JP6198386B2 - Driving assistance device - Google Patents

Description

  The present invention relates to a driving support device.

  As a conventional driving assistance device, for example, a device that assists safe driving by issuing an alarm, a warning lamp, or the like to a driver when the risk of a collision increases. As this type of technology, for example, Patent Document 1 describes a vehicle alarm device that warns of a situation that requires a driver's operation input, and Patent Document 2 describes the inter-vehicle distance from the preceding vehicle and the host vehicle. Describes a rear-end collision warning device that issues a warning when it is predicted that there will be a rear-end collision from the vehicle speed.

  In the vehicular alarm device described in Patent Literature 1, by displaying a conditioning display immediately before a daily braking operation, classical conditioning is established between the conditioning display and the braking operation. Then, by performing the conditioning display in the range of the subthreshold perception prior to the alarm, the driver is put into a brake operation preparation state by a condition reaction, and is promptly reacted to the subsequent alarm.

  In the rear-end collision warning device described in Patent Document 2, in addition to obtaining the predicted rear-end collision time by dividing the inter-vehicle distance with respect to the preceding vehicle by the relative speed of the host vehicle, the rear-end collision predicted time is corrected by the acceleration of the relative speed, and the rear-end collision is performed. Alerts based on the expected time. Thus, it is intended to generate an alarm close to the actual situation according to the state of the host vehicle and the preceding vehicle.

JP 2005-329811 A Japanese Patent Laid-Open No. 5-166097

  By the way, in the driving assistance apparatus as described above, in order to realize a better traffic society, techniques such as passive safety and active safety have been developed, and vehicle performance has been improved. And in recent driving assistance devices, to realize further safe driving, for example, promote safe driving in the previous stage of active safety (so-called preactive safety) and improve the safe driving technology of the driver. Is required.

  Then, this invention makes it a subject to provide the driving assistance device which can aim at the improvement of the safe driving technique of a driver.

  In order to solve the above problems, a driving support device according to the present invention is a driving support device that presents a driving support display to a driver in a vehicle, and a vehicle driving information acquisition unit that acquires vehicle driving information related to the driving status of the vehicle. A driving path information acquisition unit that acquires driving path information about a driving path on which the vehicle travels, a display unit that displays a driving support display, and driving support that is displayed on the display unit based on the vehicle driving information and the driving path information A display control unit that controls display, and the display control unit estimates the braking performance of the vehicle based at least on the vehicle travel information, and calculates a current driving risk value corresponding to the travel path based on at least the braking performance. In addition, the driving support display related to the driving risk value is displayed on the display unit in real time.

  In this driving support device, it is possible to theoretically evaluate a driving risk as a driving risk value from vehicle driving information and driving path information, and to display a driving support display related to the driving risk value to the driver in real time. In other words, the driver can be always informed of how much safe driving is currently possible in accordance with the actual driving situation so that safe driving is possible. As a result, it is possible to promote the driver's safe driving and to improve the driver's safe driving technique.

  Moreover, it is preferable that a display control part displays the driving risk level according to a driving risk value as a driving assistance display by an indicator display. In this case, how much safe driving is currently being performed can be presented to the driver as a driving risk level using the indicator display.

  In addition, as a configuration that favorably exhibits the above-described operational effects, specifically, the display control unit can execute the first, second, and third display controls based on the vehicle travel information and the travel path information, The display control is a process for calculating a stable limit speed, which is a limit vehicle speed at which the vehicle body of the vehicle can stably travel based on the vehicle travel information and the travel path information, and a value relating to a difference between the stable limit speed and the vehicle speed of the vehicle. The second display control is a process of calculating a limit inter-vehicle distance related to a limit inter-vehicle distance with respect to the preceding vehicle based on the inter-vehicle distance with respect to the preceding vehicle, the vehicle speed and the braking performance. And a process for obtaining a value relating to a difference between the marginal inter-vehicle distance and the inter-vehicle distance as a driving risk value, and the third display control is based on the vehicle travel information, and the collision margin time for the obstacle or the preceding vehicle A process for calculating, a process for determining the start timing of the active safety function of the vehicle on the collision margin time based on the braking performance, and a process for determining a value related to a difference between the collision margin time and the start timing as a driving risk value. The structure containing these is mentioned.

  In addition, it is preferable that the display control unit executes at least one of the second and third display controls when the traveling path is a straight path, and executes the first display control when the traveling path is a curved road. . In this case, the first to third display controls can be suitably executed.

  Moreover, it is preferable that a display control part changes the start timing of an active safety function based on the learning value formed by learning the brake operation timing of a driver in 3rd display control. In this case, the driving risk value can be customized according to the driving characteristics of the driver.

  At this time, it is preferable that the display control unit learns a learning value for each of the plurality of drivers in the third display control. Thereby, the said customization which concerns on a driving | running risk value can be implemented for every some driver.

  Here, the driving support device of the present invention includes a driving support execution unit that performs driving support as an active safety function, and an execution control unit that controls the operation of the driving support execution unit based on vehicle travel information. In addition, the execution control unit obtains the driving assistance start timing on the collision margin time for the obstacle or the preceding vehicle based on the braking performance, and based on the learned value obtained by learning the driver's brake operation timing. It is preferable to execute a learning process for changing the start timing and a support start process for starting driving support at a timing based on the start timing by the learning process. In this case, the start of driving assistance can be customized according to the driving characteristics of the driver.

  Further, it is preferable that the execution control unit learns a learning value for each of a plurality of drivers in the learning process. Thereby, the said customization which concerns on the start of driving assistance can be implemented for every some driver.

  ADVANTAGE OF THE INVENTION According to this invention, the driving assistance device which can aim at the improvement of the safe driving technique of a driver can be provided.

It is a schematic structure figure showing a driving support device concerning one embodiment. It is a figure which shows an example of the safety indicator in the driving assistance device of FIG. It is a figure for demonstrating the logic at the time of turning in the driving assistance device of FIG. It is a flowchart for demonstrating the logic at the time of turning in the driving assistance device of FIG. (A) is a bird's-eye view for explaining the driving risk level of the turning logic in the driving support device of FIG. 1, and (b) is a diagram for explaining the driving risk level of the turning logic in the driving support device of FIG. It is. It is a figure for demonstrating the vehicle-to-vehicle distance logic in the driving assistance apparatus of FIG. FIG. 2 is a flowchart for explaining a straight-to-vehicle distance logic in the driving support device of FIG. 1. FIG. It is a figure for demonstrating the driving risk level of the inter-vehicle distance logic at the time of the straight drive in the driving assistance device of FIG. It is a figure for demonstrating the TTC logic at the time of straight ahead in the driving assistance device of FIG. FIG. 2 is a flowchart for explaining a TTC logic when traveling straight in the driving support device of FIG. 1. FIG. It is a figure for demonstrating the driving risk level of the TTC logic at the time of straight ahead in the driving assistance device of FIG. It is a figure for demonstrating the effect of the driving assistance device of FIG. It is a schematic block diagram which shows the driving assistance device which concerns on a modification. It is a flowchart for demonstrating the learning logic in the driving assistance device of FIG. It is a figure for demonstrating the control start TTC in the driving assistance device of FIG.

  DESCRIPTION OF EMBODIMENTS Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the drawings. In the following description, the same or equivalent elements will be denoted by the same reference numerals, and redundant description will be omitted.

  First, the configuration of the driving support apparatus will be described with reference to FIGS. 1 and 2. FIG. 1 is a schematic configuration diagram illustrating a driving support apparatus according to the embodiment, and FIG. 2 is a diagram illustrating an example of a safety indicator in the driving support apparatus of FIG.

  As shown in FIG. 1, a driving assistance device 10 of the present embodiment is mounted on a vehicle 1 and presents a driving assistance display to a driver of the vehicle 1, and includes a vehicle travel information acquisition unit 11, a travel path, and the like. The information acquisition part 12, ECU (Electronic Control Unit) 13, and the safety indicator 14 are provided. Examples of the vehicle 1 include large vehicles such as trucks, buses, and heavy machinery, and medium-sized vehicles. The applied vehicle 1 is not limited and may be a normal passenger car, a small vehicle, a light vehicle, or the like.

  The vehicle travel information acquisition unit 11 acquires vehicle travel information related to the travel status of the vehicle 1. Examples of the vehicle travel information acquisition unit 11 include a steering angle sensor, a vehicle speed sensor, an acceleration sensor, a yaw rate sensor, a GPS unit, an inter-vehicle communication unit, an inter-vehicle communication unit, a car navigation unit, a weight (wheel load) sensor, a millimeter There are at least one of a wave radar, a laser radar, an in-vehicle camera, and the like.

  The vehicle travel information here includes the steering angle, vehicle speed, acceleration (including longitudinal acceleration and lateral acceleration), yaw rate, vehicle position, vehicle weight (including the weight of the loaded vehicle and the weight of the unloaded vehicle). , At least one of a relative distance and a relative speed with respect to the obstacle, and an inter-vehicle distance and a relative speed with respect to the preceding vehicle. Examples of the obstacle include a wall, a guardrail, a curb, a pedestrian, a bicycle, and a vehicle.

  The travel path information acquisition unit 12 acquires travel path information related to the travel path on which the vehicle 1 travels. Examples of the travel route information acquisition unit 12 include a GPS unit and a car navigation unit. The traveling road information here has map information (NAVI information) and includes at least one of the turning radius of the traveling road, the road gradient, and the road surface μ.

  ECU13 has a function as a display control part which controls the driving assistance display displayed on the safety indicator 14 based on vehicle travel information and travel path information. The ECU 13 is configured by a computer including, for example, a CPU (Central Processing Unit), a ROM (Read Only Memory), and a RAM (Random Access Memory). The ECU 13 is connected to a vehicle travel information acquisition unit 11, a travel route information acquisition unit 12, and a safety indicator 14.

  The ECU 13 includes a braking performance estimation unit 13a that estimates the braking performance of the vehicle 1, a driving risk value calculation unit 13b that calculates a driving risk value, a driving risk level calculation unit 13c that calculates an operation risk level, Is included as a functional element. Such an ECU 13 estimates the braking performance from the vehicle travel information, calculates a current driving risk value corresponding to the traveling road based on the braking performance, and uses the driving risk level related to the driving risk value as a driving assistance display as a safety indicator 14. (Details will be described later).

  The braking performance of the present embodiment includes performance related to the distance from the vehicle speed until the vehicle 1 can stop. For example, the shorter the distance, the better the performance. The driving risk value is an index indicating whether safe driving is possible. The driving risk level indicates the level of the driving risk value. For example, the smaller the driving risk level is, the safer the driving is.

  The safety indicator 14 is a display unit that displays a driving support display. Specifically, as shown in FIG. The safety indicator 14 is provided, for example, on the instrument panel 2 such as a meter panel of the vehicle 1 and always displays in real time how much safe driving is currently being performed.

  The indicator display I has characters, figures, symbols, colors, or combinations thereof, and constitutes a driving risk meter that represents a driving risk level. For example, a graph (gauge) is used as the indicator display I here, and the graph is displayed so as to expand and contract according to the driving risk level.

  The graph as the indicator display I in the figure is short and exists in the Safety region when the driving risk level is low (when safe driving is possible). On the other hand, as the driving risk level further increases, the indicator display I expands and, for example, exists in the Category area after the driving risk level at which the active safety (active safety function) of the vehicle 1 is started. It is like that.

  Next, based on each process (operation | movement) which the driving assistance apparatus 10 performs, the driving assistance apparatus 10 is demonstrated in detail with reference to FIGS.

  The ECU 13 of the present embodiment, based on the vehicle travel information and the travel path information, turns logic (first display control), straight-ahead vehicle distance logic (second display control), and straight-ahead TTC logic (third display). Control) can be executed. Therefore, each logic will be described below.

[Turning logic]
FIG. 3 is a diagram for explaining the turning logic, FIG. 4 is a flowchart for explaining the turning logic, and FIG. 5 is a diagram for explaining the driving risk level of the turning logic. As shown in FIG. 3, as a configuration related to the case where the vehicle 1 travels on a curved road, the braking performance estimation unit 13a includes a vehicle center of gravity calculation unit 21 and a tire remaining power calculation unit 22, and calculates a driving risk value. The unit 13b includes a vehicle motion state calculation unit 23, a stability limit speed calculation unit 24, and a vehicle speed margin calculation unit 25.

  The vehicle center of gravity calculation unit 21 calculates the center of gravity of the vehicle 1 (hereinafter referred to as “vehicle center of gravity”) based on the vehicle travel information. The vehicle center-of-gravity calculation unit 21 here calculates the vehicle center of gravity from the acceleration of the vehicle 1 and the vehicle weight, and various methods can be adopted as the calculation method. The tire remaining force calculation unit 22 calculates the tire remaining force (and / or tire force) of the vehicle 1 based on the vehicle travel information and the vehicle center of gravity. Here, the tire remaining force calculation unit 22 calculates the tire remaining force from the steering angle, the vehicle speed, the yaw rate, and the vehicle center of gravity of the vehicle 1, and various methods can be adopted as the calculation method.

  The vehicle motion state calculation unit 23 calculates the motion state of the vehicle 1 based on the vehicle travel information, the travel path information, and the braking performance. Here, the vehicle motion state calculation unit 23 calculates the vehicle model from the steering angle, vehicle speed, yaw rate, acceleration, vehicle weight, vehicle position, vehicle center of gravity, tire reserve, turning radius of the road, road gradient, and road surface μ, for example. Thus, the motion state of the vehicle 1 is calculated. The calculation method of the vehicle motion state calculation unit 23 is not limited, and various methods can be employed.

  As shown in FIGS. 3 and 5, the stability limit speed calculation unit 24 is based on the motion state of the vehicle 1 calculated by the vehicle motion state calculation unit 23 and is a stable vehicle speed at which the vehicle 1 does not roll over (rollover limit). The limit speed V1 is calculated. Specifically, the stability limit speed calculation unit 24 determines the stability limit speed V11 of the vehicle 1 in the loaded state and the stability limit speed V12 of the vehicle 1 in the empty state according to the travel position in the curve road 3. To calculate.

  As shown in the figure, as an example, the stability limit speed V11 is constant from the point A and B where the vehicle 1 starts entering the curved road to the point C and D corresponding to the center of the curved road. It declines linearly with inclination. Then, after increasing from the point C and D to the point D from the point C and D to the point D, it is increasing linearly with a fixed inclination. On the other hand, the stability limit speed V12 decreases linearly with a constant slope from the point B and C to the point C and D, and the point C and D is the bottom and the point C to D is the point D. After increasing toward the curve, it increases linearly with a certain slope.

  The vehicle speed margin calculation unit 25 obtains a vehicle speed margin that is a value related to the difference between the stability limit speed V1 and the vehicle speed of the vehicle 1 as a driving risk value. Accordingly, the driving risk level calculation unit 13c calculates the driving risk level according to the magnitude of the vehicle speed margin, and displays the indicator display I of the driving risk level on the safety indicator 14 in real time.

  Here, the driving risk level calculation unit 13c sets the driving risk level to “maximum” when the vehicle speed margin is 0 (the vehicle speed is the stability limit speed V1), and the driving risk level decreases as the vehicle speed margin increases. Calculate the driving risk level. As shown in the risk map of FIG. 5B, for example, when the vehicle 1 is in a loaded state, the driving risk level is “low” when the vehicle speed margin is a large value (when the vehicle speed is in the region A11). It is “high” when the vehicle speed margin is a small value (when the vehicle speed is in the region A13), and “medium” when the vehicle speed margin is a medium value (when the vehicle speed is in the region A12).

  In such a driving assistance device 10, when the vehicle 1 travels on a traveling road that is a curved road, as shown in FIG. 4, first, the turning radius of the traveling road is predicted from the traveling road information (S1). Subsequently, the braking performance is estimated from the vehicle travel information, and the motion state of the vehicle 1 is calculated from the vehicle travel information, the travel path information, and the braking performance (S2, S3). Subsequently, the stability limit speed V1 is calculated from the calculated movement state of the vehicle 1 (S4, see FIG. 5).

  Subsequently, the calculated stability limit speed V1 is compared with the current vehicle speed of the vehicle 1, and a vehicle speed margin (driving risk value) that is the difference is calculated (S5). Subsequently, a driving risk level is obtained from the calculated vehicle speed margin, and this driving risk level is always displayed in real time on the safety indicator 14 as an indicator display I (S6, S7). And said S1-said S7 will be repeatedly implemented.

[Distance logic when driving straight ahead]
6 is a diagram for explaining the inter-vehicle distance logic when traveling straight, FIG. 7 is a flowchart for explaining the inter-vehicle distance logic when traveling straight, and FIG. 8 is a diagram for explaining the driving risk level of the inter-vehicle distance logic when traveling straight. . As shown in FIG. 6, as a configuration related to the case where the vehicle 1 travels on a straight road, the driving risk value calculation unit 13 b includes a limit inter-vehicle distance calculation unit 31 and an inter-vehicle distance margin calculation unit 32. Yes.

  The limit inter-vehicle distance calculation unit 31 relates to the limit inter-vehicle distance with respect to the preceding vehicle (another vehicle traveling ahead) based on the braking performance of the vehicle 1 estimated by the braking performance estimation unit 13a and the vehicle travel information. Calculate the limit inter-vehicle distance. Specifically, as shown in FIG. 8, the limit inter-vehicle distance calculation unit 31 determines the braking performance at that time (for example, braking performance α, β, The limit inter-vehicle distance L is calculated for each γ).

  The limit inter-vehicle distance is an inter-vehicle distance at which the vehicle 1 can stop without colliding when the preceding vehicle suddenly brakes. The braking performance is performance that varies depending on vehicle weight, vehicle speed, road gradient, road surface μ, vehicle type, and the like. As shown in the figure, as an example, when the braking performance decreases in the order of the braking performance α, β, γ, the limit inter-vehicle distance L is increased in the order of the braking performance α, β, γ.

  Returning to FIG. 6, the inter-vehicle distance margin calculation unit 32 obtains an inter-vehicle distance margin that is a value related to the difference between the current inter-vehicle distance and the calculated limit inter-vehicle distance L as a driving risk value. Accordingly, the driving risk level calculation unit 13c calculates a driving risk level according to the size of the inter-vehicle distance margin, and displays the indicator display I of the driving risk level on the safety indicator 14 in real time.

  Here, the driving risk level calculation unit 13c sets the driving risk level to “maximum” when the inter-vehicle distance margin is 0 (the inter-vehicle distance is the limit inter-vehicle distance L), and the driving risk level decreases as the inter-vehicle distance margin increases. The driving risk level is calculated as follows. As shown in the risk map of FIG. 8, the driving risk level is “low” when the inter-vehicle distance margin is a large value (when the inter-vehicle distance exists in the area A21), and the inter-vehicle distance margin is a small value (the inter-vehicle distance is "When it exists in the area A23)" and "medium" when the inter-vehicle distance margin is medium (when the inter-vehicle distance exists in the area A22).

  In such a driving support device 10, when the vehicle 1 travels on a travel path that is a straight path, first, as shown in FIG. 7, the braking performance is estimated from the vehicle travel information such as the vehicle weight (S11). Subsequently, a limit inter-vehicle distance L corresponding to the braking performance of the vehicle 1 at that time is calculated from the estimated braking performance and vehicle travel information such as the inter-vehicle distance and the vehicle speed (see S12, FIG. 8).

  Subsequently, the calculated stability limit speed V1 is compared with the current inter-vehicle distance, and an inter-vehicle distance margin (driving risk value) that is the difference is calculated (S13). Subsequently, a driving risk level is obtained from the calculated inter-vehicle distance margin, and this driving risk level is always displayed on the safety indicator 14 in real time as an indicator display I (S14). And said S11-said S14 will be implemented repeatedly.

[TTC logic when going straight]
FIG. 9 is a diagram for explaining the TTC logic when traveling straight, FIG. 10 is a flowchart for explaining the TTC logic when traveling straight, and FIG. 11 is a diagram for explaining the driving risk level of the TTC logic when traveling straight. As shown in FIG. 9, the driving risk value calculation unit 13b includes a TTC calculation unit 41, a control start TTC determination unit 42, and a TTC margin calculation unit 43 as a configuration related to the case where the vehicle 1 travels on a straight road. have.

The TTC calculation unit 41 calculates a TTC (Time To Collision) that is a collision allowance time based on the vehicle travel information. Specifically, the TTC calculation unit 41 calculates TTC by the following equation (1) from the inter-vehicle distance and relative speed with respect to the preceding vehicle or the obstacle.
TTC = inter-vehicle distance / relative speed (1)

  Based on the braking performance of the vehicle 1 estimated by the braking performance estimation unit 13a and the TTC calculated by the TTC calculation unit 41, the control start TTC determination unit 42 starts the active safety function of the vehicle 1 on the TTC. A control start TTC (limit TTC) is determined. Specifically, as shown in FIG. 11, the control start TTC determination unit 42 determines the control start TTC 44 for each braking performance (for example, braking performance α, β, γ) from the TTC and the braking performance. .

  The active safety function is active safety, and includes at least one of, for example, a lane departure warning, a collision damage reduction brake system (display, warning, and vehicle control), ABS, VSC, and aside detection. As shown in the figure, as an example, when the braking performance decreases in the order of braking performance α, β, γ, the control start TTC 44 is increased in the order of braking performance α, β, γ.

  Returning to FIG. 9, the TTC margin calculation unit 43 obtains a TTC margin that is a value related to a difference between the current TTC and the control start TTC 44 as a driving risk value. Thereby, the driving risk level calculation unit 13c calculates the driving risk level according to the size of the TTC margin, and displays the indicator display I of the driving risk level on the safety indicator 14 in real time.

  Here, the driving risk level calculation unit 13c sets the driving risk level to “maximum” when the TTC margin is 0 (TTC is the control start TTC 44), and decreases the driving risk level as the TTC margin increases. Calculate the driving risk level. As shown in the risk map of FIG. 11, the driving risk level is “low” when the TTC margin is a large value (when TTC exists in the region A31), and the TTC margin is a small value (TTC exists in the region A33). When the TTC margin is a medium value (when the TTC exists in the area A32), it is “medium”.

  In the driving support device 10 as described above, when the vehicle 1 travels on a travel path that is a straight road, first, as shown in FIG. 10, the braking performance is estimated from the vehicle travel information such as the vehicle weight (S21). At the same time, the TTC is calculated from the vehicle travel information such as the inter-vehicle distance and relative speed with respect to the preceding vehicle or obstacle (S22). Subsequently, a control start TTC 44 in consideration of the braking performance of the vehicle 1 at that time is calculated and determined from the estimated braking performance and the calculated TTC (S23, see FIG. 11). In addition, by considering the braking performance in this way, the control start TTC can be obtained by monitoring factors (for example, vehicle weight, road gradient, road surface μ, and vehicle speed) that change the braking performance (braking distance). .

  Subsequently, the determined control start TTC 44 is compared with the current TTC, and a TTC margin (driving risk value), which is the difference, is calculated (S24). Subsequently, a driving risk level is obtained from the calculated TTC margin, and this driving risk level is always displayed on the safety indicator 14 in real time as an indicator display I (S25). And said S21-said S25 will be repeatedly implemented.

  As described above, in the driving support device 10 of the present embodiment, the driving risk is theoretically evaluated as the driving risk value from the vehicle driving information and the driving path information, and the driving support display related to the driving risk value is presented to the driver in real time. Can do. In other words, the driver can be always informed of how much safe driving is currently possible in accordance with the actual driving situation so that safe driving is possible.

  In other words, the actual safe driving situation by the driver can be visualized in real time in light of safe driving standards in various road environments. At that time, it is possible to theoretically calculate and evaluate the safe driving situation by estimating the reference value from the road information and the vehicle driving information, and judging by how much margin the reference value has. It becomes.

  As a result, as shown in FIG. 12, it is possible to promote safe driving in, for example, a pre-stage of active safety (so-called preactive safety). The driving status can be communicated to the driver. Therefore, according to the present embodiment, it is possible to promote the driver's safe driving, improve the driver's safe driving technique, and thus contribute to the realization of further safe driving.

  In the present embodiment, as described above, the driving risk level corresponding to the driving risk value is displayed by the indicator display I (see FIG. 2). Thus, how much safe driving is currently being performed can be presented to the driver as a driving risk level using the indicator display I.

  Further, in the present embodiment, when the traveling road is a straight road, at least one of the straight-ahead distance logic and the straight-ahead TTC logic can be executed, while when the traveling road is a curved road, the turning When logic can be executed.

  Incidentally, the straight-ahead vehicle distance logic and the straight-ahead time TTC logic may be executed on a road other than the straight road, and the turning logic may be executed on a road other than the curved road. When a plurality of logics are simultaneously executed, the highest driving risk level among the plurality of driving risk levels in the plurality of logics may be displayed on the safety indicator 14 as the indicator display I. Alternatively, in this case, each of the plurality of driving risk levels of the plurality of logics may be displayed, or the driving risk level of the logic having the highest priority may be displayed.

  Next, a driving support device according to a modification will be described. In the following, differences from the driving support device 10 (see FIG. 1) will be mainly described.

  13 is a schematic configuration diagram illustrating a driving support apparatus according to a modification, FIG. 14 is a flowchart for explaining learning logic in the driving support apparatus of FIG. 13, and FIG. 15 illustrates control start TTC in the driving support apparatus of FIG. It is a figure for doing. As illustrated in FIG. 13, the driving support device 110 according to the modification includes a driver identification unit 51, an alarm unit 52, a vehicle control unit 53, and an ECU 54.

  The driver identification unit 51 is for recognizing and identifying a driver. The driver identification unit 51 is not limited, and for example, an identification unit based on an image using an in-vehicle camera or an identification unit based on an operation of a driver such as a switch can be employed. The driver identifying unit 51 outputs driver information regarding the identified driver to the ECU 54.

  The alarm unit 52 and the vehicle control unit 53 are driving support execution units that implement driving support as an active safety function. For example, when the risk of a collision of the vehicle 1 increases, the alarm unit 52 issues an alarm to the driver, and the vehicle control unit 53 controls the vehicle 1 (brake or the like) so as to avoid the collision. The driving execution unit is not limited to the alarm unit 52 and the vehicle control unit 53, and only one of these may be mounted on the vehicle 1, or other means may be further mounted on the vehicle 1. Also good.

  The ECU 54 has a function as an execution control unit that controls operations of the alarm unit 52 and the vehicle control unit 53. Further, the ECU 54 executes a learning logic (learning process) for learning a default TTC (learning value) as described in detail below. The ECU 54 is connected to a vehicle travel information acquisition unit 11, a travel route information acquisition unit 12, a driver identification unit 51, an alarm unit 52, and a vehicle control unit 53. The vehicle travel information acquisition unit 11 here further includes a brake sensor, and the vehicle travel information includes brake operation information related to the driver's brake operation.

  The ECU 54 includes a braking performance estimation unit 13a, a TTC calculation unit 41, a brake start TTC recording unit 55, a default TTC learning unit 56, and a control start TTC determination unit 42 as functional elements. Has been.

  The brake start TTC recording unit 55 records the brake start TTC for each driver based on inputs from the driver identification unit 51, the vehicle travel information acquisition unit 11, and the TTC calculation unit 41. Specifically, the brake start TTC recording unit 55 obtains a brake start TTC that is a brake operation timing by the driver on the TTC from the TTC and the brake operation information in the vehicle travel information by using the least square method. Then, the obtained brake start TTC is recorded in association with the driver based on the driver information.

  The default TTC learning unit 56 learns and calculates the default TTC for each driver based on the recorded brake start TTC. The default TTC is an element for determining the control start TTC, and is learned by the default TTC learning unit 56 by, for example, averaging a plurality of recorded brake start TTCs N times (N = set within a predetermined range) Constant).

The control start TTC determination unit 42 determines the control start TTC and activates the alarm unit 52 and the vehicle control unit 53 according to the control start TTC. For example, as shown in FIG. 15, the control start TTC determination unit 42 obtains a control start TTC 57 based on the braking performance (braking performance α, β, γ) estimated by the braking performance estimation unit 13a. At the same time, based on the default TTC learned by the default TTC learning unit 56, the control start TTC 57 is changed to control start TTCs 57 ₁ and 57 ₂ for each driver (drivers I and II).

  In such a driving support device 110, for each driver identified by the driver identifying unit 51, the control start TTC obtained in consideration of the braking performance is changed based on the default TTC learned by the brake start TTC. . Then, at the timing based on this control start TTC, the alarm unit 52 and the vehicle control unit 53 are activated. As an example, when the control start TTC of the alarm unit 52 is 10 [s], if the default TTC is 12 [s], the control start TTC is corrected to 11 [s].

  Here, in the learning logic in the ECU 54, as shown in FIG. 14, first, the initial value of the default TTC is provided, and the TTC is calculated (S31, S32). Subsequently, the brake operation timing by the driver is acquired, and the brake start TTC is recorded (S33, S34). Subsequently, the recorded brake start TTC is averaged and updated as a default TTC (S35). Then, S32 to S35 are repeatedly performed. For example, the averaging process of S35 is performed N times, thereby completing the learning of the default TTC.

  As described above, in the driving support device 110, the operation timing (the threshold value for starting control) of the alarm unit 52 and the vehicle control unit 53 can be learned and set for each driver according to the characteristics of the driver, thereby customizing the control parameters. In addition, assist control suitable for the driver is possible. That is, the start of driving support can be customized according to the driving characteristics of the driver.

  Further, in the driving support device 110, as described above, the driver identification unit 51 is provided, and the default TTC can be learned for each of a plurality of drivers in the learning logic. Thereby, the customization relating to the start of driving assistance can be performed for each of a plurality of drivers.

  The driving support device 110 may include a safety indicator 14 as with the driving support device 10. In this case, the ECU 54 further has a function similar to that of the ECU 13 and controls the driving support display to be displayed on the safety indicator 14 based on the vehicle travel information and the travel path information.

  The preferred embodiments of the present invention have been described above. However, the present invention is not limited to the above-described embodiments. The present invention can be modified without departing from the scope described in the claims or applied to other embodiments. May be.

  For example, in the driving support device 10, the learning logic of the driving support device 110 may be applied to the straight time TTC logic. That is, the driving support device 10 includes a driver identification unit 51, and the ECU 13 (see FIG. 9) further includes a brake start TTC recording unit 55 and a default TTC learning unit 56 (see FIG. 13), and learns at the brake start TTC. The control start TTC may be changed for each driver based on the default TTC.

  Moreover, although the said embodiment is provided with the driver identification part 51 and is learning the default TTC for every driver in learning logic, for example, when there is no need to learn for every driver, this driver identification part 51 and this Driver identification by is unnecessary.

  In the above embodiment, the driving risk level corresponding to the driving risk value is displayed by the indicator display. However, the driving risk value itself may be displayed. In short, the driving support display for supporting driving is displayed. Display it. At this time, when a plurality of logics among the above logics are executed, the driving support display of each of these logics may be displayed, or the driving support display of the logic having the highest priority may be displayed. .

  In the above embodiment, the stable limit speed V1 is the limit vehicle speed at which the vehicle 1 does not roll over. However, the present invention is not limited to this. The stable limit speed may be a limit speed at which the vehicle body of the vehicle can stably travel (does not become unstable), and may be a limit vehicle speed that does not skid, for example.

  DESCRIPTION OF SYMBOLS 1 ... Vehicle, 10, 110 ... Driving assistance device, 11 ... Vehicle travel information acquisition part, 12 ... Travel road information acquisition part, 13 ... ECU (display control part), 14 ... Safety indicator (display part), 52 ... Alarm part (Driving support execution part), 53 ... vehicle control part (driving support execution part), 54 ... ECU (execution control part), I ... indicator display (driving support display).

Claims (6)

A driving assistance device for presenting a driving assistance display to a driver in a vehicle,
A vehicle travel information acquisition unit for acquiring vehicle travel information related to the travel status of the vehicle;
A travel path information acquisition unit that acquires travel path information related to the travel path on which the vehicle travels;
A display unit for displaying the driving support display;
A display control unit that controls the driving support display to be displayed on the display unit based on the vehicle travel information and the travel route information;
The display control unit
Estimating the braking performance of the vehicle based at least on the vehicle travel information;
A current driving risk value corresponding to the travel path is calculated based on at least the braking performance;
The driving risk level corresponding to the driving risk value is always displayed in real time on the display unit as the driving support display by an indicator display that prompts safe driving in the previous stage of the active safety function ,
The indicator display is
A gauge constituting a meter representing the operational risk level,
It exists in the warning area at the driving risk level where driving support as an active safety function is implemented,
The display control unit
A plurality of display controls for calculating the driving risk level can be executed simultaneously;
When a plurality of the display controls are simultaneously executed, the highest driving risk level among the plurality of driving risk levels in the plurality of display controls, or the highest priority display control among the plurality of display controls. The driving risk level is a gauge that constitutes a meter that represents the driving risk level in real time on the display unit, and is present in a warning area when the driving risk level at which driving support as an active safety function is implemented. Always display by the indicator display ,
The display control unit can execute first, second, and third display controls based on the vehicle travel information and the travel path information,
The first display control includes
A process of calculating a stable limit speed, which is a limit vehicle speed at which the vehicle body of the vehicle can stably travel based on the vehicle travel information and the travel path information;
Processing for obtaining a value relating to a difference between the stable limit speed and the vehicle speed of the vehicle as the driving risk value,
The second display control is
A process of calculating a limit inter-vehicle distance related to a limit inter-vehicle distance with respect to the preceding vehicle based on the inter-vehicle distance with respect to the preceding vehicle, the vehicle speed of the vehicle and the braking performance
Processing for obtaining a value relating to a difference between the marginal inter-vehicle distance and the inter-vehicle distance as the driving risk value,
The third display control is
Based on the vehicle travel information, a process for calculating a collision margin time for an obstacle or a preceding vehicle,
A process for determining a start timing of an active safety function of the vehicle on the margin of collision based on the braking performance;
The values for the difference between the start timing and the collision tolerable time, to include a process for obtaining as the operating risk value, OPERATION support device you characterized. The display control unit
When the travel path is a straight path, execute at least one of the second and third display controls,
The traveling path when the curved road, performing said first display control, the driving support apparatus according to claim 1, wherein. Wherein the display control unit, in the third display control, according to claim 1, characterized in that, to change the start timing of the active safety features based on the learned value obtained by learning the brake operation timing of the driver or 2. The driving support device according to 2 . Wherein the display control unit, in the third display control, to learn the learning value for each of a plurality of said driver, the driving support apparatus according to claim 3, wherein. A driving support implementation department that implements driving support as an active safety function;
An execution control unit that controls the operation of the driving support execution unit based on the vehicle travel information; and
The implementation control unit
Based on the braking performance, the start timing of the driving support on the collision margin time for the obstacle or the preceding vehicle is obtained, and the start timing is changed based on a learning value obtained by learning the brake operation timing of the driver. Learning process,
The driving support device according to any one of claims 1 to 4 , wherein a driving start process for starting the driving support is executed at a timing based on the start timing by the learning process. The driving support apparatus according to claim 5 , wherein the execution control unit learns the learning value for each of the plurality of drivers in the learning process.