the intermediate height (or no alarm is generated as shown in the lower left cell in FIG. 7).

  As a result, the driving support determination unit 36 can notify (or not notify) a driver having a tendency to react in the vehicle width direction to urge the driver to perform an early reaction operation. In the example shown in FIG. 7, it is determined to notify even when the lateral direction feeling index related to the surrounding object at the current time acquired by the index value acquiring unit 32 is larger than the intermediate value ( In the state shown in the upper right cell in FIG. 7), in such a traveling state, notification may not be performed.

  Next, the process flow (driving support method and warning method) of the driving support ECU 30 described above will be described with reference to the drawings.

  As shown in FIG. 8, the driving support ECU 30 performs processing in the order of index storage processing (step S01), notification content adjustment processing (step S03), and alarm generation determination processing (step S05). Each process shown in FIG. 8 is started when, for example, the driving support apparatus 1 detects that an object is present around the host vehicle, and is repeatedly executed at predetermined intervals.

  In the index storage process, as shown in FIG. 9, first, the vehicle state information is acquired by the driving state detection unit 10, the peripheral object information is acquired by the peripheral object detection unit 12, and the driving operation information is acquired by the driving operation detection unit 14. Acquisition is performed, and the index value acquisition unit 32 outputs the host vehicle travel information output from the travel state detection unit 10, the peripheral object information output from the peripheral object detection unit 12, and the driving output from the driving operation detection unit 14. Based on the operation information, it is determined whether the host vehicle is currently in the target scene (step S11, surrounding object detection step). The target scene is a situation in which a peripheral object as a target target is detected around the host vehicle.

  If it is determined in step S11 that the host vehicle is not currently in the target scene, the series of processing in the driving support ECU 30 ends. On the other hand, when it is determined that the host vehicle is currently in the target scene, the index value acquisition unit 32 outputs the host vehicle travel information output from the travel state detection unit 10 and the peripheral object information output from the peripheral object detection unit 12. The vehicle width component index value is acquired based on the driving operation information output from the driving operation detection unit 14. Then, the history acquisition unit 34 determines whether or not the number of combinations of the front and rear direction approach index and the lateral direction approach index stored in the history acquisition unit 34 (that is, the number of times the combination is stored) is N or less. (Step S13, index value acquisition step). N is the number of times defined in advance when storing the front-rear direction approach index and the lateral direction approach index, and is a design parameter. When the additional storage process of the front-rear direction approach index and the lateral direction approach index is performed without limitation, the number of times of storage N may be set to infinity.

  In step S13, when it is determined that the number of stored combinations of the front and rear direction approach index and the lateral direction approach index stored in the history acquisition unit 34 is greater than N, the series of processing in the driving support ECU 30 ends. On the other hand, when it is determined that the number of stored combinations of the front and rear direction approach index and the lateral direction approach index stored in the history acquisition unit 34 is N or less, the process proceeds to step S15 described later.

  In step S <b> 15, the index value acquisition unit 32 outputs the host vehicle travel information output from the travel state detection unit 10, the peripheral object information output from the peripheral object detection unit 12, and the driving operation output from the driving operation detection unit 14. Based on the information, it is determined whether or not the surrounding object and the host vehicle are in an approaching state similar to the normal time (a surrounding object detection step). It is determined that the peripheral object and the host vehicle are in the same approaching state as in the normal state when a driver's reaction operation is performed on the peripheral object of the host vehicle. Here, when it is determined that the surrounding object and the host vehicle are not in the same approaching state as in the normal state, the series of processing in the driving support ECU 30 ends. On the other hand, when it is determined that the surrounding object and the host vehicle are in the same approaching state as in the normal state, the process proceeds to step S17 described later.

  In step S <b> 17, the history acquisition unit 34 includes the host vehicle travel information output from the travel state detection unit 10, the peripheral object information output from the peripheral object detection unit 12, the driving operation information output from the driving operation detection unit 14, Based on the vehicle width component index value acquired by the index value acquisition unit 32, a combination of the front-and-rear direction feeling index and the lateral direction feeling index is calculated. Then, the history acquisition unit 34 stores the calculated combination of the front-rear direction feeling index and the horizontal direction feeling index as one point in the graph shown in FIGS. 3 and 6 (history acquisition step). Then, a series of processes in the index storage process ends.

  In the notification content adjustment process, as shown in FIG. 10, first, the driving reaction tendency determination unit 35 changes the front-rear direction feeling index (V + Vl) / L to the lateral direction feeling index Vd / D for each of a plurality of combinations. The division value obtained by dividing (that is, the ratio of the front-rear direction feeling index (V + Vl) / L to the lateral direction feeling index Vd / D) is calculated. Next, the driving reaction tendency determination unit 35 calculates the number Nb of combinations whose division value is greater than the predetermined threshold value α, and further calculates the number Ns of combinations whose division value is smaller than the predetermined threshold value α.

  Then, the driving reaction tendency determination unit 35 determines whether or not the number of combinations Nb is larger than the number of combinations Ns (step S21, driving reaction tendency determination step). In other words, the determination in step S21 is, in other words, the number Nb of combinations having a relationship in which the front and rear direction feeling index (V + Vl) / L is larger than the integrated value of the predetermined threshold value α and the lateral direction feeling index Vd / D. The determination as to whether or not the number Ns of combinations in which the front / rear direction feeling index (V + Vl) / L is smaller than the integrated value of the predetermined threshold value α and the lateral direction feeling index Vd / D is substantially larger than the determination. The same.

  If it is determined in step S21 that the number of combinations Nb is greater than the number of combinations Ns, the process proceeds to step S23 described later. On the other hand, when it is determined that the number of combinations Nb is smaller than the number of combinations Ns, the process proceeds to step S25 described later.

  In step S23, the driving reaction tendency determination unit 35 determines that the driver has a traveling direction reaction tendency (driving reaction tendency determination step), and the driving support determination unit 36 determines the determination result of the driving reaction tendency determination unit 35 and the index. Based on the vehicle width component index value acquired by the value acquisition unit 32, the vehicle width component index value acquired by the index value acquisition unit 32 is small (the proximity of the surrounding objects from the width direction of the host vehicle is weak). As a result, the degree of notification to surrounding objects is set higher (driving support determination step). When the vehicle width component index value acquired by the index value acquisition unit 32 is smaller than a predetermined specified value, the driving support determination unit 36 is compared with the case where the vehicle width component index value is larger than the specified value. The degree of notification may be increased. Then, a series of processes in the notification content adjustment process ends.

  In step S25, the driving reaction tendency determination unit 35 determines that the driver has a vehicle width direction reaction tendency (driving reaction tendency determination step), and the driving support determination unit 36 determines the determination result of the driving reaction tendency determination unit 35, Based on the vehicle width component index value acquired by the index value acquisition unit 32, the vehicle width component index value acquired by the index value acquisition unit 32 is small (the proximity of the surrounding objects from the width direction of the host vehicle is weak). ), The degree of notification to surrounding objects is set lower (driving support determination step). Then, a series of processes in the notification content adjustment process ends.

  In the alarm generation determination process, as shown in FIG. 11, first, the host vehicle travel information is acquired by the travel state detection unit 10, the peripheral object information is acquired by the peripheral object detection unit 12, and the driving operation information by the driving operation detection unit 14. The index value acquisition unit 32 is output from the host vehicle travel information output from the travel state detection unit 10, the peripheral object information output from the peripheral object detection unit 12, and the driving operation detection unit 14. Based on the driving operation information, it is determined whether or not the vehicle is currently in the target scene (step S31).

  If it is determined in step S31 that the host vehicle is not currently in the target scene, the series of processing in the driving support ECU 30 ends. On the other hand, if it is determined that the vehicle is currently in the target scene, the process proceeds to step S33 described later.

  In step S <b> 33, the driving support determination unit 36 outputs the own vehicle traveling information output from the traveling state detection unit 10, the surrounding object information output from the surrounding object detection unit 12, and the driving operation output from the driving operation detection unit 14. Based on the information, it is determined whether or not the surrounding object and the host vehicle are in an approach state similar to that in the normal state. It is determined that the peripheral object and the host vehicle are in the same approaching state as in the normal state when a driver's reaction operation is performed on the peripheral object of the host vehicle.

  If it is determined in step S33 that the surrounding object and the host vehicle are in the same approaching state as normal, the process proceeds to step S35 described later. On the other hand, if it is determined in step S33 that the surrounding object and the host vehicle are not in an approaching state similar to the normal time, the process proceeds to step S37 described later.

  In step S35, the history acquisition unit 34 additionally stores a combination of the lateral approach index and the front-and-rear approach index, and updates the database. Then, a series of processing in the driving support ECU 30 ends.

  In step S37, the driving support determination unit 36 generates an alarm which is a notification content corresponding to the notification level set in step S23 or step S25 described above (driving support determination step). Note that an alarm may not be generated depending on the degree of notification set in step S25. Then, a series of processing in the driving support ECU 30 ends.

  Next, the effect of the driving assistance apparatus 1 which concerns on 1 aspect of this invention is demonstrated. According to the driving support device 1, the vehicle width component acquired by the index value acquisition unit 32 when it is determined that the driver has a tendency to react in the traveling direction based on the driving history of the reaction operation by the driver with respect to past surrounding objects. The smaller the index value, the higher the degree of support for driving support control. Note that the smaller the vehicle width component index value, the greater the need for driving support control for a driver having a traveling direction reaction tendency. Therefore, when it is determined that the driver has a traveling direction reaction tendency, the vehicle width component index value The smaller the is, the higher the degree of assistance of the driving assistance control is, the more appropriate the driving assistance corresponding to each driver becomes possible as compared with the case where the driving reaction tendency of the driver is not taken into consideration. As a result, driving assistance can be appropriately performed according to each driver without causing the driver to feel uncomfortable.

  For example, if there is a pedestrian in front of the traveling direction of the host vehicle and it is difficult to determine whether the pedestrian is trying to cross a pedestrian crossing at a low speed, the vehicle width direction of the host vehicle This corresponds to a traveling state in which the index value regarding the relative speed with the pedestrian is small. At that time, when it is determined that the driver has a reaction tendency in the direction of travel, a warning is made relatively strong to recognize that the pedestrian and the host vehicle are in a driving state having such a relative relationship. Is called. From this, the driver can be made sensitive to the presence of a pedestrian with a low possibility of contact in the vehicle width direction of the host vehicle, and the possibility of preventing a determination error regarding whether or not the pedestrian crosses can be increased. . Moreover, according to the driving assistance apparatus 1, the assistance degree of driving assistance control can be raised, so that the vehicle width component index value about the pedestrian acquired by the index value acquisition part 32 is small.

  Further, according to the driving support device 1, when the driver is determined to have a reaction tendency in the vehicle width direction based on the driving history of the reaction operation by the driver with respect to past surrounding objects, the driving value is acquired by the index value acquisition unit 32. The smaller the vehicle width component index value is, the lower the degree of support for driving support control is (to weaken the alarm or not to generate the alarm). Note that the smaller the vehicle width component index value, the lower the need for driving support control for a driver having a vehicle width direction response tendency. Therefore, when it is determined that the driver has a vehicle width direction reaction tendency, The smaller the component index value is, the lower the support level of the driving support control is, so that appropriate driving support corresponding to each driver is possible as compared with the case where the driving reaction tendency of the driver is not taken into consideration. As a result, driving assistance can be appropriately performed according to each driver without bothering and discomfort.

  For example, if there is a pedestrian in front of the traveling direction of the host vehicle and it is difficult to determine whether the pedestrian is trying to cross a pedestrian crossing at a low speed, the vehicle width direction of the host vehicle This corresponds to a traveling state in which the index value related to the relative speed with the surrounding object is small. At that time, when it is determined that the driver has a reaction tendency in the vehicle width direction, the alert for recognizing that the pedestrian and the host vehicle are in such a relative running state is relatively weak. Yes (or no alert). From this, it is possible to prevent the driver from feeling bothered and uncomfortable with the notification.

  Although one embodiment of the present invention has been described above, various modifications can be made without being limited to the above-described embodiment. For example, the front-rear direction feeling index is described as an example of a division value obtained by dividing the relative speed in the traveling direction of the host vehicle by the distance in the traveling direction between the host vehicle and the surrounding object. The direction approach index may be a division value obtained by dividing the relative acceleration in the traveling direction of the host vehicle by the distance in the traveling direction between the host vehicle and the surrounding object. In this case, the lateral direction approach index may be a division value obtained by dividing the relative acceleration in the vehicle width direction of the host vehicle by the distance in the vehicle width direction between the host vehicle and the surrounding object.

  ADVANTAGE OF THE INVENTION According to this invention, the driving assistance according to every driver can be performed appropriately.

  DESCRIPTION OF SYMBOLS 1 ... Driving assistance device, 10 ... Running condition detection part, 12 ... Surrounding object detection part, 14 ... Driving operation detection part, 16 ... Vehicle speed sensor, 18 ... Acceleration sensor, 20 ... Radar, 22 ... Outside camera, 24 ... Brake pedal Sensor 26 Accelerator pedal sensor 28 Steering sensor 30 Driving assist ECU 32 Index value acquisition unit 34 History acquisition unit 35 Driving response tendency determination unit 36 Driving support determination unit 40 Notification Department.

Claims (4)

A driving support device that performs driving support control that supports driving by a driver of the host vehicle,
An index value acquisition unit that acquires a vehicle width component index value related to a vehicle width direction component of the host vehicle at a relative approach speed to a peripheral object of the host vehicle;
A driving reaction tendency determination unit that determines whether the driving reaction tendency of the driver is a vehicle width direction reaction tendency or a traveling direction reaction tendency based on the past driving history of the reaction operation by the driver with respect to the surrounding objects;
Based on the determination result of the driving reaction tendency determination unit and the vehicle width component index value, a driving support determination unit that performs driving support control of the host vehicle,
With
The driving support determination unit
When the driving reaction tendency determination unit determines that the driving reaction tendency of the driver is the traveling direction reaction tendency, the smaller the vehicle width component index value acquired by the index value acquisition unit, the more the driving support Increase the degree of control support,
Driving assistance device. The driving support determination unit
When the driving reaction tendency determination unit determines that the driver's driving reaction tendency is the forward direction reaction tendency, the vehicle width component index value acquired by the index value acquisition unit is a predetermined value that is determined in advance. When the vehicle width component index value is smaller than the case where the vehicle width component index value is larger than the specified value, the support degree of the driving support control is increased.
The driving support device according to claim 1. A history acquisition unit that acquires a history of vehicle width direction index values and travel direction index values at the time of the driver's reaction operation to the past surrounding objects;
Whether the driving reaction tendency of the driver is the vehicle width direction reaction tendency or the traveling direction reaction tendency based on the history of the vehicle width direction index value and the traveling direction index value. And
The vehicle width direction index value includes a distance in the vehicle width direction between the peripheral object and the host vehicle at the time of the driver's reaction operation with respect to the past peripheral object, and a vehicle width direction distance between the peripheral object and the host vehicle. It is an index value based on the relative approach speed,
The advancing direction index value includes the distance in the advancing direction between the surrounding object and the host vehicle at the time of the driver's reaction to the surrounding object in the past, and the relative approach speed in the advancing direction between the surrounding object and the host vehicle. Is an index value based on
The driving support device according to claim 1 or 2. A driving support method performed by a driving support device that performs driving support control that supports driving by a driver of the own vehicle,
An index value acquisition step in which the driving support device acquires a vehicle width component index value related to a vehicle width direction component of the host vehicle at a relative approach speed to a peripheral object of the host vehicle;
The driving support device determines whether the driving reaction tendency of the driver is a vehicle width direction reaction tendency or a traveling direction reaction tendency based on the past driving history of the reaction operation by the driver with respect to the surrounding objects. A trend determination step;
Based on the determination result in the driving reaction tendency determination step and the vehicle width component index value, a driving support determination step in which the driving support device performs driving support control of the host vehicle;
Including
In the driving support determination step,
When it is determined in the driving reaction tendency determination step that the driver's driving reaction tendency is the forward direction reaction tendency, the smaller the vehicle width component index value acquired in the index value acquisition step is, the more the driving support is The driving support device increases the degree of control support,
Driving support method.

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