WO2019003816A1

WO2019003816A1 - Driving assistance device, recording device, driving assistance system, driving assistance method, and program

Info

Publication number: WO2019003816A1
Application number: PCT/JP2018/021419
Authority: WO
Inventors: 守広佐藤
Original assignee: 株式会社Ｊｖｃケンウッド
Priority date: 2017-06-27
Filing date: 2018-06-04
Publication date: 2019-01-03

Abstract

In order to learn the operation of a host vehicle and control the timing of a warning appropriately, a driving assistance device (10) has: a speed change acquisition unit (38) for acquiring a detection result for a degree of change in the speed of a host vehicle; a relative speed acquisition unit (30) for acquiring a detection result for a relative speed with respect to a vehicle preceding the host vehicle; an inter-vehicle distance acquisition unit (32) for acquiring a detection result for an inter-vehicle distance between the host vehicle and the preceding vehicle; a determination unit (36) for determining whether the host vehicle is in a state of approaching the preceding vehicle, on the basis of the relative speed and the inter-vehicle distance; and a warning control unit (40) for setting a warning timing, which is a timing for outputting a warning to the driver of the host vehicle, on the basis of the timing at which it is determined that the host vehicle is in an approaching state. The warning control unit (40) changes the warning timing on the basis of the detection result for the degree of change in the speed of the host vehicle after it has been determined that the host vehicle is in an approaching state.

Description

Driving support device, recording device, driving support system, driving support method and program

The present invention relates to a driving support device, a recording device, a driving support system, a driving support method, and a program.

There is known a device that uses a camera, a sensor, or the like mounted on a vehicle and issues a warning when detecting the risk of a collision with a preceding vehicle or an obstacle. If this warning is slow, the action to avoid the collision will not be in time, but if it is too early it will give the driver a sense of discomfort, so there is a need for a technique to warn at appropriate timing. For example, according to Patent Document 1, the time until the driver performs the brake operation after the relative speed with the preceding vehicle becomes a predetermined value or more is learned, and a warning is given to the driver who has a slow start of the brake operation early. It describes that it emits. Further, Patent Document 2 describes that an inter-vehicle distance and a relative speed are used to determine the degree of approach to a forward vehicle, and the timing of a warning is advanced when the degree of approach is high. Further, according to Patent Document 3, when the amount of change in approach to the forward vehicle is detected and the amount of change in approach is gentle, the timing of the alarm is changed later than usual, and the amount of change in approach is severe. It is stated that the timing of the alarm is changed earlier than usual.

JP 2011-253487 A JP, 2013-222297, A JP 2012-3710 A

However, when the timing of the warning is controlled only by the relative speed and the distance between the vehicles, the warning may not be able to be issued at an appropriate timing. For example, if the relative speed is lowered because the driver strongly presses the brake, it is determined that the danger is low, which may delay the alarm timing. In addition, when the driver also stepped on the brake because the preceding vehicle stepped on the brake suddenly, the relative speed becomes almost constant, and there is a risk that the warning timing will be delayed without being judged as having high danger. . Therefore, there is a need for a technique for learning the operation of the vehicle and appropriately controlling the timing of the warning.

An object of the present invention is to provide a driving support apparatus, a recording apparatus, a driving support system, a driving support method, and a program that learns the operation of the host vehicle and appropriately controls the timing of an alarm. .

The driving assistance apparatus according to an aspect of the present invention includes a speed change acquisition unit that acquires a detection result of the degree of speed change of the host vehicle, and a relative speed acquisition unit that acquires a detection result of a relative speed of the host vehicle relative to a preceding vehicle. And the own vehicle is in proximity to the preceding vehicle based on the relative velocity and the inter-vehicle distance based on the relative velocity and the inter-vehicle distance, and a detection result of an inter-vehicle distance between the own vehicle and the preceding vehicle. And a warning control unit for setting a warning timing which is a timing for outputting a warning to the driver of the host vehicle based on the timing determined to be the close state. The alarm control unit changes the alarm timing on the basis of the detection result of the degree of speed change of the host vehicle after it is determined that the proximity state.

In the driving support method according to one aspect of the present invention, a speed change acquisition step of acquiring a detection result of a degree of speed change of a host vehicle, and a relative speed acquisition step of acquiring a detection result of a relative speed of the host vehicle relative to a preceding vehicle And the own vehicle is in proximity to the preceding vehicle based on the inter-vehicle distance acquiring step of acquiring the detection result of the inter-vehicle distance between the own vehicle and the preceding vehicle, the relative speed and the inter-vehicle distance And an alarm control step of setting an alarm timing which is a timing of outputting an alarm to the driver of the host vehicle based on the timing determined that the proximity state is determined. In the alarm control step, the alarm timing is changed based on the value of the speed change of the host vehicle after it is determined that the proximity state.

A program according to one aspect of the present invention includes a speed change acquisition step of acquiring a detection result of a degree of speed change of a host vehicle, and a relative speed acquisition step of acquiring a detection result of a relative velocity of the host vehicle relative to a preceding vehicle. An inter-vehicle distance acquiring step of acquiring a detection result of an inter-vehicle distance between the host vehicle and the leading vehicle, and determining whether the host vehicle is in proximity to the leading vehicle based on the relative speed and the inter-vehicle distance. Warning timing that is a timing of outputting a warning to the driver of the own vehicle based on the determining step, the warning output step of outputting a warning to the driver of the own vehicle, and the timing determined to be the close state A program for causing a computer operating as a driving assistance apparatus to execute an alarm control step of setting In-up, based on the value of the speed variation of the vehicle from being determined to the a proximity state, to change the alarm time.

According to the present invention, it is possible to learn the operation of the vehicle and appropriately control the timing of the alarm.

FIG. 1 is a schematic view illustrating a host vehicle and a preceding vehicle. FIG. 2 is a schematic block diagram of the driving support system according to the first embodiment. FIG. 3 is a flowchart for explaining an output flow of an alarm by the driving support system according to the first embodiment. FIG. 4 is a flowchart illustrating processing of calculating an alarm timing correction value by the driving support system according to the first embodiment. FIG. 5 is a schematic block diagram of a driving support system according to a second embodiment. FIG. 6 is a schematic block diagram of an alarm control unit according to the third embodiment.

Hereinafter, embodiments of the present invention will be described in detail based on the drawings. Note that the present invention is not limited by the embodiments described below.

First Embodiment
FIG. 1 is a schematic view illustrating a host vehicle and a preceding vehicle. FIG. 2 is a schematic block diagram of the driving support system according to the first embodiment. The driving support system 100 according to the first embodiment is mounted on the vehicle A shown in FIG. As shown in FIG. 1, the driving support system 100 outputs an alarm to the driver of the host vehicle A, using the fact that the host vehicle A is in proximity to the preceding vehicle B ahead in the traveling direction as a trigger. Is a system for The proximity state refers to a state where the possibility that the host vehicle A collides with the leading vehicle B has occurred to some extent, and is determined by the distance between the host vehicle A and the leading vehicle B, the relative speed, the host vehicle speed, etc. . The driving support system 100 may be a portable type device that can be used in the host vehicle A in addition to the one mounted on the host vehicle A. The driving support system 100 may be, for example, an on-vehicle storage device such as a drive recorder, or may be an imaging device provided with a camera or the like as a detection unit (sensor group) described later.

As shown in FIG. 2, the driving support system 100 includes a driving support device 10, a relative speed detection unit 12, an inter-vehicle distance detection unit 14, a speed change detection unit 16, an output unit 18, and an input unit 19. Have. The driving support device 10 is a device for setting an alarm timing, and the details will be described later. The alarm timing is a timing at which an alarm is output to the driver of the host vehicle A.

The relative speed detection unit 12 is a unit that includes a sensor that detects the relative speed of the host vehicle A relative to the preceding vehicle B, or a calculation unit that derives the relative speed from the sensor and the sensor output. The inter-vehicle distance detection unit 14 is a unit that includes a sensor that detects the distance between the host vehicle A and the preceding vehicle B, that is, the inter-vehicle distance, or a computing unit that derives the inter-vehicle distance from the sensor and the sensor output. The relative speed detection unit 12 and the inter-vehicle distance detection unit 14 may have, for example, a front right sensor, a front center sensor, a front left sensor, a rear right sensor, a rear center sensor, and a rear left sensor. The front right sensor, the front center sensor, and the front left sensor detect a vehicle ahead of the host vehicle A, that is, a preceding vehicle B, and detect a relative speed and an inter-vehicle distance. The rear right sensor, the rear center sensor, and the rear left sensor detect a vehicle behind the host vehicle A.

The speed change detection unit 16 is a unit that includes a sensor that detects the speed change of the host vehicle A, or a calculation unit that derives the host vehicle speed change from the sensor and the sensor output. The speed change of the host vehicle A is the change amount of the absolute speed of the host vehicle A per unit time, that is, the acceleration. The speed change detection unit 16 may have, for example, a speed sensor, and may calculate the value of the speed change of the host vehicle A by temporally differentiating the speed of the host vehicle A detected by the speed sensor. The speed change detection unit 16 may have, for example, an acceleration sensor, and may detect the acceleration of the host vehicle A detected by the acceleration sensor as the value of the speed change of the host vehicle A. Since the change in speed of the host vehicle A is a change in the absolute speed of the host vehicle A, the relative speed based on the speed of the destination vehicle B is different from the relative speed. This value is detectable from the operating state.

The relative speed detection unit 12, the inter-vehicle distance detection unit 14, and the speed change detection unit 16 serve as a detection unit that detects the relative speed, the inter-vehicle distance, and the speed change of the host vehicle A, that is, a sensor group including a plurality of sensors Is mounted on the host vehicle A.

The output unit 18 outputs information to the driver of the host vehicle A. In the first embodiment, the output unit 18 includes, for example, a display unit and a speaker. The display unit is a display including a liquid crystal display (LCD) or an organic electro-luminescence (EL) display, and a head-up display. The display unit displays an image based on the image signal output from the driving support device 10. The display unit may be dedicated to the driving support system 100 or may be used jointly with other systems including, for example, a navigation system. The display unit is disposed at a position easily visible by the driver. Also, the speaker is, for example, an audio output device shared with other systems including a navigation system. The speaker outputs a sound based on the sound signal output from the driving support device 10.

The output unit 18 outputs an alarm to the driver of the host vehicle A at the alarm timing set by the driving support device 10. That is, the output unit 18 has a function as an alarm output unit that outputs an alarm. The output unit 18 may cause the display unit to display a warning video indicating that there is a risk of collision with the preceding vehicle B as a warning, or may cause a speaker to output a warning sound, or both of them. You may

The input unit 19 is a device for the driver of the host vehicle A to perform an operation (input of information), and is, for example, a touch panel or a button.

Next, the driving support device 10 will be described. As shown in FIG. 2, the driving support device 10 includes a control unit 20 and a storage unit 22. The control unit 20 is an arithmetic processing unit including a central processing unit (CPU), a processor for video processing, and the like. The storage unit 22 stores data required for various processing in the driving support device 10 and various processing results. The storage unit 22 is, for example, a semiconductor memory device such as a random access memory (RAM), a read only memory (ROM), a flash memory, or a storage device such as a hard disk or an optical disk. Alternatively, it may be an external storage device wirelessly connected via a communication device (not shown).

The control unit 20 loads the program stored in the storage unit 22 into the memory and executes an instruction included in the program. The control unit 20 includes an internal memory (not shown), and the internal memory is used for temporary storage of data in the control unit 20 and the like. The control unit 20 may be configured of one or more devices.

The control unit 20 determines whether the host vehicle A has approached based on the relative speed and the inter-vehicle distance. The control unit 20 causes the output unit 18 to output an alarm at the set alarm timing based on the determination result that the state of proximity is reached. Further, the control unit 20 learns the operation of the host vehicle A and updates the alarm timing. The control unit 20 includes a relative speed acquisition unit 30, an inter-vehicle distance acquisition unit 32, a determination threshold setting unit 34, a determination unit 36, a speed change acquisition unit 38, and an alarm control unit 40.

The relative speed acquisition unit 30 acquires, from the relative speed detection unit 12, the detection result of the relative speed of the host vehicle A relative to the preceding vehicle B. Alternatively, the relative speed acquisition unit 30 may acquire the relative speed from a not-shown relative speed calculation unit that acquires the vehicle information including the speed from CAN (Controller Area Network) and calculates the relative speed. The relative velocity acquisition unit 30 acquires the latest value of the relative velocity detection result for each predetermined time. The inter-vehicle distance acquisition unit 32 acquires the detection result of the inter-vehicle distance between the host vehicle A and the preceding vehicle B from the inter-vehicle distance detection unit 14. The inter-vehicle distance acquisition unit 32 acquires the latest value of the detection result of the inter-vehicle distance every predetermined time.

The determination threshold setting unit 34 acquires, from the storage unit 22, a determination threshold for determining a proximity state. The determination threshold is a predetermined set value, and the value is not changed in the first embodiment. However, the determination threshold may be changed (updated) by the alarm control unit 40 as described later.

The determination unit 36 acquires the current value (latest value) of the relative velocity detection result from the relative velocity acquisition unit 30, and acquires the current value (latest value) of the inter-vehicle distance detection result from the inter-vehicle distance acquisition unit 32. . The determination unit 36 calculates a collision prediction time based on the relative speed and the inter-vehicle distance. The collision prediction time is the time until the host vehicle A collides with the preceding vehicle B when the relative speed continues in this state. For example, when the inter-vehicle distance is 12 m and the relative speed of the own vehicle A to the preceding vehicle B (the relative speed of the own vehicle A approaching the preceding vehicle B) is 4 m / s, the determination unit 36 determines the collision prediction time Is calculated to be 3 seconds.

The determination unit 36 further obtains a determination threshold from the determination threshold setting unit 34. The determination threshold is set to, for example, a value indicating that the host vehicle A may collide with the leading vehicle B when the collision prediction time is a value equal to or less than the determination threshold. For example, although the determination threshold is set as 3 seconds, it is not limited to this and may be set arbitrarily.

The determination unit 36 determines whether the host vehicle A is in proximity to the preceding vehicle B based on the relative speed, the inter-vehicle distance, and the determination threshold. The proximity state refers to a state in which the host vehicle A may collide with the preceding vehicle B when a predetermined time passes, for example, when the relative speed continues in this state. Alternatively, the determination unit 36 may determine whether the vehicle is in the close state based on the inter-vehicle distance between the host vehicle A and the preceding vehicle B and the host vehicle speed. A determination threshold is used to determine the predetermined time here. That is, the determination unit 36 determines that the own vehicle A is in the close state when the calculated estimated collision time is equal to or less than the determination threshold, and the own vehicle A approaches when the calculated estimated collision time is higher than the determination threshold. Judge not in the state. In the above-described example, since the collision prediction time is 3 seconds and the determination threshold is also 3 seconds, the determination unit 36 determines that the current vehicle A is in the proximity state.

The speed change acquisition unit 38 acquires the detection result of the degree of speed change of the host vehicle A from the speed change detection unit 16. Alternatively, the speed change acquisition unit 38 may acquire the degree of speed change from a speed change calculation unit (not shown) that acquires vehicle information including speed from a CAN (Controller Area Network) and calculates the speed change. The degree of speed change of the host vehicle A is a value based on the speed change (acceleration) of the host vehicle A detected by the speed change detection unit 16 and is an index indicating how intense the speed change of the host vehicle A is. . In the first embodiment, the degree of the speed change of the host vehicle A is the value of the speed change of the host vehicle A itself. That is, the speed change acquisition unit 38 acquires the value of the speed change of the host vehicle A from the speed change detection unit 16. However, although the details will be described later, the speed change acquisition unit 38 acquires the detection results of other parameters (the depression force of the brake, etc.) in addition to the value of the speed change of the host vehicle A. The degree of speed change may be obtained (calculated). Note that the degree of speed change of the host vehicle A is a value that can be acquired from the operating state of the host vehicle A only, regardless of the operating state of the leading vehicle B.

More specifically, the speed change acquisition unit 38 acquires the detection result of the speed change of the host vehicle A, using the determination that the determination unit 36 is in the proximity state as a trigger. That is, the speed change acquisition unit 38 acquires the degree of speed change of the host vehicle A after the approach timing. The proximity timing is the timing at which the determination unit 36 determines that it is in the proximity state. Also, hereinafter, the degree of speed change of the host vehicle A after the close timing is described as a close speed change value. Specifically, the speed change acquisition unit 38 acquires, as a proximity speed change value, the degree of the speed change of the host vehicle A during a predetermined time elapsed from the proximity timing. The predetermined time is, for example, a time during which the host vehicle A can be stopped at least by sudden braking, such as several seconds, and is, for example, a value equal to or less than the determination threshold. Usually, when the host vehicle A approaches the preceding vehicle B to such an extent that it is determined to be in the close state, the driver decelerates the host vehicle A to avoid a collision. Therefore, the speed change acquisition unit 38 acquires the degree of deceleration of the host vehicle A (acceleration in the deceleration direction) from the approach timing to the elapse of a predetermined time as the approach speed change value. Although the speed change detection unit 16 samples the speed change of the host vehicle A regardless of whether it is determined to be in the proximity state, the detection of the speed change from the proximity timing is triggered by the determination that the state is proximity. You may start

The proximity speed change value acquired by the speed change acquisition unit 38 is used by the alarm control unit 40 to set the timing of the alarm output in the next and subsequent proximity states.

The alarm control unit 40 sets the alarm timing based on the proximity timing (timing determined to be in the proximity state). Further, the alarm control unit 40 changes the alarm timing based on the proximity speed change value (the degree of speed change of the host vehicle A after the proximity timing). The alarm timing is a timing at which an alarm is output to the driver of the host vehicle A. The alarm control unit 40 includes an alarm timing setting unit 50 and an alarm timing correction value calculation unit 52.

The alarm timing setting unit 50 acquires, as the proximity timing, the timing at which the determination unit 36 determines that the proximity state is in effect. Then, the alarm timing setting unit 50 reads the alarm timing correction value stored in the storage unit 22 from the storage unit 22. The alarm timing setting unit 50 sets an alarm timing based on the approach timing and the alarm timing correction value. Here, the approach timing is t0, the alarm timing correction value is Δt, and the alarm timing is t1. The alarm timing setting unit 50 calculates the alarm timing t1 as the following equation (1).

T1 = t0 + Δt (1)

That is, the alarm timing setting unit 50 sets a value obtained by adding the alarm timing correction value Δt to the proximity timing t0 as the alarm timing t1. In other words, the alarm timing setting unit 50 sets a timing delayed by the alarm timing correction value Δt from the proximity timing t0 as the alarm timing t1. The alarm timing correction value Δt is a value calculated by the alarm timing correction value calculation unit 52 as described later, and is calculated as a value of 0 or more (a value of 0 seconds or more).

The alarm timing correction value calculation unit 52 calculates an alarm timing correction value Δt. The alarm timing correction value Δt is a correction value for shifting (correcting) the alarm timing t1 after the next time from the proximity timing t0, as in the above-mentioned equation (1). The warning timing correction value calculation unit 52 calculates a warning timing correction value Δt based on the proximity velocity change value (the degree of the velocity change of the host vehicle A from the proximity timing) acquired by the velocity change acquisition unit 38. The alarm timing correction value calculation unit 52 updates and calculates the alarm timing correction value Δt each time the proximity speed change value is acquired, that is, each time the proximity state is reached. In other words, the alarm timing correction value calculation unit 52 performs learning based on the proximity speed change value, updates and calculates the alarm timing correction value Δt, and corrects the alarm timing t1 from the next time on.

Specifically, the alarm timing correction value calculation unit 52 acquires, from the speed change acquisition unit 38, an approach speed change value from the current approach timing. Further, the alarm timing correction value calculation unit 52 acquires from the storage unit 22 the change threshold and the alarm timing correction value Δt that has been calculated by the learning up to the previous time. The change threshold is a threshold set in advance to update the value of the alarm timing correction value Δt. The change threshold may be a single numerical value or a predetermined numerical range. The alarm timing correction value calculation unit 52 changes the calculated alarm timing correction value Δt based on the magnitude relationship between the proximity speed change value and the change threshold value, and changes the alarm timing correction value Δt as the update alarm timing correction value. Calculated as Δt ′. The alarm timing correction value calculation unit 52 stores the updated alarm timing correction value Δt ′ in the storage unit 22 as the updated alarm timing correction value Δt.

More specifically, when the proximity speed change value is equal to or greater than the change threshold, the alarm timing correction value calculation unit 52 reduces the value of the calculated alarm timing correction value Δt and updates the reduced value as the update alarm timing. Calculated as the correction value Δt ′. The alarm timing correction value calculation unit 52 makes the alarm timing t1 after the next time earlier by decreasing the value of the alarm timing correction value Δt. In other words, the alarm timing correction value calculation unit 52 sets the alarm timing t1 after the next time to a timing closer to the proximity timing t0. Further, when the proximity speed change value is smaller than the change threshold value, the alarm timing correction value calculation unit 52 enlarges the value of the alarm timing correction value Δt that has already been calculated, and updates the increased value as the update alarm timing correction value Δt. Calculate as'. The alarm timing correction value calculation unit 52 delays the alarm timing t1 after the next time by increasing the value of the alarm timing correction value Δt. In other words, the alarm timing correction value calculation unit 52 sets the alarm timing t1 after the next time to a timing delayed from the proximity timing t0. Note that the alarm timing correction value calculation unit 52 sets the lower limit value of the updated alarm timing correction value Δt ′ (alarm timing correction value Δt) as 0, so that the alarm timing correction value Δt does not become a value smaller than 0. Do. As a result, the alarm timing t1 is not earlier than the proximity timing t0. Further, the alarm timing correction value calculation unit 52 sets the upper limit value of the updated alarm timing correction value Δt ′ (alarm timing correction value Δt), so that the alarm timing correction value Δt does not become a larger value than this upper limit value. Do. As a result, the time when the alarm timing t1 is delayed from the approach timing t0 is limited so that the alarm timing t1 is not delayed too much.

The warning timing correction value calculation unit 52 calculates the amount of change of the warning timing correction value Δt based on the difference between the proximity speed change value and the change threshold value. That is, the larger the difference between the proximity speed change value and the change threshold value, the larger the amount of change in the calculated alarm timing correction value Δt, and the difference between the proximity speed change value and the change threshold value. Is smaller, the amount of change in the calculated alarm timing correction value Δt is smaller. Also, the alarm timing correction value calculation unit 52 divides the difference between the current proximity speed change value and the change threshold value by the number of times the proximity speed change value has been detected so far, and based on the divided value, the alarm timing correction. The amount of change of the value Δt may be calculated.

As described above, the alarm timing correction value calculation unit 52 updates the alarm timing correction value Δt based on the proximity speed change value (degree of speed change of the host vehicle A from the proximity timing). The alarm timing setting unit 50 sets the alarm timing t1 at the next proximity timing using the alarm timing correction value Δt updated at the current proximity timing. That is, the alarm timing setting unit 50 uses the alarm timing correction value Δt updated by the alarm timing correction value calculation unit 52 for setting the alarm timing t1 after the next time. The alarm timing setting unit 50 sets the alarm timing t1 at the present proximity timing using the alarm timing correction value Δt that has been calculated at the previous proximity timing.

Thus, the alarm control unit 40 changes the alarm timing t1 from the next time using the alarm timing correction value Δt calculated based on the proximity speed change value. In other words, the alarm control unit 40 changes the current alarm timing t1 based on the current proximity timing t0 and the alarm timing correction value Δt already calculated up to the previous proximity timing. Then, the alarm control unit 40 updates the alarm timing correction value Δt to be smaller when the approach speed change value (degree of the speed change of the host vehicle A from the approach time) is equal to or greater than the change threshold. Alarm timing t1 of Then, when the proximity speed change value is smaller than the change threshold value, the alarm control unit 40 updates the alarm timing correction value Δt so as to be large, and delays the alarm timing t1 from the next time onward. Further, the change timing of the alarm timing t1 is not limited to the next time. In order to calculate the correction value of the alarm timing (alarm timing correction value Δt), there may be an embodiment such as taking an average value of several proximity states.

The alarm control unit 40 controls the output unit 18 to output an alarm at the alarm timing t1 set as described above. Thus, the output unit 18 outputs an alarm at the alarm timing t1.

The alarm control unit 40 may update the determination threshold used to determine the proximity state based on the proximity velocity change value (degree of velocity change of the host vehicle A from the proximity timing). Based on the updated determination threshold value, the determination unit 36 determines whether the next or subsequent proximity state is present. In this case, the alarm control unit 40 increases the determination threshold when the proximity speed change value is equal to or greater than the predetermined threshold, and decreases the determination threshold when the proximity speed change value is smaller than the predetermined threshold. When the determination threshold is large, it is easy to be determined as being in the proximity state, and when the determination threshold is small, it is difficult to be determined as being in the proximity state.

In addition, the alarm control unit 40 may set the alarm timing t1 so as to be changeable for each driver. That is, the driving support device 10 includes a driver information acquisition unit (not shown), identifies the driver by the driver information acquisition unit, and stores the alarm timing correction value Δt in the storage unit 22 for each driver. It is also good. In this case, for example, when the driver riding on the host vehicle A inputs his / her information (such as an ID) into the input unit 19, the driver information acquisition unit acquires the driver's information and identifies the driver. Do. The alarm control unit 40 reads out from the storage unit 22 the alarm timing correction value Δt which is assigned to and stored in the driver identified by the driver information acquisition unit. The driver information acquisition unit can also identify the driver using known techniques such as person authentication by a camera and ID identification by communication with a possessed smartphone. As described above, the alarm control unit 40 may include a driver information acquisition unit for identifying the driver of the host vehicle A, and may set an alarm timing for each identified driver. Thus, the driving support apparatus 10 can learn and set the alarm timing t1 for each driver, and can appropriately set the alarm timing even when, for example, the driver of the host vehicle A changes. it can.

As described above, the warning control unit 40 may include a driver information acquisition unit for identifying a driver, and may set the warning timing t1 for each identified driver. That is, the driving assistance apparatus 10 may have a learning function for each driver and may change the alarm timing t1 in accordance with the driving characteristic of the driver. The driver's recognition may be manually selected from the driver list registered in advance, or may be a known method such as face authentication, fingerprint authentication, authentication of a wireless ID of a smartphone, license number authentication You may use my number authentication. Furthermore, when the driver information acquisition unit detects that the driver has not driven the vehicle A for a predetermined period or more, the warning control unit 40 returns the warning timing t1 for the driver to the initial setting value. It is also good. The initial setting value is an alarm timing t1 before the alarm timing t1 is changed based on the detection result of the degree of speed change of the host vehicle A. In the present embodiment, the alarm timing t1 of the initial setting value is the proximity timing t0 because the alarm timing correction value Δt does not exist. Further, the predetermined period is a period set in advance, such as several weeks, for example, and is a period that the driver feels when driving after a long time. If the driver performs daily driving, the driver may feel that it is not a long time if he does not drive for several days, so the predetermined period can be set arbitrarily.

As described above, the driving support apparatus 10 may set the warning timing t1 learned for each driver as a default setting (initially set value) for the driver who is not driving for a predetermined period. For safety warnings such as a frontal collision, it is preferable for the safety for users who are not used to driving to warn early if it is bothersome for users who are used to driving and it is a bother for early warnings. It is desirable to appropriately reduce the number of warnings by delaying the timing of emitting For this reason, the driving support apparatus 10 can enhance the safety for the user who has not driven for a certain period of time by setting the warning timing as the initial setting regardless of the previous learning result. In the case of a user who is not accustomed to driving, the warning timing is earlier than the initial setting value, it is desirable to set the warning timing to the earlier one of the initial setting value and the learning result.

Further, the alarm timing t1 reflects the value changed based on the detection result of the degree of speed change of the host vehicle A also at the time of driving the next day and thereafter. However, the alarm control unit 40 may reset the contents of change of the alarm timing up to the previous day, and return the alarm timing t1 at the start of driving of the host vehicle A on the current day to the initial setting value. That is, the driving support device 10 may reset the warning timing t1 learned by the previous day and start from the initial set value at the start of driving daily. At this time, immediately after the start of driving, a proximity warning with the preceding vehicle B is easily issued, but it is difficult to learn and issue a warning while performing safe driving. By adopting such an embodiment, it will be objectively evaluated that the user is driving safely, and that the user can feel it and use it as an opportunity to keep in mind daily safe driving. Can.

The driving support device 10 is configured as described above. Hereinafter, the output flow of the alarm by the driving support system 100 will be described. FIG. 3 is a flowchart for explaining an output flow of an alarm by the driving support system according to the first embodiment. As shown in FIG. 3, when outputting an alarm, the determination unit 36 of the driving support system 100 acquires the determination threshold from the determination threshold setting unit 34 (step S10), and the relative speed acquisition unit 30 The detection result of the relative speed with respect to the leading vehicle B is acquired, and the detection result of the inter-vehicle distance between the host vehicle A and the leading vehicle B is acquired from the inter-vehicle distance acquisition unit 32 (step S12). Thereafter, the determination unit 36 determines whether the host vehicle A is in the close state based on the relative speed, the inter-vehicle distance, and the determination threshold (step S14). If the determination section 36 determines that it is not in the proximity state (step S14; No), the process returns to step S12, acquires the latest value of the relative speed and the inter-vehicle distance, and continues determination of whether or not it is in the proximity state. When it is determined that the determination unit 36 is in the proximity state (Step S14; Yes), the alarm control unit 40 sets the alarm timing t1 based on the proximity timing t0 and the alarm timing correction value Δt. (Step S16). The alarm control unit 40 sets the alarm timing t1 based on the proximity timing t0 determined to be in the proximity state by the alarm timing setting unit 50 and the alarm timing correction value Δt calculated at the previous proximity timing. . The alarm control unit 40 causes the output unit 18 to output an alarm at this alarm timing t1 (step S18). Thereafter, the driving support system 100 continues the determination processing of the proximity state and the setting processing of the alarm timing t1, and ends the processing according to the instruction to end the processing.

Next, a flow of calculation (update) of the alarm timing correction value Δt will be described. FIG. 4 is a flowchart illustrating processing of calculating an alarm timing correction value by the driving support system according to the first embodiment. As shown in FIG. 4, when the determination unit 36 determines that the vehicle is in the close state (step S20), the alarm timing correction value calculation unit 52 in the driving support system 100 receives the proximity change timing from the speed change acquisition unit 38. The detection result of the speed change of the host vehicle A (proximity speed change value) is acquired (step S22). After acquiring the proximity speed change value, the alarm timing correction value calculation unit 52 calculates and updates the alarm timing correction value Δt from the next time based on the proximity speed change value (step S24). Specifically, the alarm timing correction value calculation unit 52 corrects the alarm timing based on the proximity speed change value from the current proximity timing, the alarm timing correction value Δt already calculated in the previous learning, and the change threshold value. Update the value Δt. The updated alarm timing correction value Δt is used to calculate the alarm timing at the next approach timing in step S16 of FIG. The alarm timing correction value calculation unit 52 continues updating the alarm timing correction value Δt, and ends the present process according to the instruction to end the process.

Here, if the alarm timing t1 is not corrected by the alarm timing correction value Δt, the timing for outputting the alarm is determined according to only the proximity timing t0. The approach timing t0 is a timing that is calculated based on the relative speed and the inter-vehicle distance, and it is determined that the host vehicle A may collide with the preceding vehicle B. Therefore, when an alarm is output in response to the proximity timing t0, the driver can be alerted to promote the prevention of a collision. However, whether the timing for outputting an alarm is appropriate may differ depending on the driver. For example, depending on the driver, the warning at this timing may be felt too early to disturb the driving. Conversely, the warning at this timing may be too late, so the response may be delayed and the brake applied suddenly. Conceivable. Further, since the proximity timing t0 depends not only on the operating state of the host vehicle A but also on the operating state of the preceding vehicle B, the alarm based on only the proximity timing t0 may not be an appropriate timing. For example, when the driver has stepped on the brake strongly and the relative speed is lowered, the timing of outputting the alarm may be delayed. Further, when the preceding vehicle B decelerates rapidly due to a sudden braking and the driver also suddenly decelerates to decelerate the own vehicle A, the relative speed becomes almost constant, and the timing of outputting an alarm may be delayed. As described above, data based on the relative velocity and the inter-vehicle distance (proximity timing t0) may not be sufficient to appropriately output the alarm. On the other hand, the driving support apparatus 10 according to the first embodiment learns an appropriate alarm timing t1 (calculates an alarm timing correction value Δt) based on the degree of speed change of the host vehicle A after the proximity timing t0. The alarm timing t1 from the next time is changed. Since the driving support device 10 learns and corrects the alarm timing t1 based on the speed change of the host vehicle A, that is, the operation state, the alarm is output at the timing according to the driver's tendency and the characteristics of the host vehicle A. It is possible to

Specifically, the driving assistance apparatus 10 according to the first embodiment includes a relative speed acquisition unit 30, an inter-vehicle distance acquisition unit 32, a determination unit 36, a speed change acquisition unit 38, and an alarm control unit 40. . The relative speed acquisition unit 30 acquires the detection result of the relative speed of the host vehicle A with respect to the preceding vehicle B. The inter-vehicle distance acquisition unit 32 acquires the detection result of the inter-vehicle distance between the host vehicle A and the preceding vehicle B. The determination unit 36 determines whether the host vehicle A is in proximity to the preceding vehicle B based on the relative speed and the inter-vehicle distance. The speed change acquisition unit 38 acquires the detection result of the degree of speed change of the host vehicle A. The alarm control unit 40 sets an alarm timing t1, which is a timing for outputting an alarm to the driver of the host vehicle A, based on the timing (proximity timing t0) determined to be in the proximity state. Then, the alarm control unit 40 changes the alarm timing t1 from the next time on the basis of the detection result (proximity speed change value) of the degree of speed change of the host vehicle A after being determined to be in the close state.

The driving support apparatus 10 corrects the alarm timing t1 from the next time on the basis of the speed change of the host vehicle A from the proximity state, that is, the degree of deceleration of the host vehicle A after approaching the leading vehicle B. Therefore, the driving support device 10 learns the operation of the host vehicle A in a state in which the dependence on the operation of the leading vehicle B is suppressed, and from the next time on, according to the driver's tendency and the characteristics of the host vehicle A. The timing of the alarm can be properly controlled.

Further, when the change in speed of the host vehicle A (proximity speed change value) after it is determined that the vehicle is in the close state is equal to or more than the change threshold set in advance, the alarm control unit 40 Make it fast. Then, the alarm control unit 40 delays the alarm timing t1 from the next time, when the speed change of the host vehicle A after being determined to be in the close state is smaller than the change threshold. When the speed change of the host vehicle A from the proximity state is large, that is, when the vehicle is suddenly decelerated, the driving support apparatus 10 makes the alarm timing t1 from the next time earlier to notify the alarm earlier. In this case, the driving support device 10 determines that the driver is rapidly decelerating because the driver is decelerating because it tends to be delayed from the timing to be decelerated, and notifies the warning early from the next time to decelerate early. It is possible to urge the driver to Thereby, the risk of the collision of the own vehicle A can be suppressed. On the other hand, when the speed change of the host vehicle A from the proximity state is small, that is, when the speed is gradually reduced, the driving support device 10 delays the alarm timing t1 from the next time and delays the alarm notification. In this case, since the driving support device 10 starts deceleration with a margin for the timing at which the driver should decelerate, it is determined that the deceleration is moderate, and the alarm notification is delayed from the next time to drive. Avoid giving unnecessary alert notices to people. This enables the driver to drive without being bothered by unnecessary alarm notification. By thus controlling the alarm timing t1 from the next time, the driving support apparatus 10 can learn the operation of the host vehicle A more appropriately, and can appropriately control the timing of the next alarm.

Second Embodiment
Next, a driving support system 100A according to the second embodiment will be described. The driving support system 100A according to the second embodiment differs from the first embodiment in that the speed change detection unit 16A detects a plurality of parameters. Descriptions of parts of the second embodiment having the same configuration as the first embodiment will be omitted.

FIG. 5 is a schematic block diagram of a driving support system according to a second embodiment. As shown in FIG. 5, the speed change detection unit 16A according to the second embodiment includes an acceleration sensor 60, a pressure detection unit 62, a weight scale 64, a tension detection unit 66, and a treading force detection unit 68. The speed change detection unit 16A mainly captures the detection results of these parts as the degree of speed change of the host vehicle A due to the sudden braking and outputs the result to the speed change acquisition unit 38A.

The acceleration sensor 60 detects the acceleration of the host vehicle A as a value of the speed change of the host vehicle A. Note that, instead of the acceleration sensor 60, the above-mentioned speed sensor may be provided, or in addition to the acceleration sensor 60, a speed sensor may be provided. The pressure detection unit 62 is a pressure sensor provided on the suspension of the host vehicle A, and detects a pressure change acting on the suspension. The pressure detection unit 62 outputs the detection result of the pressure change amount to the speed change acquisition unit 38A as one parameter of the degree of speed change of the vehicle A. The weight scale 64 is a weight sensor provided on the seat of the host vehicle A, and detects a change in weight acting on the seat of the host vehicle A. The weight scale 64 outputs the detection result of the weight change acting on the seat of the host vehicle A to the speed change acquisition unit 38A as one parameter of the degree of the speed change of the host vehicle A. The tension detection unit 66 is a tension sensor provided on the seat belt of the host vehicle A, and detects a change in tension of the seat belt. The tension detection unit 66 outputs the detection result of the change in tension of the seat belt to the speed change acquisition unit 38A as one parameter of the degree of speed change of the host vehicle A. The pedaling force detection unit 68 is a sensor provided on the brake of the host vehicle A, and detects a change in pedaling force acting on the brake. The pedaling force detection unit 68 outputs the detection result of the pedaling force change acting on the brake to the speed change acquisition unit 38A as one parameter of the degree of speed change of the host vehicle A.

The speed change acquisition unit 38A according to the second embodiment acquires the value of the speed change of the host vehicle A from the proximity timing from the acceleration sensor 60, and the value of the pressure change of the suspension from the pressure detection unit 62 (from the proximity timing The pressure change amount in unit time is acquired. In addition, the speed change acquisition unit 38A acquires the value of the weight change of the seat (the amount of weight change in unit time from the proximity timing) from the weight scale 64, and the value of the tension change of the seat belt from the tension detection unit 66 ( The tension change amount in unit time from the approach timing is acquired, and the value of the pedal effort change to the brake (the pedal effort change amount in the unit time from the approach timing) is acquired from the pedal effort detection unit 68. The speed change acquisition unit 38A calculates (determines) the degree of speed change of the host vehicle A based on these values. The speed change acquisition unit 38A, for example, increases the degree of speed change of the host vehicle A as the values of pressure change, weight change, tension change, and pedal force change from proximity timing increase, and pressure change from the proximity timing, weight As the values of the change, the change in tension, and the change in treading force become smaller, the degree of the speed change of the host vehicle A is set smaller. The alarm timing correction value calculation unit 52A according to the second embodiment acquires the degree of speed change of the host vehicle A set in this manner, and calculates an alarm timing correction value Δt based on the degree. As described above, in the second embodiment, the degree of speed change of the host vehicle A is set based on pressure change, weight change, tension change, and pedal force change, so that the direct feeling of the driver or the passenger is felt. The near sense of incongruity and the degree of danger can be reflected in the learning of the alarm timing t1. More specifically, by applying a sudden brake, a driver or a passenger can be in a forward position, and a state in which he feels anxiety or danger can be detected and reflected in timing learning. In the present embodiment, the change in the speed of the host vehicle A is obtained using all the detection results of the acceleration sensor 60, the pressure detection unit 62, the weight scale 64, the tension detection unit 66, and the pedaling force detection unit 68. Although the degree is set, the degree of speed change of the host vehicle A may be set using at least one of the detection results. That is, the speed change acquisition unit 38A acquires and acquires at least one of the detection result of the weight change of the weight scale 64, the detection result of the tension change of the seat belt, and the detection result of the pressure change acting on the suspension. The degree of speed change of the host vehicle A may be determined based on at least one of the weight change amount, the acquired tension change amount, and the acquired pressure change amount. In other words, the alarm control unit 40 may change the alarm timing t1 based on at least one of the acquired weight change amount, the acquired tension change amount, and the acquired pressure change amount.

As described above, the speed change acquisition unit 38A according to the second embodiment acquires the detection result of the weight change of the weighing scale 64 provided in the seat of the host vehicle A, and based on the acquired weight change amount, Determine the degree of speed change. As a result, the driving support apparatus 10 according to the second embodiment can reflect in the learning of the alarm timing t1 an uncomfortable feeling or a degree of danger closer to the direct feeling of the driver or the passenger.

In addition, the speed change acquisition unit 38A according to the second embodiment acquires the detection result of the tension change of the seat belt provided in the seat of the host vehicle A, and the speed change of the host vehicle based on the acquired tension change amount. Determine the degree of As a result, the driving support apparatus 10 according to the second embodiment can reflect in the learning of the alarm timing t1 an uncomfortable feeling or a degree of danger closer to the direct feeling of the driver or the passenger.

The speed change acquisition unit 38A according to the second embodiment acquires the detection result of the pressure change acting on the suspension of the host vehicle A, and determines the degree of speed change of the host vehicle based on the acquired pressure change amount. Do. As a result, the driving support apparatus 10 according to the second embodiment can reflect in the learning of the alarm timing t1 an uncomfortable feeling or a degree of danger closer to the direct feeling of the driver or the passenger.

Further, for example, the alarm timing correction value calculation unit 52A according to the second embodiment, as in the first embodiment, detects the alarm timing correction value based on the detection result from the acceleration sensor 60, that is, the value of the speed change of the host vehicle A. The alarm timing correction value Δt may be further corrected based on the detection results of others (pressure detection unit 62, weight scale 64, tension detection unit 66, treading force detection unit 68) by calculating Δt. In this case, the alarm timing correction value calculation unit 52A reduces the alarm timing correction value Δt as the values of pressure change, weight change, tension change, and pedal force change from the proximity timing increase, and the pressure change from the proximity timing, weight The alarm timing correction value Δt is increased as the values of the change, the change in tension, and the change in treading force become smaller.

In addition, the speed change detection unit 16A may have a passenger state detection unit (not shown) that detects the state of emotion of the passenger. The passenger is a passenger of the host vehicle A other than the driver, and is a passenger who gets in the passenger seat or the rear seat of the host vehicle. The alarm timing correction value calculation unit 52A calculates the alarm timing correction value Δt based on the detection result from the acceleration sensor 60, that is, the value of the speed change of the host vehicle A, and the passenger state detection unit The alarm timing correction value Δt may be further corrected based on the detection result. In other words, the alarm control unit 40 changes the alarm timing t1 based on the acquired detection result of the state of emotion of the passenger and the acquired speed change of the host vehicle A. The passenger's state detection unit detects the state of the passenger's feeling by detecting the state of the passenger's feeling of anxiety or danger, and the alarm timing correction value calculation unit 52A warns the state of the passenger's state. By reflecting on t1, it becomes possible to reflect in the learning of the alarm timing t1 the degree of discomfort or danger closer to the direct feeling of the passenger. The value of the speed change of the host vehicle A may be a value obtained by time-differentiating the speed of the host vehicle A detected by the degree sensor, as in the first embodiment.

For example, the passenger status detection unit may be a pulse sensor that detects the pulse of the passenger, a voice sensor that detects the voice of the passenger, an imaging device that detects the expression and blink frequency of the passenger, and the temperature of the passenger. It may be at least one of a temperature sensor (eg, a thermo camera) to detect. For example, if the passenger feels that there is a high risk of collision with the forward vehicle B, the pulse of the passenger may rise, the voice of the passenger may change, the expression of the passenger may change, or the blink of the passenger The number of times and the temperature of the passenger become high, etc. (Pulse, voice, expression, blink frequency, temperature) reflect the state of emotion of the passenger. For example, the speed change acquisition unit 38A increases the degree of speed change of the host vehicle A as the pulse rate of the passenger increases, and the alarm timing correction value calculation unit 52A makes the alarm timing t1 after the next time earlier. In addition, when the speed change acquisition unit 38A detects that the sound volume of the passenger's voice is increased, or that a predetermined keyword such as "dangerous" is present in the sound, the degree of speed change of the host vehicle A, etc. The alarm timing correction value calculation unit 52A makes the alarm timing t1 after the next time earlier. In addition, when the speed change acquisition unit 38A detects that the expression of the passenger is a predetermined expression, that is, the expression that felt danger, the degree of the speed change of the host vehicle A is increased, and the alarm timing correction value The calculation unit 52A makes the alarm timing t1 after the next time earlier. Further, the speed change acquisition unit 38A increases the degree of speed change of the host vehicle A as the number of blinks of the passenger increases, and the alarm timing correction value calculation unit 52A makes the alarm timing t1 after the next time earlier. The speed change acquisition unit 38A increases the degree of speed change of the host vehicle A as the passenger's body temperature rises, and the alarm timing correction value calculation unit 52A makes the alarm timing t1 after the next time earlier.

Thus, the speed change acquisition unit 33A acquires the detection result of the state of emotion of the passenger and the speed change of the host vehicle A, and the acquired detection result of the state of emotion of the passenger and the acquired host vehicle Based on the speed change of A, the degree of speed change of the host vehicle A may be determined. The driver always confirms the situation around the vehicle, and operates the accelerator and the brake by himself so that the behavior of the vehicle can be predicted. For this reason, evaluation of the degree of the incident may be subjective. In this way, by changing the warning timing t1 on the basis of the degree of danger or near-missedness felt by the passenger, the driver recognizes itself by an objective standard that the driver is aware of the level of safe driving. It is possible to change the timing t1.

In addition, the driving support system 100A may have an external brightness detection unit (not shown). The external luminance detection unit is a luminance sensor that detects a change in luminance in the external environment of the host vehicle A, that is, a change in brightness of the external environment. The external luminance detection unit in the present embodiment is, for example, an illuminance sensor, and detects the luminance of the external environment sequentially at each predetermined timing. However, the external luminance detection unit may be any one as long as it detects a change in luminance in the external environment of the host vehicle A. For example, setting values such as camera exposure, shutter speed and AGC (automatic gain control) have been changed. May be detected.

The alarm timing correction value calculation unit 52A sequentially acquires the detection result of the detection of the luminance of the external environment by the external luminance detection unit. When the change in luminance of the external environment is larger than a predetermined value, the alarm timing correction value calculation unit 52A detects the speed change acquisition unit 33A during a predetermined time from the timing when the change in luminance of the external environment becomes larger than the predetermined value. The degree of the speed change of the own vehicle determined in the above is not reflected in the change of the alarm timing t1 from the next time. That is, the warning timing correction value calculation unit 52A does not use the degree of the speed change of the host vehicle when the change of the luminance of the external environment is larger than the predetermined value, for learning of the warning timing t1. Here, the predetermined value is a predetermined value and can be set arbitrarily. Further, the predetermined time here is also a predetermined value such as several seconds, for example, and can be set arbitrarily.

As described above, the alarm control unit 40 obtains the detection result of the luminance of the external environment of the host vehicle A, and is determined to be in the proximity state when the luminance change of the external environment within the predetermined period is larger than the predetermined value. The detection result of the degree of speed change of the host vehicle A from the above is excluded from the change condition of the alarm timing t1 (not reflected in the change of the alarm timing t1). By doing this, the driving support system 100A can not set the case where there is an abrupt change in luminance due to a tunnel or the like as the learning target in the learning of the alarm timing t1. Immediately after entering the tunnel, the eyes are not dimmed, and if there is proximity to the preceding vehicle B at this time, strong braking may be performed for safety. It is dangerous to continue to step on the accelerator when the sun suddenly enters the eyes, and the speed change by loosening the accelerator operation may be large. The driving support system 100A can change the alarm timing t1 according to the degree of safe driving of the driver by excluding such a case from the learning target.

Third Embodiment
Next, a third embodiment will be described. The driving support system 100 according to the third embodiment differs from the first embodiment in that the alarm control unit 40A has a mode selection unit 54A. Descriptions of parts of the third embodiment that share the same configuration as the first embodiment will be omitted. The alarm control unit 40A according to the third embodiment can also be combined with the second embodiment.

FIG. 6 is a schematic block diagram of an alarm control unit according to the third embodiment. As shown in FIG. 6, the alarm control unit 40A according to the third embodiment includes an alarm timing setting unit 50, an alarm timing correction value calculation unit 52, and a mode selection unit 54A. The mode selection unit 54A includes an external environment acquisition unit (not shown) that acquires the external environment of the host vehicle A, and selects a mode for each external environment that matches the external environment acquired by the external environment acquisition unit. The mode includes, for example, a rainy weather mode, a fine weather mode, and a nighttime mode, and a plurality of modes are set according to the difference in the external environment. The storage unit 22 stores an alarm timing correction value Δt for each mode. The alarm timing correction value calculation unit 52 reads the calculated alarm timing correction value Δt of the mode selected by the mode selection unit 54A from the storage unit 22. Then, the alarm timing correction value calculation unit 52 updates the alarm timing correction value Δt in the same manner as in the first embodiment. However, the alarm timing correction value calculation unit 52 sets the value of the alarm timing correction value Δt to be different for each mode. For example, in the nighttime mode, the value of the alarm timing correction value Δt is set to be smaller than that of normal (daytime). Further, in the rainy weather mode, the value of the alarm timing correction value Δt is set to be smaller than that in the fine weather mode. In the present embodiment, since the alarm timing correction value Δt is updated by learning, each value changes. However, since learning is performed for each mode, an appropriate alarm timing t1 can be set according to the external environment.

As described above, the alarm control unit 40A according to the third embodiment includes the external environment acquisition unit that acquires the external environment of the host vehicle A, and sets the alarm timing t1 for each acquired external environment. Therefore, the driving support apparatus 10 according to the third embodiment can set an appropriate alarm timing t1 according to the external environment.

In the present embodiment, different alarm timing correction values Δt are set for each mode (every difference in the external environment), but the stored alarm timing correction values Δt themselves are also common values regardless of the external environment. Good. In this case, for example, after reading out the alarm timing correction value Δt which is a common value, the alarm timing correction value calculation unit 52 further corrects the alarm timing correction value Δt in accordance with the external environment. The alarm timing correction value calculation unit 52 can set an appropriate alarm timing t1 according to the external environment by setting the value for correcting the alarm timing correction value Δt to a different value for each difference in the external environment. .

As mentioned above, although embodiment of this invention was described, embodiment is not limited by the content of these embodiment. Further, the above-described constituent elements include ones that can be easily conceived by those skilled in the art, substantially the same ones, and so-called equivalent ranges. Furthermore, the components described above can be combined as appropriate. Furthermore, various omissions, substitutions, or modifications of the components can be made without departing from the scope of the embodiments described above.

DESCRIPTION OF SYMBOLS 10 Driver assistance apparatus 12 Relative speed detection part 14 Inter-vehicle distance detection part 16 Speed change detection part 18 Output part 19 Input part 20 Control part 22 Storage part 30 Relative speed acquisition part 32 Inter-vehicle distance acquisition part 34 Judgment threshold value setting part 36 Judgment part 38 Speed change acquisition unit 40 Alarm control unit 50 Alarm timing setting unit 52 Alarm timing correction value calculation unit 100 Driving support system A Host vehicle B Leading vehicle t0 Approach timing t1 Alarm timing Δt Alarm timing correction value

Claims

A speed change acquisition unit that acquires a detection result of the degree of speed change of the host vehicle;
A relative velocity acquisition unit that acquires a detection result of a relative velocity of the host vehicle relative to a preceding vehicle;
An inter-vehicle distance acquisition unit that acquires a detection result of an inter-vehicle distance between the host vehicle and the leading vehicle;
A determination unit that determines whether the host vehicle is in proximity to the preceding vehicle based on the relative speed and the inter-vehicle distance;
And a warning control unit that sets a warning timing that is a timing of outputting a warning to the driver of the host vehicle based on the timing determined to be the close state.
The driving support apparatus, wherein the alarm control unit changes the alarm timing based on a detection result of a degree of change in speed of the host vehicle after being determined to be in the close state.
The speed change acquisition unit acquires a detection result of a state of an emotion of a passenger of the own vehicle other than the driver and a change in speed of the own vehicle.
The driving support device according to claim 1, wherein the alarm control unit changes the alarm timing based on the acquired detection result of the state of emotion of the fellow passenger and the acquired speed change of the host vehicle.
The speed change acquiring unit detects a change in weight of a weight scale provided on a seat of the vehicle, a detection of a change in tension on a seat belt provided on a seat of the vehicle, and a suspension of the vehicle. Obtain at least one of the detection results of pressure change acting on the
The driving support according to claim 1, wherein the alarm control unit changes the alarm timing based on at least one of the acquired weight change amount, the acquired tension change amount, and the acquired pressure change amount. apparatus.
The alarm control unit acquires the detection result of the luminance of the external environment of the host vehicle, and is determined to be in the proximity state when the change in luminance of the external environment within a predetermined period is larger than a predetermined value. The driving support device according to any one of claims 1 to 3, wherein the detection result of the degree of speed change of the host vehicle is excluded from the change condition of the alarm timing.
The alarm control unit includes a driver information acquisition unit for identifying the driver, and sets the alarm timing for each identified driver, and the driver performs the vehicle for a predetermined period or more. The driving support device according to any one of claims 1 to 4, wherein when the driver information acquisition unit detects that the vehicle is not driving, the alarm timing is returned to an initial set value.
The said alarm control part is provided with the external environment acquisition part which acquires the external environment of the said own vehicle, and sets the said alarm timing for every acquired external environment, The any one of Claim 1 to 5 Driving support device.
The said alarm control part resets the change content of the said alarm timing to the previous day, and resets the said alarm timing at the time of the driving start of the said vehicle on the day to an initial setting value. The driving support device according to any one of the above.
An on-vehicle recording device having the driving support device according to any one of claims 1 to 7.
A driving support apparatus according to any one of claims 1 to 7;
A driving support system, comprising: a detection unit that detects a speed change of the host vehicle, a relative speed of the host vehicle with respect to the leading vehicle, and an inter-vehicle distance between the host vehicle and the leading vehicle.
A speed change acquisition step of acquiring a detection result of the degree of speed change of the host vehicle;
A relative velocity acquisition step of acquiring a detection result of a relative velocity of the host vehicle relative to a preceding vehicle;
An inter-vehicle distance acquisition step of acquiring a detection result of an inter-vehicle distance between the host vehicle and the leading vehicle;
A determination step of determining whether the host vehicle is in proximity to the preceding vehicle based on the relative speed and the inter-vehicle distance;
And an alarm control step of setting an alarm timing which is a timing of outputting an alarm to the driver of the host vehicle based on the timing determined to be the close state.
The driving support method, wherein the alarm timing is changed based on the value of the speed change of the host vehicle after it is determined that the proximity state is in the alarm control step.
A speed change acquisition step of acquiring a detection result of the degree of speed change of the host vehicle;
A relative velocity acquisition step of acquiring a detection result of a relative velocity of the host vehicle relative to a preceding vehicle;
An inter-vehicle distance acquisition step of acquiring a detection result of an inter-vehicle distance between the host vehicle and the leading vehicle;
A determination step of determining whether the host vehicle is in proximity to the preceding vehicle based on the relative speed and the inter-vehicle distance;
An alarm output step of outputting an alarm to a driver of the host vehicle;
An alarm control step of setting an alarm timing which is a timing of outputting an alarm to the driver of the host vehicle based on the timing determined to be in the close state; and causing a computer operating as a driving assistance device A program,
The program which changes the said alarm timing based on the value of the speed change of the said own vehicle after determining with it being in the said proximity | contact state in the said alarm control step.