JP2012116366A - Driving support apparatus - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving support apparatus capable reducing an uncomfortable feeling given to a driver or an occupant.SOLUTION: The driving support apparatus 10 supports driving of one's own vehicle according to constraints, and includes an efficiency value calculation part 33 for calculating an efficiency value indicating a delay degree for the behavior of the own vehicle under an environment without obstacles, and a limited manipulated variable setting part 34 for relaxing the constraints as the efficient value is lower, so that, if the efficiency value is low and necessity of performing driving support is high, the range of behavior permitted for the driving support apparatus is extended, thus enabling reduction of an uncomfortable feeling given to the driver or the occupant.

Description

  The present invention relates to a driving support device that supports driving of a host vehicle.

  Conventionally, a driving support technology that supports driving of the host vehicle is known. For example, Patent Literature 1 discloses a travel support device that performs control so that a lane can be changed safely even when there is no space where the lane can be changed safely. When it is determined that the lane cannot be changed, this device determines a target space for changing the lane based on the relative distance and the relative speed, and when there is a space for changing the lane in the target space, it is directed toward the lane changeable position. The target speed is calculated, and when there is not enough space for changing the lane in the target space, the target speed is calculated toward the lane change standby position.

JP 2009-078735 A

  By the way, in an actual road environment, there are situations where driving assistance should be executed early, and conversely, driving assistance does not necessarily need to be executed early. However, the apparatus described in Patent Literature 1 can only determine whether or not the driving support can be performed under a certain constraint condition, and cannot determine whether or not the driving support is prioritized. For this reason, for example, even in a situation where the driving support is to be executed early, the driving support may not be executed indefinitely, so the driver or the occupant may feel discomfort in the driving support content.

  Then, an object of this invention is to provide the driving assistance device which can reduce the discomfort given to a driver | operator or a passenger | crew.

  In order to solve the above-described problem, a driving support device according to the present invention is a driving support device that supports driving of a host vehicle according to a constraint condition, and is an efficiency that indicates a degree of delay with respect to the behavior of the host vehicle in an environment free from obstacles. Efficiency value calculating means for calculating a value, and constraint condition changing means for relaxing the constraint condition as the efficiency value is lower.

  In the driving support apparatus according to the present invention, the efficiency value indicating the degree of delay with respect to the action of the host vehicle in an environment free of obstacles is calculated by the efficiency value calculating means, and the constraint condition becomes lower as the efficiency value is lower by the constraint condition changing means. Alleviated. As described above, when the efficiency value is low and the necessity of executing the driving support is high, it is possible to reduce the uncomfortable feeling given to the driver or the occupant by widening the range of actions allowed for the driving support device.

  Here, the constraint condition may be a condition related to an operation amount of the host vehicle.

  In this case, as the efficiency value is lower by the constraint condition changing means, the conditions relating to the operation amount of the host vehicle are eased, and the driving support is executed. As described above, when the efficiency value is lowered, for example, by expanding the range of the operation amount allowed for the driving support device, it is possible to reduce the uncomfortable feeling given to the driver or the occupant.

  The efficiency value calculating means may predict a future efficiency value based on environmental information around the host vehicle, and the constraint condition changing means may relax the constraint condition as the future efficiency value is lower.

  In this case, the efficiency value calculation means predicts the future efficiency value based on the environmental information around the host vehicle, and the constraint condition changing means lowers the future efficiency value so that the constraint condition is relaxed and driving support is provided. Executed. As a result, it is possible to implement driving support at an earlier timing than when the efficiency value of the host vehicle actually decreases, so that a sense of discomfort given to the driver or the occupant can be reduced.

  ADVANTAGE OF THE INVENTION According to this invention, the discomfort given to a driver | operator or a passenger | crew can be reduced.

It is a block block diagram of the driving assistance device concerning a 1st embodiment of the present invention. It is a schematic diagram explaining the route determination method by the driving assistance device of FIG. It is a figure which shows the example of the scene where driving assistance is implemented by the driving assistance apparatus of FIG. It is a graph which shows the time-series speed change of a preceding vehicle and the own vehicle. It is a figure which shows the example of the scene where safety improves by relaxation of the amount of restriction operations. It is a flowchart which shows operation | movement of the driving assistance apparatus of FIG. It is a figure which shows the example of the scene where the driving assistance by the driving assistance device of FIG. 1 is implemented. It is a figure which shows the example of the scene where the driving assistance by the driving assistance device of FIG. 1 is implemented. It is a block block diagram of the driving assistance device which concerns on 2nd Embodiment of this invention. It is a graph which shows the speed dependence of an efficiency value. It is a figure which shows the example of the scene where the driving assistance by the driving assistance device of FIG. 9 is implemented. It is a block block diagram of the driving assistance device which concerns on 3rd Embodiment of this invention. It is a block block diagram of the driving assistance device which concerns on 4th Embodiment of this invention. It is a block block diagram of the driving assistance device which concerns on 5th Embodiment of this invention. It is a block block diagram of the driving assistance device which concerns on 6th Embodiment of this invention. It is a block block diagram of the driving assistance device which concerns on 7th Embodiment of this invention. It is a block block diagram of the modification of the driving assistance device which concerns on 7th Embodiment of this invention. It is a flowchart which shows operation | movement of the driving assistance apparatus of the driving assistance apparatus which concerns on 1st-6th embodiment of this invention.

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

(First embodiment)
FIG. 1 is a block diagram showing a driving support apparatus according to the first embodiment of the present invention. As shown in FIG. 1, the travel support device 10 of the present embodiment includes a travel support ECU (Electronic Control Unit) 3. The travel support ECU 3 includes a CPU (Central Processing Unit), various memories, and the like, and performs overall control of the travel support device 10. The driving support ECU 3 implements various functions to be described later by loading each application program stored in the memory and executing it by the CPU. For example, a wheel speed sensor 11, a display device 21, a speaker 22, and an actuator 23 are connected to the travel support ECU 3.

  The wheel speed sensor 11 is a sensor that detects the rotational speed of the wheel of the host vehicle. The wheel speed sensor 11 transmits the detected rotation speed of the wheel to the travel support ECU 3 as a wheel speed signal.

  The travel support ECU 3 includes a host vehicle state acquisition unit 31, a history storage unit 32, an efficiency value calculation unit (efficiency value calculation unit) 33, a limited operation amount setting unit (constraint condition changing unit) 34, a travel support control unit 35, and a standard limit. An operation amount DB 36 is provided.

  The own vehicle state acquisition unit 31 refers to the measured value of the wheel speed sensor 11 every predetermined time (for example, every second) and acquires the vehicle speed of the own vehicle. Note that the vehicle speed of the host vehicle may be acquired by using in-vehicle equipment such as GPS instead of the wheel speed sensor 11 or receiving information from a sensor installed on the road. The own vehicle state acquisition unit 31 outputs the acquired vehicle speed of the own vehicle to the history storage unit 32.

  The history storage unit 32 stores the vehicle speed history of the host vehicle acquired by the host vehicle state acquisition unit 31 for a predetermined time. That is, the history storage unit 32 stores the time-series vehicle speed of the host vehicle as a history. For example, 20 minutes is used as the predetermined time. The history storage unit 32 preferably saves storage capacity by sequentially deleting histories older than the predetermined time.

  The efficiency value calculation unit 33 calculates an efficiency value that is a degree of delay with respect to the behavior of the host vehicle in an environment free from obstacles, based on the vehicle speed history stored by the history storage unit 32. For example, the efficiency value calculation unit 33 compares the time required for the action of the own vehicle in an environment free of obstacles with the time required for the action of the own vehicle in the current or future environment, so that there is no obstacle. Based on the behavior of the vehicle in the environment as a reference, the degree of delay indicating the degree of time delay is obtained, and the efficiency value is calculated. For example, the efficiency value calculation unit 33 sets the standard road environment in an environment free of obstacles, and sets the efficiency value in this standard road environment to 0 (reference value). Then, the efficiency value calculation unit 33 obtains the degree of delay by comparing the time required for the action of the own vehicle in the current or future environment with the time required for the action of the own vehicle in an environment without an obstacle. The efficiency value of the host vehicle is calculated as a value from -1 to 1. The efficiency value calculation unit 33 outputs the calculated efficiency value to the limited operation amount setting unit 34.

  The restricted operation amount setting unit 34 sets a restricted operation amount (constraint condition) of the host vehicle. The limit operation amount is the maximum or minimum operation amount that the driving support device can support driving, and limits the turning angle, steering angular velocity, brake operation amount, longitudinal acceleration, lateral acceleration, and the like, for example. The limited operation amount setting unit 34 is configured to be able to refer to the standard limited operation amount DB 36. The standard restricted operation amount DB 36 stores in advance a standard restricted operation amount that is a restricted operation amount used in a standard road environment. This standard restricted operation amount is determined based on the restriction of the operation amount that a general driver uses in daily driving.

  The restricted operation amount setting unit 34 sets the restricted operation amount based on the efficiency value calculated by the efficiency value calculating unit 33 and the standard restricted operation amount acquired with reference to the standard restricted operation amount DB 36. The limited operation amount setting unit 34 sets the limited operation amount to be large when the efficiency value is smaller than zero. That is, in this case, the restriction on the operation amount of the host vehicle is relaxed. On the other hand, when the efficiency value is 0 or more, the standard limited operation amount is set as the limited operation amount. When the efficiency value is greater than 0, the limit operation amount may be smaller than the standard limit operation amount. By doing in this way, the driving | operation assistance which improves a driver | operator's or a passenger | crew's riding comfort can be implemented.

  Here, considering the ease of understanding the description, the relationship between the limited operation amount and the comfort and convenience of the vehicle will be described with reference to FIG. When the driving support device 10 performs driving support, as shown in FIG. 2A, there are a large number of routes that the driving support device 10 can take. As illustrated in FIGS. 2B, 2 </ b> C, and 2 </ b> D, the driving support device 10 determines the course by narrowing down the course in the order of safety, traffic rules, and comfort / convenience. The restricted operation amount setting unit 34 changes the restriction on the route due to comfort and convenience shown in FIG. 2D by changing the restricted operation amount. When the limited operation amount setting unit 34 sets the limited operation amount loosely, priority is given to convenience over comfort. That is, as the maximum operation amount that can be operated as driving assistance is increased, or as the minimum operation amount is decreased, emphasis is placed on exerting the running ability of the vehicle rather than the riding comfort of the vehicle. Therefore, when the limited operation amount setting unit 34 sets the limited operation amount loosely, the driving support device 10 selects a course that can be moved farther or faster than the standard limited operation amount. can do.

  Even when the limited operation amount is set to be loose, the safety level of the host vehicle is maintained or improved and is not reduced. This point will be described with reference to examples of FIGS. First, the point that the safety level of the host vehicle is maintained even when the limited operation amount is set to be loose will be described. FIG. 3 shows a situation in which the host vehicle V0 recognizes a lane decrease ahead and attempts to change lanes. When the host vehicle V0 changes the lane, it is necessary to change the lane while maintaining an appropriate inter-vehicle distance in consideration that the preceding vehicle performs a brake operation when changing the lane or after changing the lane. Here, when the restriction operation amount is relaxed, the required inter-vehicle distance can be shortened while maintaining the safety level of the host vehicle. The reason for this will be described with reference to FIG. A chain line L1 in FIG. 4 indicates a time-series speed change of the preceding vehicle, and a solid line L2A or L2B indicates a time-series speed change of the host vehicle. The area of the region D surrounded by the chain line L1 and the solid line L2A or L2B is an inter-vehicle distance necessary for avoiding a collision between the preceding vehicle and the host vehicle. When the limit operation amount is relaxed and a stronger brake operation is possible, the required inter-vehicle distance can be shortened as compared with FIG. 4A, as shown in FIG.

  Next, the point that safety is improved even when the limited operation amount is set loosely will be described. Under the condition of the same inter-vehicle distance, it is possible to improve safety by changing the limit operation amount. This will be described with reference to the example of FIG. As described above, it is necessary to change the lane while maintaining an appropriate inter-vehicle distance. FIG. 5 (a) shows a situation in which a safe lane change cannot be performed in an operation with a standard limited operation amount because the inter-vehicle distance to the preceding vehicle is short. Here, it is assumed that the limited operation amount is relaxed. For example, if the maximum amount of lateral G is 0.2 G and the maximum steering speed is 200 deg / sec, the maximum amount of lateral G is relaxed to 0.3 G and the maximum steering speed is 300 deg / sec. To do. In this case, as shown in FIG. 5B, the time until the lane change is completed can be shortened. That is, since it is possible to reduce the inter-vehicle distance required for changing the lane, it is possible to ensure safety while realizing a reduction in destination arrival time and the like. Furthermore, the host vehicle V0 can accurately convey the intention of the lane change to the following vehicle by performing the lane change quickly as compared with the case where the lane change is gently performed. As described above, the relaxation of the limited operation amount may be able to improve the safety under the condition of the same inter-vehicle distance.

  Returning to the description of FIG. 1, a display device 21, a speaker 22, and an actuator 23 are connected to the ECU 3. The display device 21 is a display installed in the vehicle, displays various information in accordance with a driving support signal output from the driving support ECU 3, and notifies the driver. The speaker 22 outputs a predetermined sound according to the driving support signal from the driving support ECU 3. Thus, the display device 21 and the speaker 22 perform screen display and audio output as HMI (Human Machine Interface).

  The actuator 23 is a brake actuator or an accelerator actuator that intervenes in the driving operation of the driver based on the driving support signal output from the driving support ECU 3 and drives the brake or the accelerator of the host vehicle.

  Next, the operation of the driving support apparatus according to this embodiment will be described. FIG. 6 is a flowchart showing the operation of the driving support apparatus according to this embodiment. A series of driving support processes shown in FIG. 6 are repeatedly executed at a predetermined cycle set in advance in, for example, the driving support ECU 3. In the following, it is assumed that a standard limited operation amount is set in advance as the limited operation amount.

  First, when driving support is started, the host vehicle state acquisition unit 31 acquires driving information (S11). The own vehicle state acquisition unit 31 acquires the vehicle speed of the own vehicle based on at least the output result of the wheel speed sensor 11 as travel information.

  Next, the history storage unit 32 stores the history of the vehicle speed of the host vehicle acquired in the process of S11 for a predetermined time (S12). Then, the efficiency value calculation unit 33 reads the vehicle speed history stored in the history storage unit 32, and calculates the efficiency value based on the read vehicle speed history (S13). Regarding the efficiency value calculation method of the efficiency value calculation unit 33, two methods are shown as examples below.

  The first method is to determine the efficiency value according to the time during which the host vehicle is traveling at a low speed. In this case, since the efficiency value also decreases when waiting for a signal, the efficiency value should not be decreased for a predetermined time (for example, 1 minute) after the host vehicle becomes low speed (for example, 5 km / h or less). Is preferred.

The second method is to determine the efficiency value based on the average speed of the host vehicle. In this method, the vehicle speed history of the host vehicle stored by the history storage unit 32 is, for example, 4 in chronological order such as 5 minutes before, 5 to 10 minutes before, 10 to 15 minutes before, and 15 to 20 minutes before. The vehicle is divided and average vehicle speeds v0, v1, v2, and v3 in the respective ranges are obtained. Subsequently, as shown in the following formula (1), a difference between the average vehicle speed v0 and the average value of v0, v1, and v2 is obtained.
d = v0− (v1 + v2 + v3) / 3 (1)
If the difference d is 0 or more, the efficiency value is increased according to the value of the difference d. On the other hand, if the difference d is less than 0, the efficiency value is decreased according to the value of the difference d. Moreover, the efficiency value can be stabilized by providing a margin for a predetermined time until the efficiency value is increased or decreased.

  Subsequently, the limited operation amount setting unit 34 determines whether or not the efficiency value calculated in the process of S13 is reduced (S14). When the limited operation amount setting unit 34 determines that the efficiency value has decreased, the limited operation amount setting unit 34 relaxes the limited operation amount in accordance with the efficiency value (S15). On the other hand, when the limited operation amount setting unit 34 determines that the efficiency value has not decreased, the limited operation amount setting unit 34 does not change the limited operation amount. Thus, the series of processes shown in FIG. 6 is finished, and the travel support is executed using the limited operation amount.

  By executing the control process shown in FIG. 6, the efficiency value calculation unit 33 calculates the efficiency value of the host vehicle, and the restriction operation amount setting unit 34 relaxes the constraint condition as the efficiency value decreases. In this way, the range of actions allowed for the host vehicle can be expanded in consideration of the efficiency value for the host vehicle. As a result, the behavior of the vehicle is not bound to the upper limit of the fixed limit value. Driving assistance is performed, and as a result, it can be avoided that the driver or the passenger feels uncomfortable. For example, it demonstrates concretely using the condition shown in FIG. FIG. 7 shows a scene where the host vehicle V0 stops to turn right at the intersection. Since the traffic flow of the oncoming vehicle is large and the inter-vehicle distance necessary for the vehicle to turn right safely cannot be taken, it is assumed that the vehicle stops at the intersection until the inter-vehicle distance that allows a right turn is obtained. In this case, the efficiency value decreases because the vehicle speed of the host vehicle V0 is almost zero in the current situation as compared to the behavior in an environment without an obstacle, that is, when there is no oncoming vehicle. Then, the limited operation amount setting unit 34 relaxes the limited operation amount. For example, the limitations on the longitudinal acceleration and the lateral acceleration that can be selected by the host vehicle V0 are relaxed. For example, if the normal starting acceleration maximum is set to 0.1 G and the lateral G maximum is set to 0.2 G, the starting acceleration maximum is set to 0.15 G and the lateral G maximum is set to 0.3 G. . Thereby, since the inter-vehicle distance required for the right turn is shortened, the opportunity (timing) in which the right turn is possible can be increased. As a result, it becomes possible to make a right turn early. Further, when the vehicle is traveling as usual after a right turn, the efficiency value returns to near 0, so that a driving support that maintains comfort is performed without performing an abrupt operation.

  In addition, although the example in which the limited operation amount in the driving support is used as the constraint condition and the limited operation amount is relaxed according to the efficiency value has been described, the constraint conditions other than the limit operation amount may be relaxed. For example, in traffic rules that have principles and exceptions, change the traffic rules to be applied according to the efficiency value, such as the rule traffic rules for normal constraints and the exception rules for relaxed constraints. May be. A specific example will be described with reference to FIG.

  FIG. 8A shows a situation in which the host vehicle V0 is traveling on a one-lane lane overtaking prohibited road. A parked vehicle is present in front of the host vehicle V0. If the vehicle cannot overtake the parked vehicle without protruding the yellow solid line YL, the vehicle V0 cannot proceed and the efficiency decreases if only the traffic rules of the principle of overtaking are observed. . Here, in the traffic rule, overtaking a parked vehicle is handled as obstacle avoidance rather than overtaking. Therefore, even if the yellow solid line YL protrudes as shown in FIG. . Therefore, the driving support device according to the present invention performs efficient driving support by detecting a change in the traffic rule and changing the traffic rule applied to the driving support device in accordance with a decrease in the efficiency value. You can also

  As described above, according to the driving support device 10 according to the first embodiment, the efficiency value calculating unit 33 calculates the efficiency value indicating the degree of delay with respect to the action of the host vehicle in an environment without an obstacle, and the limited operation amount setting unit 34. Therefore, the lower the efficiency value, the more the constraint condition is relaxed. As described above, when the efficiency value is low and the necessity of executing driving support is high, the driving support device 10 does not always pursue comfort such as riding comfort by widening the range of actions allowed. Therefore, it is possible to avoid that the convenience such as shortening the arrival time of the destination is significantly impaired depending on the situation. Therefore, it is possible to reduce the uncomfortable feeling given to the driver or the passenger.

  Moreover, according to the driving assistance apparatus 10 which concerns on 1st Embodiment, driving assistance is performed after the conditions regarding the operation amount of the own vehicle are eased, so that the limited operation amount setting part 34 has a low efficiency value. As described above, when the efficiency value is lowered, it is possible to reduce the uncomfortable feeling given to the driver or the occupant by widening the range of the operation amount allowed for the driving support device 10.

(Second Embodiment)
Next, a second embodiment of the present invention will be described. The driving support device 20 according to the second embodiment is configured in substantially the same manner as the driving support device 10 according to the first embodiment, and is further provided with a communication device 12, a road information DB 41, and a road information acquisition unit 42. In the following, considering the ease of understanding the description, the description will focus on the differences from the first embodiment, and a duplicate description will be omitted.

  FIG. 9 is a block diagram showing a driving assistance apparatus according to the second embodiment of the present invention. As illustrated in FIG. 9, the driving support device 20 includes a communication device 12, a road information DB 41, and a road information acquisition unit 42 in addition to the configuration of the driving support device 10 according to the first embodiment.

  The communication device 12 is a wireless communication device mounted on a vehicle, for example, and acquires road information around the host vehicle through vehicle-to-vehicle communication or road-to-vehicle communication. The communication device 12 is not limited to a vehicle-mounted wireless communication device, and may be a mobile phone.

  The road information DB 41 stores road information on roads around the host vehicle. The road information includes static road information that does not change with time and dynamic road information that changes with time. Static road information includes, for example, road shape (intersection, road width, number of lanes, lane width, curvature of road, presence of sidewalk, presence of borderline (center line, white line or yellow line), presence or absence of curb Etc.), and traffic rules (speed limit, presence / absence of signal, temporary stop line or railroad crossing, etc.). On the other hand, the dynamic information includes road congestion (classification by time zone or classification by lane). Static information is stored in the road information DB 41 in advance, and dynamic information is sequentially updated by the communication device 12. Even if the road is congested on a daily basis or in a specific time zone, the communication apparatus 12 cannot be used by storing the congestion status in the road information DB 41 in advance. In some cases, the congestion status may be acquired.

  The road information acquisition unit 42 acquires road information around the host vehicle with reference to the road information DB 41 and outputs the road information to the efficiency value calculation unit 33. The efficiency value calculation unit 33 calculates an efficiency value based on the travel history of the host vehicle output by the history storage unit 32 and the road information output by the road information acquisition unit 42. The efficiency value calculation unit 33 according to the present embodiment can calculate the efficiency value by the following method.

  The efficiency value calculator 33 calculates an efficiency value based on the difference between the vehicle speed of the host vehicle and the legal speed. This will be specifically described with reference to the drawings. FIG. 10 is a graph showing the vehicle speed dependence of the efficiency value, where the horizontal axis represents the vehicle speed and the vertical axis represents the efficiency value. FIG. 10 shows the case where the legal speed is 30 km / h. As shown in FIG. 10, when the host vehicle is traveling at the legal speed of 30 km / h, the efficiency value is set to zero. When the vehicle speed of the host vehicle is slower than 30 km / h, the efficiency value is lowered according to the vehicle speed. On the other hand, when the vehicle speed of the host vehicle is faster than 30 km / h, the efficiency value is improved according to the vehicle speed. In addition, in the speed range of a predetermined range based on the legal speed, the efficiency value can be stabilized by providing a margin that does not change the efficiency value.

  Further, the efficiency value calculation unit 33 may refer to the history of the average speed of the host vehicle shown in the first embodiment and improve the efficiency value based on the road shape and traffic rules. For example, at an intersection with a traffic light, if the signal display is red, it cannot be said that the efficiency of the host vehicle is reduced. Therefore, signal display information is obtained by road-to-vehicle communication, and the signal display is red. In this case, the efficiency value may not decrease even if the average vehicle speed decreases. For example, the efficiency value can be prevented from decreasing by correcting the efficiency value positively according to traffic conditions.

  In addition, when the vehicle is traveling on a road with a large curvature, the average vehicle speed is lower than when traveling on a road with a small curvature, but such traveling is less efficient. It can't be said. Therefore, the efficiency value calculation unit 33 may not reduce the efficiency value when the host vehicle is traveling on a road with a large curvature. Similarly, the efficiency value may not be reduced for roads with intersections, narrow roads, or roads without a center line. For example, the efficiency value can be prevented from decreasing by correcting the efficiency value positively according to the road shape or the like.

  Further, the efficiency value calculation unit 33 may calculate the efficiency value based on whether the road on which the host vehicle is traveling is congested in addition to the traveling history of the host vehicle. In this case, when information indicating that the road on which the vehicle is traveling is congested is acquired, the efficiency value is calculated by lowering the threshold value of the vehicle speed that lowers the efficiency value. Further, the efficiency value calculation unit 33 may reduce the efficiency value when the own vehicle acquires the congestion information. In addition, the efficiency value may be reduced by using information that the road is easily congested in terms of topography or road shape. For example, the efficiency value can be reduced by correcting the efficiency value to be negative according to the traffic situation.

  Further, the efficiency value calculation unit 33 may calculate the efficiency value based on whether or not the own vehicle is approaching an intersection in addition to the traveling history of the own vehicle. In this case, when the host vehicle approaches the intersection, the efficiency value is calculated by lowering the threshold value of the vehicle speed that lowers the efficiency value. Further, the efficiency value calculation unit 33 may decrease the efficiency value when the host vehicle approaches the intersection.

  The operation of the driving support device 20 according to the present embodiment is the same as the operation of the driving support device 10 according to the first embodiment shown in FIG. However, in the first embodiment, the vehicle speed of the host vehicle is acquired as the travel information in S11. However, the travel support device 20 according to the present embodiment is the first in that road information is acquired in addition to the vehicle speed of the host vehicle. This is different from the first embodiment. For this reason, an efficiency value can be calculated based on road conditions.

  The situation to which this embodiment is applied will be described using a specific example. FIG. 11 shows a scene where the host vehicle V0 is about to change lanes on a two-lane road on one side. It is assumed that the driving support device is set so that the limited operation amount of the host vehicle is within a lateral acceleration of 0.2 G or less, for example, from the viewpoint of driver or passenger comfort. Even if there is not enough inter-vehicle distance to change lanes based on the limit operation amount, the own vehicle can wait for a while until lane change is performed, and the inter-vehicle distance will be secured and it will be possible to change lanes. . However, as shown in FIG. 10 (a), when the lane decreases in front of the host vehicle, if waiting without changing the lane, it is necessary to stop before the lane decreasing point, and the efficiency is improved. It will fall. Therefore, in the present embodiment, by acquiring a lane decrease ahead of the host vehicle by the road information acquisition unit 42, it is possible to predict a future decrease in the efficiency value and to decrease the efficiency value. In this case, by relaxing the limit operation amount to, for example, a lateral acceleration of 0.3 G, it is possible to change lanes as shown in FIG. 10B, and it is possible to execute efficient driving support. become.

  As mentioned above, according to the driving assistance device 20 concerning a 2nd embodiment, there exists the same operation effect as the driving assistance device 10 concerning a 1st embodiment. Further, according to the driving support device 20 according to the second embodiment, the efficiency value is calculated by the efficiency value calculation unit 33 based on the vehicle speed history of the host vehicle and the road conditions around the host vehicle, and the limit operation amount setting unit is set. As the efficiency value is lower by 34, the constraint condition is relaxed. Thus, by calculating the efficiency value based on the vehicle speed history of the host vehicle and the road conditions around the host vehicle, an appropriate efficiency value can be calculated according to the road condition.

(Third embodiment)
Next, a third embodiment of the present invention will be described. The driving support device 30 according to the third embodiment is configured in substantially the same way as the driving support device 10 according to the first embodiment, and is different in that the driving support device 30 further includes a camera 13, a radar 14, and an outside environment acquisition unit 43. In the following, considering the ease of understanding the description, the description will focus on the differences from the first embodiment, and a duplicate description will be omitted.

  FIG. 12 is a block diagram showing a travel support apparatus according to the third embodiment of the present invention. As illustrated in FIG. 12, the driving support device 30 is configured to further include a camera 13, a radar 14, and a vehicle exterior environment acquisition unit 43 in addition to the configuration of the driving support device 10 according to the first embodiment.

  The camera 13 is a device that captures an image of the periphery of the host vehicle. The periphery of the host vehicle is at least the front, and the side and the rear are imaged as necessary. The camera 13 images the periphery of the host vehicle, and transmits data of the captured image to the driving support ECU 3 as an image signal.

  The radar 14 is a device for detecting objects around the host vehicle. The periphery of the host vehicle is at least the front, and also detects the side and rear objects as necessary. Examples of the radar 14 include a laser radar and a millimeter wave radar. The radar 14 transmits electromagnetic waves while scanning in a horizontal plane, receives reflected waves that are reflected back to the object, and detects information related to the transmission and reception. The radar 14 transmits the detected transmission / reception information as a radar signal to the travel support ECU 3.

  The vehicle exterior environment acquisition unit 43 acquires vehicle exterior environment information around the host vehicle based on the image information from the camera 13 and the radar information from the radar 14. The vehicle environment information includes, for example, the presence / absence of a preceding / following vehicle, the distance to the preceding / following vehicle, the speed of the preceding / following vehicle, the front / rear congestion status, the presence / absence of an oncoming vehicle, the distance to the oncoming vehicle, Number etc.

  The efficiency value calculation unit 33 calculates an efficiency value based on the travel history of the host vehicle stored in the history storage unit 32 and the vehicle environment information acquired by the vehicle environment acquisition unit 43. In addition to the efficiency value calculation method described in the first embodiment, the efficiency value calculation unit 33 according to the present embodiment obtains a more appropriate efficiency value by calculating the efficiency value using the vehicle environment information. It is. An example in which an appropriate efficiency value is calculated using the outside environment information in addition to the traveling history of the host vehicle is shown below.

  For example, the efficiency value calculation unit 33 calculates the efficiency value based on the traffic flow around the host vehicle in addition to the travel history of the host vehicle. When the traffic flow around the host vehicle tends to stop, it is natural that the speed of the host vehicle also slows down, and in such a situation, when the speed of the host vehicle decreases, the efficiency value decreases. not appropriate. Therefore, the vehicle exterior environment acquisition unit 43 acquires the inter-vehicle distance and relative speed between the front and rear vehicles using the camera 13 and the radar 14 to acquire the traffic flow state. When it is determined that the traffic flow tends to stop, the efficiency value calculation unit 33 prevents the efficiency value from decreasing even when the speed of the host vehicle decreases. On the other hand, when the traffic flow around the own vehicle does not tend to stop and the presence of a preceding vehicle is recognized in front of the own vehicle, the efficiency value may be decreased. In such a situation, it becomes possible to appropriately cope with the sudden braking of the preceding vehicle by lowering the efficiency value and relaxing the limit operation amount.

  The operation of the driving support apparatus according to the present embodiment is the same as the operation of the driving support apparatus 10 according to the first embodiment shown in FIG. However, in the first embodiment, the travel information is acquired in S11. However, the travel support device 30 according to the present embodiment differs from the first embodiment in that the vehicle environment information is acquired in addition to the travel information. . For this reason, an efficiency value can be calculated based on external environment information.

  As mentioned above, according to the driving assistance device 30 concerning a 3rd embodiment, there exists the same operation effect as the driving assistance device 10 concerning a 1st embodiment. Further, according to the driving support device 30 according to the third embodiment, the efficiency value is calculated by the efficiency value calculating unit 33 based on the traveling history of the host vehicle and the environment information around the host vehicle, and the limited operation amount setting unit 34 is set. Therefore, the lower the efficiency value, the more the limited operation amount is relaxed. In this way, by calculating the efficiency value based on the vehicle speed history of the host vehicle and the outside environment information around the host vehicle, an appropriate efficiency value according to the outside environment can be calculated.

(Fourth embodiment)
Next, a fourth embodiment of the present invention will be described. The travel support device 40 according to the fourth embodiment is configured in substantially the same manner as the travel support device 20 according to the second embodiment, and is different in that the travel support device 40 further includes a destination setting unit 15 and a target route planning unit 44. In the following, considering the ease of understanding the description, the description will focus on the differences from the second embodiment, and a duplicate description will be omitted.

  FIG. 13 is a block diagram showing a driving assistance apparatus according to the fourth embodiment of the present invention. As illustrated in FIG. 13, the driving support device 40 is configured to further include a destination setting unit 15 and a target route planning unit 44 in addition to the configuration of the driving support device 20 according to the second embodiment.

  The destination setting unit 15 is a user interface of a car navigation system, for example, and is a means for setting a user's destination. The target route planning unit 44 is a device that generates a target route from the current position of the host vehicle to the destination set by the destination setting unit 15. This target route includes the road and lane information that travels from the current position to the destination, and does not violate traffic rules (prohibition of protrusion, prohibition of turning left and right, prohibition of entry, etc.) by moving along the route. It is a route. In other words, the target route generated by the target route planning unit 44 is not more than the speed determined by the traffic rule except when there are obstacles that interfere with the host vehicle such as vehicles, pedestrians, and falling objects. This route allows you to safely reach your destination while complying with traffic rules.

  The efficiency value calculation unit 33 calculates the efficiency value based on the travel history of the host vehicle stored in the history storage unit 32, the road information acquired by the road information acquisition unit 42, and the target route generated by the target route planning unit 44. calculate. In addition to the efficiency value calculation method described in the second embodiment, the efficiency value calculation unit 33 according to the present embodiment can obtain a more appropriate efficiency value by calculating the efficiency value using the target route. . An example in which an appropriate efficiency value is calculated using the target route in addition to the travel history and road information of the host vehicle is shown below.

  For example, the efficiency value calculation unit 33 calculates the efficiency value based on the congestion state of the route on which the host vehicle is scheduled to travel in the future. For this purpose, the target route planning unit 44 acquires a destination from the destination setting unit 15 and generates a target route. The road information acquisition unit 42 refers to the communication device 12 and the road information DB 41 and acquires the congestion status of the road of the target route. The efficiency value calculation unit 33 refers to the travel history of the host vehicle stored in the history storage unit 32 and the congestion state of the road of the target route, and when the road on which the host vehicle will travel in the future is congested, Reduce efficiency value.

  Further, the efficiency value calculation unit 33 may decrease the efficiency value when recognizing that the host vehicle will pass an intersection in the future based on the target route and road information. Further, the efficiency value may be lowered when it is recognized that the host vehicle travels on a road with a decrease in the lane in the same way.

  The operation of the driving support apparatus according to the present embodiment is the same as the operation of the driving support apparatus 10 according to the first embodiment shown in FIG. However, in the first embodiment, the travel information of the host vehicle is acquired as the travel information in S11. However, in the travel support device 40 according to the present embodiment, the acquisition of road information and the target route are acquired in addition to the acquisition of travel information. This is different from the first embodiment in that generation is performed. For this reason, the efficiency value can be calculated based on the target route.

  As mentioned above, according to the driving assistance device 40 concerning a 4th embodiment, there exists the same operation effect as the driving assistance device 20 concerning a 2nd embodiment. Further, according to the travel support device 40 according to the fourth embodiment, the efficiency value is calculated by the efficiency value calculation unit 33 based on the travel history of the host vehicle, the road information, and the target route, and the efficiency is set by the limited operation amount setting unit 34. The lower the value, the more relaxed the constraints. Thus, by calculating the efficiency value based on the travel history of the host vehicle, the road information, and the target route, it is possible to calculate an appropriate efficiency value according to the road condition on which the host vehicle will travel in the future.

(Fifth embodiment)
Next, a fifth embodiment of the present invention will be described. The driving support device 50 according to the fifth embodiment is configured in substantially the same manner as the driving support device 40 according to the fourth embodiment, and is different in that the driving support device 50 further includes a camera 13, a radar 14, and an outside environment acquisition unit 43. In the following, in consideration of the ease of understanding the explanation, differences from the fourth embodiment will be mainly described, and overlapping explanation will be omitted.

  FIG. 14 is a block diagram showing a driving support apparatus according to the fifth embodiment of the present invention. As illustrated in FIG. 14, the driving support device 50 is configured to further include a camera 13, a radar 14, and a vehicle exterior environment acquisition unit 43 in addition to the configuration of the driving support device 40 according to the fourth embodiment. The camera 13, the radar 14, and the vehicle exterior environment acquisition unit 43 are the same as those described in the third embodiment.

  The efficiency value calculation unit 33 calculates an efficiency value based on the travel history of the host vehicle, road information, target route, and external environment information. In addition to the efficiency value calculation method described in the fourth embodiment, the efficiency value calculation unit 33 obtains a more appropriate efficiency value by calculating the efficiency value using the vehicle exterior environment information. An example in which an appropriate efficiency value is calculated using the traveling history of the own vehicle, road information, target route, and external vehicle environment information will be described below.

  For example, the efficiency value calculation unit 33 calculates the efficiency value based on the traveling history of the host vehicle, road information, the target route, and the presence of surrounding vehicles. In the fourth embodiment, it has been described that the efficiency value is reduced when it is recognized that the host vehicle will pass an intersection in the future based on the target route and road information. However, even if the host vehicle passes the intersection in the future, it is not appropriate to lower the efficiency value if the surrounding vehicle does not interfere with the host vehicle at the intersection. Therefore, in the driving support device 50 according to the present embodiment, when the target route passes the intersection, the camera 13 or the radar 14 detects a vehicle around the own vehicle, and other surrounding vehicles become the own vehicle. If there is no interference, the efficiency value is not lowered. In this way, even in a situation where efficiency values such as intersections are reduced, based on the environment outside the vehicle, it is possible to prevent the efficiency value from being unnecessarily lowered by not reducing the efficiency value in a situation where the efficiency value is not expected to decline. can do.

  In addition, when the vehicle exterior environment acquisition unit 43 acquires that there is a waiting for a right turn because there are many oncoming vehicles at an intersection that requires a right turn on the target route, the efficiency value may be decreased. Good.

  The operation of the driving support apparatus according to the present embodiment is the same as the operation of the driving support apparatus 10 according to the first embodiment shown in FIG. However, in the first embodiment, the travel information of the host vehicle is acquired as the travel information in S11. However, in the travel support device 50 according to the present embodiment, in addition to the acquisition of the travel information, the acquisition of road information, the environment outside the vehicle This is different from the first embodiment in that information is acquired and a target route is generated. For this reason, the efficiency value can be calculated based on the road information and the target route.

  As mentioned above, according to the driving assistance device 50 concerning a 5th embodiment, there exists the same operation effect as the driving assistance device 40 concerning a 4th embodiment. Moreover, according to the driving assistance apparatus 50 which concerns on 5th Embodiment, an efficiency value is calculated by the efficiency value calculation part 33 based on the driving | running | working log | history of the own vehicle, road information, a target route, and a vehicle exterior environment, and a restriction | limiting operation amount setting part As the efficiency value is lower by 34, the constraint condition is relaxed. Thus, by calculating the efficiency value based on the travel history of the host vehicle, the road information around the host vehicle, and the target route, an appropriate efficiency value is calculated in consideration of the road condition of the route through which the host vehicle passes in the future. can do. For this reason, it is possible to implement driving support at an earlier timing than when the efficiency value of the host vehicle actually decreases, so that it is possible to reduce a sense of discomfort given to the driver or the occupant.

(Sixth embodiment)
Next, a sixth embodiment of the present invention will be described. The driving support device 60 according to the sixth embodiment is configured in substantially the same manner as the driving support device 50 according to the fifth embodiment, and is further provided with an outside environment prediction unit 45. In the following, considering the ease of understanding the description, the description will focus on the differences from the fifth embodiment, and a duplicate description will be omitted.

  FIG. 15 is a block diagram showing a driving support apparatus according to the sixth embodiment of the present invention. As illustrated in FIG. 15, the driving support device 60 is configured to further include a vehicle exterior environment prediction unit 45 in addition to the configuration of the driving support device 50 according to the fifth embodiment. The camera 13, the radar 14, and the vehicle exterior environment acquisition unit 43 are the same as those described in the third embodiment.

  The vehicle exterior environment prediction unit 45 is a means for predicting the future vehicle exterior environment. The vehicle exterior environment prediction unit 45 predicts the future behavior of the obstacle from the obstacles such as vehicles and pedestrians acquired by the vehicle exterior environment acquisition unit 43 and the road information acquired by the road information acquisition unit 42. The future behavior of this obstacle can be predicted by applying a conventionally known method.

  The efficiency value calculation unit 33 according to the present embodiment calculates an efficiency value based on the travel history of the host vehicle, road information, target route, and predicted future environment outside the vehicle. Two methods for calculating the efficiency value based on the travel history of the host vehicle, road information, target route, and predicted future outside vehicle environment will be described below as an example.

  The efficiency value calculation unit 33 calculates an efficiency value based on the travel history of the host vehicle, road information, target route, and predicted future environment information outside the vehicle. In addition to the efficiency value calculation method described in the fifth embodiment, the efficiency value calculation unit 33 according to the present embodiment calculates an efficiency value based on future vehicle exterior environment information predicted by the vehicle exterior environment prediction unit 45. Thus, a more appropriate efficiency value is obtained. An example in which an appropriate efficiency value is calculated based on predicted future environmental information outside the vehicle is shown below.

  For example, the efficiency value calculation unit 33 calculates the efficiency value based on the behavior of surrounding vehicles predicted in the future in addition to the travel history of the host vehicle, road information, and the target route. For example, in a situation where the host vehicle and the oncoming vehicle are about to enter the same intersection, the outside environment prediction unit 45 is traveling on a location where the oncoming vehicle is farther from the intersection than the host vehicle, and the host vehicle has stopped at the intersection. In this case, when it is predicted that the stop time is long, the efficiency value of the host vehicle is reduced. In this way, it becomes possible to execute a right turn without stopping in the intersection by reducing the efficiency value and relaxing the amount of restriction operation.

  The operation of the driving support apparatus according to the present embodiment is the same as the operation of the driving support apparatus 10 according to the first embodiment shown in FIG. However, in the first embodiment, the vehicle speed of the host vehicle is acquired as the travel information in S11. However, the travel support device 60 according to the present embodiment acquires road information in addition to the travel information, It differs from the first embodiment in that environmental information is predicted and a target route is generated. Therefore, the efficiency value can be calculated based on the road information, the predicted outside environment information, and the target route.

  As mentioned above, according to the driving assistance device 60 concerning a 6th embodiment, there exists the same operation effect as the driving assistance device 50 concerning a 5th embodiment. Further, according to the driving support device 60 according to the sixth embodiment, the efficiency value is calculated by the efficiency value calculating unit 33 based on the traveling history of the host vehicle, road information, the target route, and the predicted future outside vehicle environment, The restricted operation amount setting unit 34 relaxes the constraint condition as the efficiency value is lower. As described above, the efficiency value is calculated based on the travel history of the host vehicle, the road information around the host vehicle, the target route, and the predicted future environment outside the vehicle. A value can be calculated. As a result, it is possible to implement driving support at an earlier timing than when the efficiency value of the host vehicle actually decreases, so that a sense of discomfort given to the driver or the occupant can be reduced.

(Seventh embodiment)
Next, a seventh embodiment of the present invention will be described. FIG. 16 is a block diagram showing a driving support apparatus according to the seventh embodiment of the present invention. The travel support ECU 3 in the travel support device 70 according to the present embodiment includes only the host vehicle state acquisition unit 31, the limited operation amount setting unit 34, and the standard limited operation amount DB 36. In the first to sixth embodiments, the efficiency value calculating unit 33 calculates the efficiency value, and the limited operation amount setting unit 34 sets the limited operation amount with reference to the efficiency value. In the support device 70, the limited operation amount corresponding to the host vehicle state is stored in the standard limited operation amount DB 36 in advance. The limit operation amount setting unit 34 sets the limit operation amount by reading the limit operation amount corresponding to the position and speed of the host vehicle with reference to the standard limit operation amount DB 36.

  FIG. 17 shows a modification of the present embodiment. In the travel support device 80 according to this modification, the limit operation amount is set to the limit operation amount by reading the limit operation amount corresponding to the position and speed of the host vehicle via the communication device 12. The communication device 12 may transmit the traveling state of the host vehicle when passing through a specific place, for example, like VICS, and may receive a corresponding limited operation amount.

  FIG. 18 is a flowchart showing a process for acquiring a limited operation amount in the travel support apparatus shown in the first to sixth embodiments. When the driving support process is started, it is first determined whether or not the own vehicle information has been acquired (S21). When the own vehicle information cannot be acquired, the series of driving support processing ends. On the other hand, when the own vehicle information is acquired, it is determined whether or not there is a target route (S22). When the target route is acquired, the target flag is set ON (S24) and the road information flag is set ON (S25). On the other hand, when the target route is not acquired, the target route flag is set to OFF (S26). If the target route flag is set to OFF in S26, it is determined whether road information is acquired (S27). When the road information is acquired, the road information is set to ON (S28), and when the road information is not acquired, the road information flag is set to OFF (S29).

  If the road information flag is set to ON or OFF in any of S25, S28, and S29, it is next determined whether or not there is an obstacle prediction result. If there is an obstacle prediction result, the prediction result flag is set ON (S31), and the obstacle information flag is set ON (S32). On the other hand, when there is no obstacle prediction result, the prediction result flag is set to OFF (S33). When the prediction result flag is set to OFF, it is next determined whether there is obstacle information (S34). If it is determined that there is obstacle information, the obstacle information flag is set to ON (S35). On the other hand, when it is determined that there is no obstacle information, the obstacle information flag is set to OFF (S36).

  When the obstacle information flag is set to ON or OFF in any of S32, S35, and S36, it is determined whether or not there is a travel history (S37). If it is rejected that there is a travel history, the travel history flag is set to ON (S38). On the other hand, if there is no travel history, the travel history flag is set to OFF (S39). When the travel history flag is set to ON or OFF in S38 or S39, the efficiency value is calculated based on the setting state of various flags (S40). Thereafter, the limited operation amount is acquired based on the efficiency value calculated in S40 (S41). When the limited operation amount is acquired, a series of processing for acquiring the limited operation amount ends.

  As mentioned above, according to the driving assistance device 70 concerning a 7th embodiment, the same operation effect as the driving assistance devices 10-60 concerning the 1st-6th embodiment is produced.

  Each embodiment mentioned above shows an example of the run support device concerning the present invention. The driving support device according to the present invention is not limited to the driving support device according to each embodiment, and the driving support device according to each embodiment is modified or changed without changing the gist described in each claim, or It may be applied to other things.

  For example, in the first to eighth embodiments, it has been described that the restriction on the operation amount of the host vehicle is relaxed as the constraint condition. However, the constraint condition is not limited to the limit operation amount, and other traffic rules and the like can be used. It may be a constraint condition.

  In the first embodiment, when the efficiency value is greater than 0, the standard limited operation amount is set as the limited operation amount. However, the limited operation amount may be smaller than the standard limited operation amount. By doing in this way, when the efficiency value is high, it is possible to execute driving support with higher comfort than in the case of the standard efficiency value.

  In the first embodiment, the limit operation amount setting unit 34 sets the limit operation amount with reference to the efficiency value, but stores the limit operation amount corresponding to the efficiency value in the standard limit operation amount DB 36 in advance. You may keep it. The driving support in this specification includes not only driving support by alerting the driver and performing intervention control but also automatic driving. Therefore, the driving assistance apparatus according to the present invention may be configured as an apparatus that is mounted on an automatic driving system and performs automatic driving based on the limited operation amount.

  3 ... Driving assistance ECU 10, 20, 30, 40, 50, 60, 70, 80 ... Driving assistance device, 11 ... Wheel speed sensor, 12 ... Communication device, 13 ... Camera, 14 ... Radar, 15 ... Destination setting , 21 ... display device, 22 ... speaker, 23 ... actuator, 31 ... own vehicle state acquisition part, 32 ... history storage part, 33 ... efficiency value calculation part, 34 ... limited operation amount setting part, 35 ... travel support control part 36 ... Standard limit operation amount DB, 41 ... Road information DB, 42 ... Road information acquisition unit, 43 ... Outside vehicle environment acquisition unit, 44 ... Target route planning unit, 45 ... Outside vehicle environment prediction unit.

Claims (3)

A driving support device that supports driving of the host vehicle according to a constraint condition,
An efficiency value calculating means for calculating an efficiency value indicating a degree of delay with respect to the behavior of the host vehicle in an environment without an obstacle;
A constraint condition changing means for relaxing the constraint condition as the efficiency value is lower;
A driving support device comprising:   The travel support apparatus according to claim 1, wherein the constraint condition is a condition related to an operation amount of the host vehicle. The efficiency value calculating means predicts the future efficiency value based on environmental information around the host vehicle,
The driving support device according to claim 1, wherein the constraint condition changing unit relaxes the constraint condition as the future efficiency value is lower.

Images