JP6604354B2 - Vehicle driving support device - Google Patents

Description

  The present invention relates to a driving support apparatus for a vehicle that assists an occupant in order to avoid a collision with an obstacle when, for example, a traveling vehicle detects an obstacle in front of the host vehicle.

  In recent years, in vehicles such as automobiles, in addition to driving support technology that supports occupant driving operations, such as automatic driving, occupant driving is supported to avoid collisions with obstacles such as parked vehicles. Various techniques for collision avoidance support have been proposed.

  For example, in Patent Document 1, when an obstacle is detected in front of the vehicle by a camera sensor or a radar sensor, a warning sound is notified to an occupant or a brake is operated in order to avoid a collision with the obstacle. Thus, a collision mitigation device for avoiding a collision with an obstacle is described.

  Furthermore, in this patent document 1, when the passenger | crew avoidance operation | movement which avoids the collision with an obstruction is detected, the timing which starts collision avoidance assistance, such as alerting | reporting by a warning sound, is delayed. Thereby, in patent document 1, it is supposed that the unnecessary collision avoidance assistance which gives a passenger discomfort and discomfort can be suppressed.

  By the way, such a technique related to collision avoidance support safely avoids a collision with an obstacle by performing, for example, a warning sound and a brake operation step by step from several hundred meters before.

  Therefore, for example, as shown in FIG. 7, in a road 30 having a main line composed of a straight section 31, a curve section 32, and a straight section 33 and a branch line 37 branched continuously from the straight section 31, the branch line 37 When the parked vehicle 43 exists above, the vehicle 41 traveling in the straight section 31 detects the parked vehicle 43 on the branch line 37 early as an obstacle.

At this time, even if the occupant intends to drive the vehicle 41 from the straight section 31 toward the curve section 32, in Patent Document 1, at the timing when the driving operation by the occupant toward the curve section 32 is not started, There is a risk that collision avoidance assistance such as notification by warning sound will be started.
Thus, when unnecessary collision avoidance assistance intervenes with respect to the driving operation of the occupant toward the safe travel route, the occupant feels uncomfortable or uncomfortable. For this reason, Patent Document 1 has room for improvement in suppressing unnecessary collision avoidance support.

JP 2014-222463 A

  In view of the above-described problems, the present invention provides a vehicle driving support capable of reliably suppressing unnecessary collision avoidance support without impairing the function of assisting an occupant in order to avoid a collision with an obstacle existing ahead of the host vehicle. An object is to provide an apparatus.

The present invention provides obstacle detection means for detecting an obstacle located in front of the vehicle, and collision avoidance support for avoiding a collision with the obstacle when the obstacle detection means detects the obstacle. A vehicle driving support device including a collision avoidance support unit that starts at a predetermined timing, and a preceding vehicle detection unit that detects a preceding vehicle that travels in front of the host vehicle, and follows a travel locus of the preceding vehicle. By connecting the target travel route calculating means for calculating such a target travel route and the passing position of the own vehicle that is predicted based on the current travel behavior of the own vehicle, the predicted travel route of the own vehicle is obtained. Predicting travel route calculation means for calculating, wherein the collision avoidance support means is configured to delay the predetermined timing when the difference of the predicted travel route with respect to the target travel route is a predetermined value or less.

The obstacle can be, for example, a parked vehicle parked on the road, a pedestrian, or a fallen object left on the road.
The collision avoidance support includes, for example, support by notifying an occupant with a warning sound, support by automatic braking, or support by automatic steering.

  According to the present invention, the vehicle driving support device can reliably suppress unnecessary collision avoidance support without impairing the function of assisting the occupant in order to avoid a collision with an obstacle existing in front of the host vehicle. .

  Specifically, since the target travel route is a travel route that follows the travel locus of the preceding vehicle, for example, when there is a parked vehicle in front of the preceding vehicle, a safety that avoids a collision with the parked vehicle. There is a high possibility that it is a rough driving route.

  Then, by calculating the difference between the predicted travel route and the target travel route, the driving support apparatus for the vehicle substantially follows the target travel route that is likely to be a relatively safe travel route. It can be easily determined whether or not there is.

  In other words, when an obstacle is detected in front of the host vehicle, the smaller the difference between the predicted travel route and the target travel route, the more the vehicle driving support device will follow the relatively safe travel route. You can easily determine that you are doing.

  For this reason, for example, when the target travel route is set to a travel route along the main line, the parked vehicle is located on a branch line in front of the host vehicle, and the vehicle is about to travel along the main line by a driver's driving operation, If the difference between the predicted travel route and the target travel route is equal to or less than a predetermined value, the driving support device can easily determine that the risk of collision is low even if the parked vehicle located on the branch line is detected as an obstacle. it can.

  Accordingly, the vehicle driving support device can appropriately determine an opportunity to delay the predetermined timing for starting the collision avoidance support based on the target travel route and the predicted travel route. In addition, since the start of the collision avoidance support has not been stopped, the vehicle driving support device immediately provides the collision avoidance support if an obstacle is detected in front of the own vehicle when the delayed timing is reached. Can start.

  Therefore, the vehicle driving assistance device can reliably suppress unnecessary collision avoidance assistance without impairing the function of assisting the occupant in order to avoid collision with an obstacle existing ahead of the host vehicle.

  As an aspect of the present invention, there is provided support mode selection means for accepting a selection operation by an occupant who selects one of a plurality of driving support modes for assisting the occupant's driving operation, and the target travel route calculation means is selected by the occupant. In addition, the target travel route is sequentially calculated regardless of the driving support mode.

  The driving support mode is, for example, a driving support mode that travels following a preceding vehicle ahead of the host vehicle, a driving support mode that travels by controlling the traveling speed of the host vehicle so as to maintain a predetermined constant speed, A driving support mode in which the vehicle travels while controlling the traveling speed so as not to exceed the speed limit, a driving support mode in which priority is given to an operation intended by the occupant, and the like.

According to the present invention, the vehicle driving assistance device can more reliably suppress unnecessary collision avoidance assistance.
Specifically, for example, when the driving support mode that does not travel following the traveling track of the preceding vehicle shifts to the driving support mode that travels following the preceding vehicle, or the target from the driving support mode that does not calculate the target travel route. When shifting to the driving support mode for calculating the travel route, it is not possible to immediately calculate the travel locus of the preceding vehicle, so not only does it take time to calculate the target travel route, but the load on the CPU and the like may increase. is there.

  On the other hand, by sequentially calculating the target travel route regardless of the drive support mode selected by the occupant, the vehicle drive support device breaks the target travel route even when the drive support mode is switched, for example. The target travel route with higher accuracy can be obtained.

  As a result, the driving support apparatus for the vehicle can calculate the target travel route more reliably and seamlessly while suppressing the load on the CPU and the like. For this reason, the vehicle driving assistance device can appropriately determine an opportunity to delay the predetermined timing for starting the collision avoidance assistance based on the target travel route and the predicted travel route.

  Therefore, the vehicle driving assistance device can start unnecessary collision avoidance support at a more appropriate timing when an obstacle is detected in front of the host vehicle by sequentially calculating the target travel route. It can suppress more reliably.

  Further, as an aspect of the present invention, the target travel route calculating means for calculating the target travel route is used as the first target travel route calculating means for calculating the first target travel route. When the second target travel route calculating means for calculating the second target travel route to be maintained and the preceding vehicle detecting means detect the preceding vehicle, the first target travel route is set as a reference travel route, Reference vehicle route determination means for determining the second target travel route as the reference travel route when the preceding vehicle detection means does not detect the preceding vehicle, and the collision avoidance support means for the reference travel route When the difference in the predicted travel route is equal to or less than the predetermined value, the predetermined timing is delayed.

The second target travel route can be, for example, a travel route that travels substantially in the center of the travel route or a travel route that avoids a parked vehicle located in front of the host vehicle.
According to the present invention, the vehicle driving assistance device can more reliably suppress unnecessary collision avoidance assistance without impairing its function even when the preceding vehicle cannot be detected.

Specifically, when the preceding vehicle cannot be continuously detected in front of the host vehicle, the first target travel route cannot be calculated. Therefore, even if an obstacle in front of the host vehicle is detected, the collision avoidance support is not started. There is a fear.
Therefore, when the preceding vehicle can be detected, the difference between the reference traveling route and the predicted traveling route is calculated using the first target traveling route as the reference traveling route and when the preceding vehicle cannot be detected, using the second target traveling route as the reference traveling route. Thus, the vehicle driving assistance device can reliably start the necessary collision avoidance assistance even when the preceding vehicle cannot be detected.

At this time, the second target travel route is a travel route that maintains the inside of the travel route. For example, the second target travel route travels beyond a dangerous travel route that collides with a parked vehicle existing in the travel route or a lane line. This is unlikely to be a dangerous driving route.
For this reason, even when the preceding vehicle cannot be detected, the vehicle driving support device appropriately and safely determines the opportunity to delay the predetermined timing for starting the collision avoidance support based on the relatively safe travel route. Can do.

  Therefore, the vehicle driving support device uses the first target travel route or the second target travel route as a reference travel route, and when the difference between the predicted travel route and the reference travel route is equal to or less than a predetermined value, the vehicle driving support device is configured to delay the predetermined timing. Even when a vehicle cannot be detected, unnecessary collision avoidance support can be more reliably suppressed without impairing its function.

Further, as an aspect of the present invention, there is provided an avoidance operation detecting means for detecting an occupant avoidance operation for avoiding a collision with the obstacle, wherein the collision avoidance support means detects the avoidance operation by the occupant by the avoidance operation detection means. In this case, the predetermined value is increased.
The avoidance operation refers to an accelerator operation by an occupant, a brake operation by an occupant, or a steering operation by an occupant.

According to the present invention, the vehicle driving assistance device can further delay the timing of starting the collision avoidance assistance.
For this reason, when the occupant visually recognizes an obstacle ahead of the host vehicle and starts an avoidance operation for avoiding a collision with the obstacle, the vehicle driving support device is in spite of the fact that the occupant has started the avoidance operation. Therefore, the start of collision avoidance support can be suppressed.

Accordingly, the vehicle driving support device can suppress the start of the collision avoidance support for the driving operation of the occupant who avoids the collision with the obstacle, and can prevent the occupant from feeling uncomfortable or uncomfortable. .
Therefore, the vehicle driving assistance device can further suppress unnecessary collision avoidance assistance by increasing the predetermined value when the avoidance operation by the occupant is detected.

  According to the present invention, it is possible to provide a vehicle driving support device that can surely suppress unnecessary collision avoidance support without impairing the function of assisting an occupant in order to avoid a collision with an obstacle existing in front of the host vehicle. it can.

The block diagram which shows the internal structure of the driving assistance device of a vehicle. Explanatory drawing explaining a driving | running route map. Explanatory drawing explaining a 1st target driving | running route. Explanatory drawing explaining a 2nd target driving | running route. Explanatory drawing explaining a prediction driving | running route. The flowchart which shows the driving | operation process of driving assistance. Explanatory drawing explaining the road which has a branch line. The flowchart which shows the processing operation of collision avoidance assistance. The flowchart which shows operation | movement of a reference | standard driving | running route determination process. Explanatory drawing explaining the difference of a reference | standard driving | running route and a prediction driving | running route. The time chart which shows the relationship between the control signal which ECU outputs, and TTC.

An embodiment of the present invention will be described below with reference to the drawings.
The vehicle driving support apparatus 1 according to the present embodiment supports a passenger in order to avoid a collision with an obstacle when an obstacle such as a parked vehicle is detected in front of the vehicle in a vehicle such as an automobile. Device.
Such a vehicle driving support apparatus 1 will be described with reference to FIGS. 1 to 5.

  1 shows a block diagram of the internal configuration of the vehicle driving support apparatus 1, FIG. 2 shows an explanatory diagram for explaining the travel route map 19, and FIG. 3 shows an explanatory diagram for explaining the first target travel route L1. 4 shows an explanatory diagram for explaining the second target travel route L2, and FIG. 5 shows an explanatory diagram for explaining the predicted travel route L3.

  As shown in FIG. 1, the vehicle driving support device 1 includes an engine 2, a brake device 3, a steering device 4, a speaker 5, an in-vehicle camera 6 for acquiring information ahead of the vehicle, and a millimeter wave radar. 7, a vehicle speed sensor 8, an acceleration sensor 9, a yaw rate sensor 10, a steering angle sensor 11, an accelerator sensor 12, and a brake sensor 13 for detecting the traveling behavior of the own vehicle, and a current position of the own vehicle The position information detection unit 14, the navigation system 15, the driving support mode selection unit 16 that receives a driving support mode selection operation by the occupant, the vehicle speed setting input unit 17 that receives an input operation of the vehicle speed setting by the occupant, and these operations. An electronic control unit (Electronic Control Unit, hereinafter referred to as “ECU”) 18 to be controlled is provided.

  Although the engine 2 is not shown in detail, the engine body, a fuel injection device that supplies fuel to the engine body, a throttle valve that supplies fresh air to the engine body, and an ignition device that ignites a mixture of fuel and fresh air And an engine control unit for controlling them. The engine output of the engine 2 is controlled by the engine control unit that has received the output signal from the ECU 18.

  Although not shown in detail, the brake device 3 includes a brake caliper, a brake actuator, a brake control unit that controls the brake actuator, and the like. The brake device 3 is controlled to generate a braking force by a brake control unit that has received an output signal from the ECU 18.

  Although not shown in detail, the steering device 4 includes a steering wheel that receives a steering operation by an occupant, a steering shaft, an electric motor that assists the steering operation of the occupant via the steering shaft, a steering control unit that controls the electric motor, and the like. It consists of In the steering device 4, an electric motor or the like is controlled by the steering control unit that has received the output signal from the ECU 18 so as to change the traveling direction of the host vehicle.

The speaker 5 is disposed in the passenger compartment and has a function of outputting a warning sound based on a notification signal from the ECU 18 to notify a passenger of a collision with an obstacle.
The in-vehicle camera 6 is disposed, for example, in the upper part of the front window on the passenger compartment side, and has a function of imaging the front of the vehicle and a function of outputting the captured image data to the ECU 18.

  The millimeter wave radar 7 is, for example, a radar device arranged in a front bumper, which reflects the function of irradiating millimeter waves toward the front of the vehicle as an irradiation wave, the preceding vehicle, a parked vehicle, and a pedestrian. It has a function of receiving the reflected wave and a function of outputting information obtained from the irradiation wave and the reflected wave to the ECU 18 as a radar signal.

The vehicle speed sensor 8 has, for example, a function of detecting the rotational speed of a drive shaft connected to a wheel and a function of outputting the detected rotational speed to the ECU 18 as a rotational speed signal.
The acceleration sensor 9 is, for example, a sensor disposed in a vehicle cabin or the like, and has a function of detecting longitudinal acceleration along the vehicle front-rear direction and lateral acceleration along the vehicle width direction of the vehicle, and the detected longitudinal acceleration. A function of outputting acceleration and lateral acceleration to the ECU 18 as acceleration signals.

The yaw rate sensor 10 is, for example, a sensor arranged in a vehicle cabin of the vehicle, and has a function of detecting the yaw rate of the vehicle and a function of outputting the detected yaw rate to the ECU 18 as a yaw rate signal.
The steering angle sensor 11 has a function of detecting the steering angle of the steering wheel by the operation of the occupant and a function of outputting the detected steering angle to the ECU 18 as a steering angle signal.

The accelerator sensor 12 is a sensor provided integrally with an accelerator pedal operated by an occupant, and has a function of detecting an accelerator opening that is a depression amount of the accelerator pedal, and the detected accelerator opening is an accelerator opening signal. As a function of outputting to the ECU 18.
The brake sensor 13 is a sensor provided integrally with a brake pedal operated by an occupant, and has a function of detecting the depression amount of the brake pedal and a function of outputting the detected depression amount to the ECU 18 as a brake signal. Have.

The position information detection unit 14 is composed of, for example, a GPS system or / and a gyro system, and has a function of detecting current position information indicating the current position of the vehicle and a function of outputting the current position information to the ECU 18. Yes.
The navigation system 15 stores the position of the vehicle, the roads around the vehicle, intersections, signals, and buildings based on the function of storing the map information, the map information, and the current position information detected by the position information detection unit 14. And a function for displaying the information to be viewable.

  The driving support mode selection unit 16 is provided in the passenger compartment of the vehicle and is configured to be able to select one of a plurality of driving support modes. The driving support mode selection unit 16 has a function of accepting a driving operation mode selection operation by a passenger and a function of outputting the selected driving support mode to the ECU 18 as driving support mode selection information.

  In addition, as a plurality of driving support modes, a preceding vehicle following mode in which the host vehicle travels following the traveling locus of a preceding vehicle traveling in front of the host vehicle, a set vehicle speed set and input by an occupant, or preset in the ECU 18 are set. An automatic speed control mode for driving the vehicle while maintaining the set vehicle speed, a speed limit mode for driving the vehicle so as not to exceed the speed limit based on the speed indicator, or the set speed input by the occupant, and It is assumed that a basic control mode, which is a so-called off mode, in which driving assistance for passengers is not performed is set.

The vehicle speed setting input unit 17 has a function of accepting a vehicle speed setting input operation by the driver and a function of outputting the input vehicle speed to the ECU 18 as set vehicle speed information.
The ECU 18 is configured with a hardware configuration such as a CPU and a memory, and a software configuration such as a program and data.

  Furthermore, the ECU 18 includes an in-vehicle camera 6, a millimeter wave radar 7, a vehicle speed sensor 8, an acceleration sensor 9, a yaw rate sensor 10, a steering angle sensor 11, an accelerator sensor 12, a brake sensor 13, a position information detection unit 14, a navigation system 15, and driving. A function of acquiring various information output from the support mode selection unit 16 and the vehicle speed setting input unit 17, a function of performing various processes based on the acquired various information, an engine 2, a brake device 3, a steering device 4, and a speaker 5 has a function of controlling the operation.

In addition, the ECU 18 stores a travel route map 19 indicating the relationship among a plurality of driving support modes, target travel routes, and reference travel routes.
As shown in FIG. 2, the travel route map 19 includes a driving support mode field, a preceding vehicle detection field, a target travel route field, and a reference travel route field, and includes a preceding vehicle detection field, a target travel route field, and Various information registered in the reference travel route column is registered in association with the drive support mode in the drive support mode column.

  More specifically, information indicating the driving support mode selected by the passenger is registered in the driving support mode column. In the driving support mode column, the preceding vehicle follow-up mode described above is “leading vehicle follow-up”, the automatic speed control mode is “automatic speed control”, the speed limit mode is “speed limit”, and the basic control mode is “basic control”. It is registered as.

  In the preceding vehicle detection column, “Yes”, which is information indicating that the preceding vehicle ahead of the host vehicle is detected, and “No”, which is information indicating the case where the preceding vehicle is not detected, are provided for driving assistance. It is registered in association with the driving support mode in the mode column.

  In the target travel route column, information indicating an optimal travel route corresponding to the combination of each information in the driving support mode column and the preceding vehicle detection column is registered. In the target travel route column, any one of the first target travel route, the second target travel route, and the predicted travel route is registered.

  In the reference travel route column, information indicating a reference travel route serving as a reference when determining a notification start time for starting notification by a warning sound described later is registered. In the reference travel route field, the first target travel route or the second target travel route is registered according to the combination of the information registered in the driving support mode field, the preceding vehicle detection field, and the target travel route. Yes.

  For example, when the driving support mode field is “following preceding vehicle” and the preceding vehicle detection field is “possible”, the “second target traveling route” is displayed in the target traveling route field, and the “second target traveling route” is displayed in the reference traveling route field. Is registered, the driving support mode column is “following preceding vehicle”, and the preceding vehicle detection column is “impossible”, the “first target traveling route” in the target traveling route column and the “first target traveling” in the reference traveling route column "Route" is registered.

Here, the first target travel route, the second target travel route, and the predicted travel route will be described with reference to the road 30 shown in FIGS.
As shown in FIGS. 3 to 5, the road 30 includes a straight section 31 that extends substantially straight, a curve section 32 that gently curves from the straight section 31, and a straight section 33 that extends substantially linearly from the curve section 32. It is a single-lane road. On this road 30, it is assumed that the vehicle 41, which is the own vehicle, travels along the straight section 31 of the left lane 34 toward the curve section 32.

  The first target travel route, the second target travel route, and the predicted travel route are virtual travel routes from the present time until a predetermined time (for example, 2 to 4 seconds) elapses, and include the in-vehicle camera 6 and the millimeter wave radar 7. It is calculated based on various information acquired from

  As shown in FIG. 3, the first target travel route L <b> 1 is a virtual travel route that is set along the width center of the left lane 34. More specifically, the first target travel route L1 is set so as to pass through substantially the center of the width in the straight section 31 and the straight section 33 and to pass slightly inward (inside) of the center of the width in the curve section 32. .

Further, the second target travel route L2 is a virtual travel route set along the travel locus of the preceding vehicle 42 traveling in front of the vehicle 41, as shown in FIG.
Further, as shown in FIG. 5, the predicted travel route L3 is a predicted travel route of the vehicle 41 calculated based on the travel behavior of the vehicle 41 such as the vehicle speed, the steering angle, and the yaw rate.

  Next, in the vehicle driving support device 1 having the above-described configuration, the driving support processing operation for supporting the driving operation of the occupant according to the selected driving support mode and the collision avoidance support for supporting the collision avoidance to the obstacle. The processing operation will be described with reference to FIGS.

  6 shows a flowchart of the processing operation for driving support, FIG. 7 shows an explanatory diagram for explaining the road 30 having the branch line 37, FIG. 8 shows a flowchart of the processing operation for collision avoidance support, and FIG. FIG. 10 is an explanatory diagram for explaining the difference D between the reference travel route L and the predicted travel route L3, and FIG. 11 is a time chart of the relationship between the control signal output from the ECU and TTC. Is shown.

  First, the driving assistance processing operation executed by the ECU 18 will be described. This driving assistance processing operation is started immediately after the engine 2 is started, and is repeatedly performed until the engine 2 is stopped.

  When the driving support process is started, the ECU 18 starts various information acquisition processes for acquiring position information, own vehicle forward information, and sensor signals, as shown in FIG. 6 (step S101). Specifically, the ECU 18 acquires the current position information output from the position information detection unit 14 and the map information acquired from the navigation system 15 as own vehicle position information.

  Further, the ECU 18 acquires the image data output from the in-vehicle camera 6 and the radar signal output from the millimeter wave radar 7 as own vehicle forward information. In addition, the ECU 18 acquires each signal output from the vehicle speed sensor 8, the acceleration sensor 9, the yaw rate sensor 10, the steering angle sensor 11, the accelerator sensor 12, and the brake sensor 13 as a sensor signal.

  Thereafter, the ECU 18 starts a travel behavior information calculation process for calculating travel behavior information indicating the travel behavior of the vehicle 41 that is the host vehicle (step S102). Specifically, the ECU 18 calculates the current vehicle speed, acceleration, yaw rate, steering angle, accelerator opening, and brake depression amount based on the sensor signals acquired in the various information acquisition processes, and temporarily stores them as travel behavior information. Remember.

When the travel behavior information is calculated, the ECU 18 starts a road situation identification process for analyzing and identifying the road situation ahead of the host vehicle based on the host vehicle position information and the host vehicle forward information acquired in step S101 (step S103). ).
Specifically, the ECU 18 identifies the road shape in the front space of the vehicle 41 that is the host vehicle based on the host vehicle forward information, and temporarily stores it as the road shape information. At this time, as shown in FIGS. 3 and 7, the ECU 18 analyzes the image data acquired from the in-vehicle camera 6 and identifies the road marking line 35 and the protective fence 36 on the road 30.

  And ECU18 specifies the width direction both ends of the left lane 34 in which the vehicle 41 is located from the position of the road marking line 35 or the guard fence 36. FIG. Further, the ECU 18 calculates the width W of the left lane 34, the radius of curvature R (see FIG. 3) of the curve section 32, and the like based on the identified width direction both ends and the vehicle position information, and shows the road shape. Road shape information is temporarily stored.

  When the road lane line 35 or the protective fence 36 is interrupted, the ECU 18 determines the road shape, map information, vehicle speed, steering angle, acceleration, yaw rate, etc. immediately before the road lane line 35 or the protective fence 36 is interrupted. The road shape of the part where the road lane marking 35 and the protective fence 36 are interrupted is calculated by analogy.

Further, in the road condition identification process, the ECU 18 identifies the speed limit, the lighting state of the traffic light, and the like based on the own vehicle position information and the own vehicle forward information, and temporarily stores it as traffic regulation information.
In addition, the ECU 18 temporarily stores, as obstacle information, the obstacle identified based on the own vehicle forward information and the position thereof, and also displays the preceding vehicle identified based on the own vehicle forward information, its travel locus, etc. It is temporarily stored as information.

  When acquiring obstacle information, the ECU 18 identifies a parked vehicle or a pedestrian existing in the range of about 200 m ahead of the vehicle 41 as an obstacle. For example, as shown in FIG. 7, when the parked vehicle 43 is located on a branch line 37 that extends substantially linearly from the straight section 31 of the left lane 34 and branches, the ECU 18 determines whether or not the vehicle 41 goes to the branch line 37. Regardless, this parked vehicle 43 is identified as an obstacle.

  Thereafter, the ECU 18 starts a travel route calculation process for calculating the first target travel route L1, the second target travel route L2, and the predicted travel route L3 (step S104). Of these, the first target travel route L1 and the predicted travel route L3 are assumed to be sequentially calculated regardless of the driving support mode selected by the occupant. On the other hand, the second target travel route L2 is sequentially calculated when the preceding vehicle 42 is detected in front of the vehicle 41 regardless of the driving support mode selected by the passenger.

  Specifically, in order to calculate the first target travel route L1, as shown in FIG. 3, the ECU 18 determines the passing position of the vehicle 41 predicted based on the road shape information acquired in the road condition identification process from the present time. A plurality of values are calculated at regular time intervals and set as target passing points P1 and P2 indicating virtual passing positions of the vehicle 41.

  At this time, as shown in FIG. 7, the ECU 18 makes a curve on the road 30 having the branch line 37 branched from the straight section 31 so that the road demarcation line 35 is continuous with the protective fence 36 of the straight section 31 where the vehicle is located. When provided in the section 32, the plurality of target passing points P1 and P2 are calculated on the left lane 34 instead of on the branch line 37.

Specifically, as shown in FIG. 3, the ECU 18 has a straight section 31 and a straight section 33 in the center of the width so that the center of the vehicle 41 in the vehicle width direction passes through the center of the width of the left lane 34. A target passing point P1 is set.
On the other hand, in the curve section 32, the ECU 18 sets one target passing point P2 at a position offset by a predetermined offset amount F slightly inward (inward) from the approximate center of the arc V passing through the approximate width center. The predetermined offset amount F described above is a value calculated based on the width W of the curve section 32, the radius of curvature R, and the vehicle width CW of the vehicle 41.

Then, the ECU 18 passes the target passage point P2 into the curve section 32 so as to smoothly connect the target passage point P1 of the straight section 31 and the target passage point P1 of the straight section 33 through the target passage point P2. calculate.
By connecting the target passing points P1 and P2 calculated in this way, the ECU 18 calculates the first target travel route L1.

  Further, in order to calculate the second target travel route L2, as shown in FIG. 4, the ECU 18 is based on the own vehicle forward information acquired by the various information acquisition processing and the travel behavior information acquired by the travel behavior information calculation processing. The position of the preceding vehicle 42 traveling in front of the vehicle 41 and the relative speed are continuously calculated, and traveling locus information indicating the traveling locus of the preceding vehicle 42 is acquired.

  Thereafter, the ECU 18 calculates a plurality of passing positions of the vehicle 41 that are superimposed on the traveling locus of the preceding vehicle 42 based on the traveling locus information at regular time intervals from the current time, and indicates the virtual passing position of the vehicle 41. Set as the target passing point P3. The ECU 18 calculates the second target travel route L2 by connecting the plurality of target passing points P3 calculated in this way.

  Further, in order to calculate the predicted travel route L3, as shown in FIG. 5, the ECU 18 determines the passing position of the vehicle 41 predicted based on the travel behavior information acquired in the travel behavior information calculation process at regular time intervals from the current time. Are calculated as a target passing point P4 indicating the virtual passing position of the vehicle 41. By connecting the plurality of target passing points P4 calculated in this way, the ECU 18 calculates the predicted travel route L3.

When the travel route calculation process ends, the ECU 18 starts a target travel route determination process for determining a target travel route according to the current driving support mode as shown in FIG. 6 (step S105).
Specifically, the ECU 18 refers to the driving route map 19 and corresponds the driving route registered in the target driving route column to the driving support mode based on the current driving support mode and whether or not the preceding vehicle can be detected. Determined as the target travel route.

For example, when the current driving support mode is the preceding vehicle follow-up mode and a preceding vehicle is detected, the ECU 18 sets the second target travel route L2 to the target travel route corresponding to the drive support mode based on the travel route map 19. Determine as.
Alternatively, when the current driving support mode is the automatic speed control mode and no preceding vehicle can be detected, the ECU 18 determines the predicted driving route L3 as a target driving route corresponding to the driving support mode.

  When the travel route selection process ends, the ECU 18 starts a travel route correction process for correcting the determined target travel route (step S106). Specifically, for example, when the traffic light is “red”, the ECU 18 performs the first correction process for correcting the target travel route so that the vehicle 41 becomes a travel route that stops at the stop line in the road situation identification process. Based on the acquired traffic regulation information.

Furthermore, for example, when an obstacle is located in front of the vehicle 41, the ECU 18 performs a second correction process for correcting the target travel route so as to be a travel route that avoids a collision with the obstacle. This is done based on the obstacle information acquired in step 1.
When the travel route correction process ends, the ECU 18 determines whether or not the current driving support mode is the basic control mode (step S107).

  When the current driving support mode is not the basic control mode (step S107: No), the ECU 18 starts a driving support control signal output process (step S108), and the vehicle 41 travels along the corrected target travel route. As described above, the control signal corresponding to the driving support mode is output to the engine 2, the brake device 3, and the steering device 4. Thereafter, the ECU 18 returns the processing to step S101 and repeats the processing from step S101 to step S108 until the engine 2 stops.

  For example, when the preceding vehicle follow-up mode is selected, the ECU 18 controls the engine 2 and brakes so that the vehicle 41 travels along the corrected target travel route while maintaining the inter-vehicle distance according to the vehicle speed. Control of the device 3 and control of the steering device 4 are performed.

When the automatic speed control mode is selected, the ECU 18 controls the engine 2 and controls the brake device 3 so that the vehicle 41 travels along the corrected target travel route while maintaining the set vehicle speed. Take control.
When the accelerator opening signal output from the accelerator sensor 12 and the brake signal output from the brake sensor 13 are detected, the ECU 18 gives priority to the occupant's intention and depresses the accelerator pedal and the brake pedal. Accordingly, the engine 2 and the brake device 3 are controlled.

  Further, when catching up with a preceding vehicle ahead of the host vehicle, the ECU 18 controls the engine 2 and the brake device 3 so as to travel while maintaining the inter-vehicle distance corresponding to the vehicle speed, and advances from the front of the host vehicle. When the vehicle leaves, the engine 2 and the brake device 3 are controlled so that the vehicle speed returns to the set vehicle speed.

When the vehicle speed limit mode is selected, the ECU 18 controls the engine 2 and the brake device 3 so that the vehicle 41 travels along the corrected target travel route while maintaining the speed limit. I do.
When the accelerator opening signal output from the accelerator sensor 12 is detected, the ECU 18 controls the engine 2 so that the depressing amount of the accelerator pedal does not exceed the speed limit even if the depressing amount exceeds the speed limit. .

  On the other hand, in step S107 described above, when the current driving support mode is the basic control mode (step S107: Yes), the engine 2, the brake device 3, and the steering device 4 are controlled according to the driving operation of the occupant. The ECU 18 returns the processing to step S101 and repeats the processing from step S101 to step S108 until the engine 2 stops.

  In this way, the vehicle driving support device 1 controls the engine 2, the brake device 3, and the steering device 4 so that the vehicle 41 travels on the target travel route corresponding to the driving support mode. Support driving operations.

  Next, the collision avoidance support processing operation executed by the ECU 18 in parallel with the above-described driving support processing operation will be described. It is assumed that the collision avoidance support processing operation is performed by acquiring various information temporarily stored in the driving support processing operation.

  When the collision avoidance assistance processing operation is started, the ECU 18 is positioned on the branch line 37 within the range of 200 m ahead of the vehicle 41, for example, based on the information ahead of the vehicle acquired by the driving assistance processing operation, as shown in FIG. It is determined whether or not an obstacle such as a parked vehicle 43 (see FIG. 7) is detected (step S201).

  When an obstacle is not detected in front of the vehicle 41 (step S201: No), the ECU 18 maintains the state where the notification by the warning sound is stopped and the notification by the warning sound unless the notification by the warning sound is started. If it is started, the notification by the warning sound is stopped (step S202), and the process waits until an obstacle is detected.

  On the other hand, when an obstacle is detected in front of the vehicle 41 (step S201: Yes), the ECU 18 starts a relative information acquisition process (step S203), and indicates a relative distance and a relative speed with the obstacle. Get relative information. At this time, the ECU 18 calculates the relative distance and the relative speed between the vehicle 41 and the obstacle based on the traveling behavior information and the obstacle information acquired in the processing operation of the driving assistance in FIG.

  Thereafter, the ECU 18 calculates a TTC calculation process for calculating a time to collision (hereinafter referred to as “TTC”), which is a remaining time until the collision, based on the relative distance and the relative speed between the vehicle 41 and the obstacle. Is started (step S204). TTC is a value obtained by dividing the relative distance between the vehicle 41 and the obstacle by the relative speed between the vehicle 41 and the obstacle.

  Upon completion of the TTC calculation process, the ECU 18 acquires a notification start time for acquiring a notification start time for starting notification by a warning sound, that is, a notification start time for starting notification by a warning sound, in order to prompt the occupant to avoid collision with an obstacle. Processing is started (step S205). At this time, the ECU 18 refers to a map (not shown) showing the relationship between the vehicle speed stored in advance and the notification start time, and acquires the notification start time according to the current vehicle speed.

  When the notification start time is acquired, the ECU 18 determines, based on the sensor signals acquired from the steering angle sensor 11, the accelerator sensor 12, and the brake sensor 13, whether or not a driving operation by the occupant has been detected within the immediately preceding one second. (Step S206). Here, the driving operation by the occupant means, for example, that the accelerator pedal is returned, the brake pedal is depressed, or the steering is steered.

  When the driving operation by the occupant is detected within the immediately preceding 1 second (step S206: Yes), the ECU 18 determines that the occupant has visually recognized the obstacle and started the driving operation for avoiding the collision with the obstacle. To do. Then, the ECU 18 starts threshold correction processing for increasing the threshold for the difference D (see FIG. 10) between the reference travel route L and the predicted travel route L3 by a predetermined value (step S207). For example, when the predetermined value as the threshold value is ± 0.8 m, the ECU 18 corrects the threshold value to ± 1.0 m and sets a new threshold value when a driving operation by the occupant is detected within one second immediately before.

When the threshold correction process is ended, or when the driving operation by the occupant is not detected within 1 second immediately before (step S206: No), the ECU 18 starts the reference travel path determination process for determining the reference travel path L ( Step S208).
More specifically, as shown in FIG. 9, the ECU 18 that has started the reference travel route determination process determines whether or not the preceding vehicle 42 has been detected based on the preceding vehicle information acquired in the driving support processing operation. (Step S231).

  When the preceding vehicle 42 is detected (step S231: Yes), the ECU 18 determines the second target travel route L2 as the reference travel route L (step S232), ends the reference travel route determination processing, and then performs processing. Is returned to step S208 in FIG.

  On the other hand, when the preceding vehicle 42 cannot be detected (step S231: No), the ECU 18 determines the first target travel route L1 as the reference travel route L (step S233), ends the reference travel route determination processing, and then performs processing. Is returned to step S208 in FIG.

  Returning to step S208 in FIG. 8 and ending the reference travel route determination process, the ECU 18 determines whether or not the difference D (see FIG. 10) between the predicted travel route L3 and the reference travel route L is equal to or less than the threshold, as shown in FIG. (Step S209).

  When the difference D between the predicted travel route L3 and the reference travel route L is equal to or less than the threshold (step S209: Yes), the ECU 18 starts a notification start time correction process that delays the notification start time by a fixed time regardless of the current vehicle speed. (Step S210). For example, the ECU 18 delays the notification start time by 1 second.

  When the notification start time correction process ends or when the difference D between the predicted travel route L3 and the reference travel route L exceeds the threshold value (step S209: No), the ECU 18 determines whether TTC is equal to or less than the notification start time (step S211). ). If TTC is equal to or shorter than the notification start time (step S211: Yes), the ECU 18 starts a collision avoidance control signal output process for outputting a control signal for avoiding a collision (step S212).

  Specifically, the ECU 18 outputs a notification signal to the speaker 5 to start notification by a warning sound. Thereafter, the ECU 18 returns the processing to step S201 and repeats the processing from step S201 to step S212 until the engine 2 stops.

When the process of step S201 is repeated, if the obstacle is continuously detected in step S201 and the notification by the warning sound is started, the ECU 18 reaches a predetermined time when the TTC starts braking. Regardless of the intention of the occupant, a control signal for reducing the output of the engine 2 and a control signal for starting brake braking are output to the engine 2 and the brake device 3.
Further, based on the road shape information, vehicle behavior information, and obstacle information, the ECU 18 outputs a control signal for maintaining the steering angle or changing the steering angle so as to avoid the obstacle to the steering device 4.

  For example, if the notification start time acquired in step S205 is 4.0 seconds and the difference D between the predicted travel route L3 and the reference travel route L exceeds the threshold value in step S209, the ECU 18 is as shown in FIG. When the TTC reaches 4.0 seconds, a notification signal is output to the speaker 5 to start notification by a warning sound.

  Further, when the TTC reaches 2.3 seconds, the ECU 18 outputs an open / close signal that is an off signal for closing the throttle valve of the engine 2 to the engine 2 and outputs a brake signal for starting braking to the brake device 3. Thus, braking by the brake device 3 is started.

  Alternatively, if the notification start time acquired in step S205 is 4.0 seconds and the difference D of the predicted travel route L3 with respect to the reference target travel route L is equal to or less than the threshold value in step S209, the ECU 18 corrects the notification start time in step S210. Through the process, the notification start time is delayed from 4.0 seconds to 1 second and corrected to 3.0 seconds.

  Then, as shown in FIG. 11 (b), the ECU 18 outputs a notification signal to the speaker 5 when the TTC reaches 3.0 seconds, and starts notification by a warning sound. Further, when the TTC reaches 2.3 seconds, the ECU 18 outputs an open / close signal that is an off signal for closing the throttle valve of the engine 2 to the engine 2 and outputs a brake signal for starting braking to the brake device 3. Thus, braking by the brake device 3 is started.

  On the other hand, in step S211, if the current TTC has not reached the notification start time (step S211: No), the ECU 18 skips the collision avoidance control signal output process, returns the process to step S201, and sets the engine. Steps S201 to S212 are repeated until 2 stops.

The vehicle driving support device 1 that realizes the above-described operation ensures the notification with an unnecessary warning sound without impairing the function of assisting the occupant in order to avoid a collision with an obstacle existing ahead of the host vehicle. Can be suppressed.
Specifically, since the second target travel route L2 is a travel route that follows the travel locus of the preceding vehicle 42, for example, when the parked vehicle 43 exists in front of the preceding vehicle 42, the second target travel route L2 There is a high possibility of a safe travel route that avoids collisions.

  Then, by calculating the difference between the predicted travel route L3 with respect to the second target travel route L2, the vehicle driving support device 1 is changed to the second target travel route L2, which is likely to be a relatively safe travel route. It can be easily determined whether or not the predicted travel route L3 substantially follows.

  That is, when an obstacle is detected in front of the host vehicle, the smaller the difference between the predicted travel route L3 and the second target travel route L2, the closer the vehicle driving support apparatus 1 substantially follows the relatively safe travel route. It can be easily determined that the vehicle is traveling.

  For this reason, for example, the second target travel route L2 is set as a travel route along the left lane 34, the parked vehicle 43 is positioned on the branch line 37 in front of the host vehicle, and the vehicle 41 is moved to the left lane 34 by the driver's driving operation. When driving along the vehicle, the vehicle driving support device 1 detects the parked vehicle 43 positioned on the branch line 37 as an obstacle if the difference D between the predicted travel route L3 and the second target travel route L2 is equal to or less than the threshold value. Even so, it can be easily determined that the risk of collision is low.

  Thereby, the driving assistance device 1 of the vehicle can appropriately determine an opportunity to delay the notification start time for starting the notification by the warning sound based on the second target travel route L2 and the predicted travel route L3. Furthermore, since the start of the notification by the warning sound is not stopped, if the vehicle driving support device 1 detects an obstacle in front of the own vehicle when reaching the delayed timing, the warning sound is generated. Notification can be started immediately.

  Accordingly, the vehicle driving assistance device 1 can reliably suppress notification by an unnecessary warning sound without impairing the function of assisting the occupant in order to avoid a collision with an obstacle existing ahead of the host vehicle. .

Moreover, regardless of the driving support mode selected by the occupant, the vehicle driving support device 1 can more reliably suppress notification by an unnecessary warning sound by sequentially calculating the second target travel route L2. .
Specifically, for example, when the driving support mode that does not travel following the traveling locus of the preceding vehicle 42 is shifted to the driving support mode that travels following the preceding vehicle 42, or the second target travel route L2 is not calculated. When the driving support mode is shifted from the driving support mode to the driving support mode for calculating the second target travel route L2, the travel locus of the preceding vehicle 42 cannot be calculated immediately, so it takes time to calculate the second target travel route L2. In addition, the load on the CPU and the like may increase.

  On the other hand, by sequentially calculating the second target travel route L2 regardless of the driving support mode selected by the occupant, the vehicle driving support device 1 can, for example, switch the driving support mode even when the driving support mode is switched. The second target travel route L2 can be calculated without interruption, and the second target travel route L2 with higher accuracy can be acquired.

  Thereby, the driving assistance device 1 of the vehicle can calculate the second target travel route L2 more reliably and without interruption while suppressing a load on the CPU and the like. For this reason, the vehicle driving assistance device 1 can appropriately determine the opportunity to delay the notification start time for starting the notification by the warning sound based on the second target travel route L2 and the predicted travel route L3.

  Therefore, the vehicle driving support device 1 can calculate the second target travel route L2 sequentially, so that when an obstacle is detected in front of the host vehicle, a warning sound can be started at a more appropriate timing. It is possible to more reliably suppress notification by a warning sound.

  Further, when the preceding vehicle 42 is detected, the second target travel route L2 is set as the reference travel route L, and when the preceding vehicle 42 is not detected, the first target travel route L1 is set as the reference travel route L and the reference travel is performed. When the difference between the predicted travel route L3 and the route L is equal to or smaller than the threshold value, the vehicle driving support device 1 impairs its function even when the preceding vehicle 42 cannot be detected by delaying the notification start time. Therefore, it is possible to more reliably suppress notification by an unnecessary warning sound.

  Specifically, when the preceding vehicle 42 cannot be continuously detected in front of the host vehicle, the second target travel route L2 cannot be calculated. Therefore, even when an obstacle in front of the host vehicle is detected, notification by a warning sound is started. There is a risk of not being done.

  Therefore, when the preceding vehicle 42 can be detected, the second target travel route L2 is set as the reference travel route L, and when the preceding vehicle 42 cannot be detected, the first target travel route L1 is set as the reference travel route L and predicted. By calculating the difference from the travel route L3, the vehicle driving support device 1 can reliably start the notification with the necessary warning sound even when the preceding vehicle 42 cannot be detected.

At this time, the first target travel route L1 is a travel route that maintains the left lane 34, for example, a dangerous travel route that collides with a parked vehicle 43 that exists in the left lane 34, or a road section. There is a low possibility of a dangerous travel route that travels beyond the line 35.
For this reason, even if the preceding vehicle 42 cannot be detected, the vehicle driving support device 1 can appropriately and safely take the opportunity to delay the notification start time for starting the notification by the warning sound based on the relatively safe travel route. Can be judged.

  Therefore, the vehicle driving support device 1 uses the first target travel route L1 or the second target travel route L2 as the reference travel route L, and the notification start time when the difference between the predicted travel route L3 and the reference travel route L is equal to or less than the threshold value. Even when the preceding vehicle 42 cannot be detected, the notification with an unnecessary warning sound can be more reliably suppressed without impairing its function.

Moreover, when the driving operation by the occupant is detected within the immediately preceding one second, the driving assistance device 1 of the vehicle can further delay the timing of starting the notification by the warning sound by setting the threshold value to a larger value.
For this reason, when the occupant visually recognizes an obstacle in front of the host vehicle and starts an avoiding operation to avoid a collision with the obstacle, the vehicle driving support device 1 is configured so that the occupant starts the avoiding operation. Regardless, it is possible to suppress the start of notification by a warning sound.

As a result, the vehicle driving support device 1 can suppress the start of notification by a warning sound with respect to the driving operation of the occupant who avoids a collision with an obstacle, and can give the occupant a sense of incongruity or discomfort. Can be prevented.
Therefore, when the driving support device 1 for a vehicle detects a driving operation by an occupant within the immediately preceding one second, the vehicle driving support device 1 can further suppress notification by an unnecessary warning sound by increasing the threshold value.

In correspondence between the configuration of the present invention and the above-described embodiment,
The own vehicle of this invention corresponds to the vehicle 41 of the embodiment,
Similarly,
The obstacle corresponds to the parked vehicle 43,
Collision avoidance support corresponds to warning alerts,
The predetermined timing corresponds to the notification start time,
The collision avoidance support means corresponds to the speaker 5 and the ECU 18,
The preceding vehicle detection means and the obstacle detection means correspond to the in-vehicle camera 6, the millimeter wave radar 7, and the ECU 18,
The target travel route and the first target travel route correspond to the second target travel route L2,
The target travel route calculation means, the predicted travel route calculation means, the first target travel route calculation means, the second target travel route calculation means, and the reference travel route determination means correspond to the ECU 18,
The predicted travel route corresponds to the predicted travel route L3,
The difference of the predicted travel route with respect to the target travel route corresponds to the difference D of the predicted travel route L3 with respect to the second target travel route L2,
The predetermined value corresponds to the threshold value,
The driving support device corresponds to the driving support device 1,
The driving support mode corresponds to the preceding vehicle following mode, automatic speed control mode, speed limit mode, and basic control mode,
The support mode selection means corresponds to the driving support mode selection unit 16,
The road corresponds to the left lane 34,
The second target travel route corresponds to the first target travel route L1,
The reference travel route corresponds to the reference travel route L,
The difference between the predicted travel route and the reference travel route corresponds to the difference D between the predicted travel route L3 and the reference travel route L,
The avoidance operation detection means corresponds to the steering angle sensor 11, the accelerator sensor 12, the brake sensor 13, and the ECU 18,
The present invention is not limited only to the configuration of the above-described embodiment, and many embodiments can be obtained.

For example, in the above-described embodiment, the first target travel route L1 passing through substantially the center of the left lane 34 is used. However, the first target travel route is not limited to this, and the first target travel route that maintains the travel in the left lane 34 is used. Also good.
In addition, the notification by the warning sound has been described as the collision avoidance support that is started at a predetermined timing, but the present invention is not limited to this, and the collision avoidance support that starts the braking by the brake device 3 or the steering by the steering device 4 at the predetermined timing. It is good.
The preceding vehicle follow-up mode, automatic speed control mode, speed limit mode, and basic control mode are set as the driving support mode. However, the present invention is not limited to this, and any driving support may be used as long as it supports driving operations by passengers. It may be a mode.

  Further, in the road situation identification processing in step S103 of FIG. 6, when acquiring obstacle information, a parked vehicle or a pedestrian existing in the range of about 200 m ahead of the vehicle 41 is identified as an obstacle. Instead, the range in which the obstacle is detected may be an appropriate distance range. Furthermore, you may make it change the range which detects an obstruction according to a vehicle speed.

  In addition, the threshold value for the difference D between the reference target travel route L and the predicted travel route L3 has been described as ± 0.8 m, for example. It may be a numerical value. For example, if the width W is within 3.0 m, the threshold may be ± 0.8 m, and if the width W exceeds 3.0 m, the threshold may be ± 1.0 m.

  Further, in step S206 of FIG. 8, it is determined whether or not the driving operation by the occupant has been detected within the immediately preceding one second. However, the present invention is not limited to this, and the current driving operation state is performed within the immediately preceding few seconds. It is only necessary to be able to detect that the driving operation has been performed, and it may be configured to detect the driving operation performed within an appropriate time according to the vehicle speed or the like.

  In addition, the driving operation by the occupant detected within 1 second immediately before is that the accelerator pedal is returned, the brake pedal is stepped on, or the steering is steered. As long as it is an operation for avoiding a collision, a preliminary operation by an occupant for changing the traveling behavior of the vehicle 41 may be used. For example, an operation of an accelerator pedal, a brake pedal, or a winker lever that is operated before the steering is operated may be a driving operation by an occupant detected within the immediately preceding one second.

In addition, when the driving operation by the occupant is detected within one second immediately before in step S206 in FIG. 8, for example, the threshold value is corrected from ± 0.8 m to ± 1.0 m in step S207. However, the present invention is not limited to this. The increase amount of the threshold value may be an appropriate increase amount.
Further, the notification start time acquired in the notification start time acquisition process in step S205 in FIG. 8 is set to 4.0 seconds, for example, and the notification start time is delayed by, for example, 1 second in the notification start time correction process in step S210 in FIG. In the collision avoidance control signal output process in step S212 of FIG. 8, the TTC for starting braking is set to 2.3 seconds, for example. However, the present invention is not limited to this, and the notification start time, the time for delaying the notification start time, and braking are performed. The TTC to be started may be an appropriate time according to the vehicle speed or the like.

DESCRIPTION OF SYMBOLS 1 ... Driving assistance device 5 ... Speaker 6 ... Car-mounted camera 7 ... Millimeter wave radar 11 ... Steering angle sensor 12 ... Acceleration sensor 13 ... Brake sensor 16 ... Driving assistance mode selection part 18 ... ECU
34 ... Left lane 41 ... vehicle 42 ... preceding vehicle 43 ... parked vehicle D ... difference L in predicted travel route with respect to reference travel route ... reference travel route L1 ... first target travel route L2 ... second target travel route L3 ... predicted travel route

Claims (4)

Obstacle detection means for detecting an obstacle located in front of the vehicle;
When the obstacle detection means detects the obstacle, a vehicle driving assistance apparatus comprising collision avoidance assistance means for starting collision avoidance assistance for avoiding a collision with the obstacle at a predetermined timing,
Preceding vehicle detection means for detecting a preceding vehicle traveling in front of the host vehicle;
Target travel route calculating means for calculating a target travel route that follows the travel locus of the preceding vehicle;
A predicted travel route calculating means for calculating a predicted travel route of the host vehicle by connecting the passing positions of the host vehicle that are predicted based on the current travel behavior of the host vehicle ;
The collision avoidance support means
A vehicle driving support device configured to delay the predetermined timing when a difference between the predicted travel route and the target travel route is a predetermined value or less. Comprising support mode selection means for accepting a selection operation by an occupant selecting one of a plurality of driving support modes for supporting the driving operation of the occupant;
The target travel route calculation means is
The vehicle driving support device according to claim 1, wherein the target driving route is sequentially calculated regardless of the driving support mode selected by a passenger. The target travel route calculating means for calculating the target travel route is used as a first target travel route calculating means for calculating the first target travel route.
Second target travel route calculating means for calculating a second target travel route that maintains the travel in the travel route on which the host vehicle is located;
When the preceding vehicle detection means detects the preceding vehicle, the first target travel route is set as a reference travel route, and when the preceding vehicle detection means does not detect the preceding vehicle, the second target travel route And a reference travel route determining means for determining as a reference travel route,
The collision avoidance support means
The vehicle driving support device according to claim 1, wherein the predetermined timing is delayed when a difference between the predicted travel route and the reference travel route is equal to or less than the predetermined value. An avoidance operation detecting means for detecting an avoidance operation of an occupant for avoiding a collision with the obstacle,
The collision avoidance support means
The vehicle driving support device according to any one of claims 1 to 3, wherein the predetermined value is increased when the avoidance operation detecting unit detects the avoidance operation by an occupant.

Images