JP2013156688A - Driving support device and driving support method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving support device and a driving support method that can properly determine whether or not driving support is required and execute effective driving support.SOLUTION: A driving support device 1 includes a driving support control section 40 for controlling driving support in an own vehicle. The driving support control section 40 executes braking control of the own vehicle and imparting of light stimulation to a driver as driving support. When an urgency level of the driving support is high, the amount of braking control is increased and intensity of the light stimulation is increased as compared with a case where the urgency level is low. The timing for changing the intensity of the light stimulation is set to be earlier than the timing for changing the amount of braking control.

Description

  The present invention relates to a driving support device and a driving support method for performing driving support for avoiding a collision between a host vehicle and a moving body.

  As a conventional driving assistance device, for example, a device described in Patent Document 1 is known. In the driving support device described in Patent Document 1, the position of an object existing in the traveling direction of the host vehicle is detected, and it is determined whether or not the lateral movement speed with respect to the traveling direction of the detected object is equal to or lower than a predetermined speed. Yes. In this driving support device, when it is determined that the lateral movement speed is equal to or lower than the predetermined speed, the contact between the host vehicle and the moving body is based on the detection angle formed by the detection direction of the moving body and the traveling direction of the host vehicle. The possibility of

JP 2010-257298 A

  By the way, in a situation where a pedestrian in front of the traveling direction of the own vehicle is about to cross the road, the own vehicle is positioned without the driving support for avoiding a collision with the pedestrian. When the point is reached, the pedestrian may have already crossed the road. In a conventional driving support device, even in such a situation, it is possible to determine the possibility of contact based on a detection angle made with the host vehicle when the lateral movement speed is equal to or lower than a predetermined speed, and to perform driving support There is sex. Therefore, there is a possibility that unnecessary driving assistance may be implemented, and a problem may arise that the driver feels uncomfortable with the actual situation.

  The present invention has been made in order to solve the above-described problems, and an object thereof is to provide a driving support device and a driving support method that can appropriately determine whether driving support is necessary and perform effective driving support. To do.

  In order to solve the above-described problem, a driving support device according to the present invention is a driving support device that performs driving support that avoids a collision between the host vehicle and a moving body, and the driving support device according to the present invention has A first time prediction means for predicting a first time until the host vehicle reaches a crossing point where the host vehicle and the mobile body cross in the crossing direction; and a crossing point in the direction in which the mobile body crosses the traveling direction. A second time predicting means for predicting a second time until the vehicle arrives, and the first and second times predicted by the first and second time predicting means are applied to a preset map to drive in the host vehicle. Driving support determining means for determining whether to perform support, driving support control means for controlling driving support in the own vehicle when it is determined by the driving support determining means to perform driving support in the own vehicle, The The driving support control means implements braking control of the host vehicle and application of light stimulus to the driver as driving support, and when the emergency level of driving support is high, the braking control is compared with the case where the level of emergency is low. The timing for changing the intensity of the light stimulus by increasing the amount and increasing the intensity of the light stimulus is set earlier than the timing for changing the control amount of braking.

  In this driving assistance device, driving assistance can be implemented by appropriately determining whether driving assistance is necessary or not by predicting the second time until the moving body reaches the intersection. As a result, effective driving support can be implemented. Further, in the driving support device, as the driving support, the braking control of the own vehicle and the application of light stimulus to the driver are performed, and the braking control amount is higher when driving emergency is high than when the emergency is low. Is increased and the intensity of light stimulation is increased. As a result, the light stimulus gradually increases in intensity as the degree of urgency increases, so it is possible to prevent the driver from being attracted or dazzled by a sudden light stimulus and prevent distraction of the moving object. In addition, it is possible to prevent the driver from operating the steering in a reflective manner.

  In addition, since the braking control amount with the light stimulus is gradually increased as the degree of urgency increases, it is possible to achieve control matching and reduce the driver's uncomfortable feeling. Furthermore, since the timing for changing the intensity of the light stimulus is set earlier than the timing for changing the amount of braking control, the light stimulus is applied to the driver before the braking control, which is substantial driving assistance, is performed. Can be used to provide effective driving assistance.

  According to the driver state determining means for detecting the state of the driver of the own vehicle and determining whether the driver is in a state suitable for driving, or according to the driver state determined by the driver state determining means Map changing means for changing the map, and the map changing means is in a state where the driver is suitable for driving when the driver state determining means does not determine that the driver is suitable for driving. Compared to a certain case, it is preferable to change the map so that it becomes easier to determine that the braking control is performed by the driving support determination means, and the timing for changing the braking control amount is earlier. For example, when the driver is not in a state suitable for driving, such as when the driver's consciousness level is low, driving assistance by light stimulation is less effective. Therefore, when it is not determined that the driver is in a state suitable for driving, it is easy to determine that the braking control is performed, and by changing the map so that the timing for changing the braking control amount is advanced. In this way, it is possible to realize effective driving support that matches the driver's condition.

  The driving support control means uses a map in which the braking control amount is set according to the degree of urgency and a map in which the intensity of the light stimulus is set according to the degree of urgency, respectively. Is preferably set. According to such a configuration, the control amount for driving support can be set appropriately.

  A driving support method according to the present invention is a driving support method for performing driving support that avoids a collision between the host vehicle and a moving body, and the driving support method according to the present invention includes: A first time prediction step for predicting a first time until the host vehicle reaches an intersection where the mobile body intersects; and a second time until the mobile body reaches the intersection in a direction intersecting the traveling direction. Whether to perform driving support in the host vehicle by applying the second time prediction step to be predicted and the first and second times predicted in the first and second time prediction steps to a preset map. A driving support determination step for making a determination, and a driving support control step for controlling the driving support in the host vehicle when it is determined in the driving support determination step that the driving support is performed in the host vehicle. In the driving support control step, as a driving support, braking control of the host vehicle and light stimulus are given to the driver, and when the emergency level of the driving support is high, the braking control is performed compared to the case where the emergency level is low. The timing for changing the intensity of the light stimulus by increasing the amount and increasing the intensity of the light stimulus is set earlier than the timing for changing the control amount of braking.

  ADVANTAGE OF THE INVENTION According to this invention, the necessity of driving assistance can be determined appropriately and effective driving assistance can be implemented.

It is a figure which shows the driving assistance device which concerns on one Embodiment. It is a figure which shows a map. It is a figure for demonstrating the determination method of the necessity for driving assistance in a driving assistance judgment part. It is a figure which shows the map after changing. It is a figure which shows the map used for calculation of the control amount of braking. It is a figure which shows the map used for calculation of the intensity | strength of light stimulation. It is a flowchart which shows operation | movement of a driving assistance device.

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

  FIG. 1 is a diagram illustrating a configuration of a driving support apparatus according to an embodiment. A driving assistance apparatus 1 shown in FIG. 1 is an apparatus that is mounted on a vehicle such as a car and performs driving assistance for avoiding a collision with a moving body such as a pedestrian or a bicycle. Note that driving assistance includes performing interventional control such as braking and steering directly in the host vehicle and warning the driver.

  As shown in FIG. 1, the driving support device 1 includes an ECU (Electronic Control Unit) 3. The ECU 3 is connected to a moving body detection sensor 5, a vehicle sensor 7, a driver state detection unit (driver state determination means) 9, an HMI (Human Machine Interface) 11, and an intervention control ECU 13. The ECU 3 and the intervention control ECU 13 are electronic control units including a CPU [Central Processing Unit], a ROM [Read Only Memory], a RAM [Random Access Memory], and the like, and operate according to a program.

  The moving body detection sensor 5 is an external sensor that detects a moving body. The moving body detection sensor 5 is an imaging unit such as a laser radar, a millimeter wave radar, or a camera. When the moving object detection sensor 5 is a millimeter wave radar, the moving object detection sensor 5 detects a moving object located in front of the host vehicle by transmitting and receiving a radar wave of a frequency-modulated millimeter wave band, and moves based on the detection result. Generates moving body information such as body position and speed. The moving body detection sensor 5 outputs the moving body information to the ECU 3. If the moving body detection sensor 5 is a camera, the captured image is subjected to image processing to generate moving body information. Moreover, the mobile body detection sensor 5 may be comprised from both the millimeter wave radar and the camera.

  The vehicle sensor 7 is an internal sensor that detects the traveling state of the host vehicle. The vehicle sensor 7 is, for example, a yaw rate sensor that detects the yaw rate of the vehicle, a steering angle sensor that detects the steering angle of the steering, a vehicle speed sensor that detects the vehicle speed (traveling speed) of the vehicle, and the like. The vehicle sensor 7 outputs vehicle information indicating the detected traveling state of the host vehicle to the ECU 3 and the driver state detection unit 9.

  The driver state detection unit 9 is a part that detects the state of the driver. The state of the driver is, for example, a driver's conscious state, an arousal state, or the like. Examples of the driver state detection unit 9 include a heart rate sensor, a driver monitor camera, and an emergency button. Further, the driver state detection unit 9 acquires the behavior of the vehicle based on the vehicle information output from the vehicle sensor 7, and detects the state of the driver based on the behavior (steering state, etc.). Good. The driver state detection unit 9 outputs driver state information related to the detected driver state to the ECU 3.

  The ECU 3 includes a collision time prediction unit (first time prediction unit, second time prediction unit) 30, a map storage unit 32, a driver state determination unit (driver state determination unit) 34, and a map change unit (map change). Means) 36, a driving support determination unit (driving support determination unit) 38, and a driving support control unit (driving support control unit) 40.

  The collision time prediction unit 30 is a part that predicts the time until the host vehicle and the moving body reach the intersection. When the collision time prediction unit 30 receives the moving body information output from the moving body detection sensor 5 and the vehicle information output from the vehicle sensor 7, the collision time prediction unit 30 determines whether the host vehicle and the moving body are based on the moving body information and the vehicle information. Collision time, that is, the time until the host vehicle and the moving body reach the intersection where the host vehicle and the moving body cross each other is calculated.

  The collision time prediction unit 30 obtains a predicted trajectory of the host vehicle based on the vehicle information, and the time until the host vehicle reaches the intersection, that is, how many seconds when the host vehicle travels in the traveling direction in the current state. TTC (Time To Collision, 1st time) which is a value which shows whether it collides with a moving body later is calculated. Further, the collision time prediction unit 30 obtains the velocity vector of the moving body based on the moving body information, and the time until the moving body reaches the intersection, that is, the moving body is in the traveling direction of the host vehicle in the current state. When the vehicle moves in the intersecting direction (lateral direction of the host vehicle), TTV (Time To Vehicle, second time) that is a value indicating how many seconds later the vehicle collides with the host vehicle is calculated.

The collision time prediction unit 30 calculates TTC and TTV by the following equations (1) and (2).
TTC = x / (V−vx) (1)
TTV = y / vy (2)
In the above formulas (1) and (2), V: speed of the host vehicle, x, y: relative position of the moving body, vx, vy: speed of the moving body. The collision time prediction unit 30 outputs the TTC information and TTV information indicating the calculated TTC and TTV to the driving support determination unit 34 and the driving support control unit 40.

  The map storage unit 32 stores a map M. FIG. 2 is a diagram showing a map. As shown in FIG. 2, in the map M, the vertical axis is TTC [s] and the horizontal axis is TTV [s], which shows the relative relationship between TTC and TTV. In the map M, the origin is set at the intersection of the host vehicle and the moving body. In the map M, as the distance from the origin increases (as TTC and TTV increase), the map M is located away from the intersection. In the map M, a driving assistance unnecessary area (first area) A1 and a driving assistance area (second area) A2 are set. The map M will be specifically described below.

The driving support area A2 is an area surrounded by a function y = fx (TTC, TTV). Two straight lines that define the driving support area A2 are set by the difference between TTC and TTV (TTC-TTV). In the map M, T ₁ and T ₂ are set to 1 to 3 seconds, for example.

  In the driving support area A2, a plurality of driving assistance control contents are set in advance according to the degree of emergency, and an HMI area A21, an intervention control area A22, and an emergency intervention control area A23 are set. The HMI area A21 is an area where driving assistance is performed such as warning the driver. The intervention control area A22 is set inside the HMI area A21. The intervention control area A22 is an area where intervention control such as braking is performed. The emergency intervention control area A23 is an area in which emergency braking control for avoiding a collision is performed by performing sudden braking or the like. The emergency intervention control area A23 is set near the origin of the map M, that is, near the intersection between the host vehicle and the moving body.

  The driving assistance unnecessary area A1 is a part other than the driving assistance area A2, and is an area that does not require driving assistance for avoiding a collision between the host vehicle and the moving body. That is, in the case where it corresponds to the driving assistance unnecessary area A1, when the own vehicle reaches the intersection, the moving body has already passed the intersection, or the moving body is located at a place away from the intersection. Will be.

  In the map M, the driving support area A2 and the driving support unnecessary area A1 may be set based on experimental data or the like, or the driving support area A2 by learning the driving characteristics (accelerator characteristics, brake characteristics) of the driver. And driving assistance unnecessary area A1 may be set. The map M stored (stored) in the map storage unit 32 can be rewritten (update of the map M).

  The driving assistance determination unit 34 is a part that determines whether or not driving assistance is performed in the host vehicle. The driving support determination unit 34 applies TTC and TTV to the map M to determine whether or not driving support is to be performed in the host vehicle. Specifically, the driving support determination unit 34 applies the TTC information and the TTV information output from the collision time prediction unit 30 to the map M, and represents the intersection where TTC and TTV intersect (the relationship between TTC and TTV). It is determined in which area of the map M the point) is located. For example, as shown in FIG. 3, when the TTC and the TTV intersect at the point P1, the driving support determination unit 34 determines that the driving support is not performed in the own vehicle because it is the driving support unnecessary area A1. That is, when the vehicle intersects at the point P1, when the moving body reaches the intersection, the host vehicle passes through the intersection.

  On the other hand, when the TTC and the TTV intersect at the point P2, the driving support determination unit 34 determines that the driving support is performed in the own vehicle because it is the driving support area A2 (intervention control area A22). When it is determined that the driving support is to be performed, the driving support determination unit 34 provides the driving support control unit 40 with support execution information including information indicating any one of the HMI area A21, the intervention control area A22, and the emergency intervention control area A23. Output.

  Returning to FIG. 1, the driver state determination unit 36 is a part that determines whether or not the driver is in a state suitable for driving. When the driver state determination unit 36 receives the driver state information output from the driver state detection unit 9, the driver state determination unit 36 determines whether or not the driver is in a state suitable for driving based on the driver state information. . For example, when the driver information output from the driver state detection unit 9 includes the heart rate data of the driver by the heart rate sensor, the driver state determination unit 36 has an abnormality in the heart rate of the driver. It is determined whether or not the driver is in a state suitable for driving. The driver state determination unit 36 outputs driver determination information indicating whether or not the driver is in a state suitable for driving to the map change unit 38.

  The map changing unit 38 is a part that changes the map M. The map changing unit 38 changes the map M according to the result determined by the driver state determining unit 36. When the map change unit 38 receives the driver determination information output from the driver state determination unit 36, the driver determination information indicates that the driver is not determined to be suitable for driving. The map M is changed. Specifically, the map changing unit 38 expands the intervention control area A22 (emergency intervention control area A23) in the map M when the driver is not in a state suitable for driving. More specifically, as shown in FIG. 4, the map changing unit 38 expands the intervention control area A22 so as to include the HMI area A21 (the intervention control area A22 before the change is indicated by a one-dot chain line). Thereby, in the map M, it becomes easy to determine that the driving support by the braking control is performed, and the timing at which the intervention control is performed is advanced. The map changing unit 38 may change the map M so as to enlarge the HMI area A21 together with the intervention control area A22.

  When the map M is changed by the map changing unit 38, the driving support determining unit 34 uses the map M after the change to determine whether to perform driving support in the own vehicle. That is, the driving support determination unit 34 applies TTC and TTV to the map M that is set so that the intervention control area A22 is enlarged and the timing for changing the driving support control amount by the braking control is accelerated accordingly. Determine whether to provide driving assistance.

  The driving support control unit 40 is a part that controls driving support in the host vehicle. When the driving support control unit 40 receives the support execution information output from the driving support determination unit 34, the driving support control unit 40 controls driving support (intervention control) based on the support execution information. The intervention control is mainly braking control, and may perform steering control. The driving support control unit 40 outputs a warning instruction signal to the HMI 11 when information indicating the HMI area A21 is included in the support execution information.

  When the support execution information includes information indicating the intervention control area A22 and the emergency intervention control area A23, the driving support control unit 40 calculates the control amount of the intervention control. The driving support control unit 40 calculates the control amount based on the control maps CM1 and CM2 shown in FIGS. FIG. 5 is a diagram showing a map used for calculating the braking control amount, and FIG. 6 is a diagram showing a map used for calculating the intensity of the light stimulus.

  As shown in FIG. 5, in the control map CM1, a braking control amount is set according to the degree of urgency. Further, as shown in FIG. 6, the intensity of light stimulation given to the driver by the HMI 11 according to the degree of urgency is set in the control map CM2. The control map CM1 is set so that the amount of braking control increases as TTC and TTV approach the origin, and the control map CM2 is set so that the intensity of light stimulation increases as TTC and TTV approach the origin. Has been. As shown in the control map CM2 of FIG. 6, the timing for changing the intensity of the light stimulus (timing for starting driving support by the HMI 11) is the timing for changing the control amount in the braking control (starting braking control by the intervention control ECU 13). Is set earlier than (timing). The control map CM2 is set by a quadric surface or an exponential surface.

  In the present embodiment, the timing for changing the intensity of the light stimulus is set in the line L1 that defines the HMI area 11 that performs driving support in the HMI 11, and the timing for changing the braking control amount is set in the intervention control area A22. Although it is set to the prescribed line L2, the timing for changing the intensity of the light stimulus and the timing for changing the amount of braking control may be set as appropriate according to the design. At this time, the timing for changing the intensity of the light stimulus should be earlier than the timing for changing the braking control amount.

  The driving support control unit 40 applies TTC and TTV to the control maps CM1 and CM2, and calculates a control amount according to the position of the intersection of TTC and TTV. That is, the driving support control unit 40 calculates the control amount of braking and the intensity of light stimulation based on the position of the intersection of TTC and TTV on the control maps CM1 and CM2. As described above, the driving support control unit 40 is set so that the timing for changing the intensity of the light stimulus is set earlier than the timing for changing the control amount of braking. A signal is output to the intervention control ECU 13.

  The HMI 11 is a means for applying a light stimulus to the driver. The HMI 11 is, for example, an LED (Light Emitting Diode) provided on the meter panel. When the HMI 11 receives the warning instruction signal output from the ECU 3, the HMI 11 turns on the LED to give a light stimulus to the driver. In the HMI 11, when there is a moving body (pedestrian) that alerts the driver, the diffused light of the LED in the direction in which the moving body exists is turned on to notify the driver of the presence of the moving body.

  In addition to the LEDs provided on the meter panel, the HMI 11 may further include, for example, a buzzer, a HUD (Head Up Display), a navigation system monitor, and the like. When the HMI 11 receives the warning instruction signal output from the ECU 3, the HMI 11 plays a sound to warn the driver that the moving body is present ahead, or displays a warning text or the like. For example, when the HMI 11 is a HUD, a pop-up indicating that a moving body is present on the windshield may be displayed.

  Intervention control ECU13 is ECU which performs intervention control in the own vehicle. The intervention control ECU 13 is composed of a brake ECU (not shown) and the like, and receives an intervention control signal output from the ECU 3, for example, controls a brake actuator (not shown) according to a control amount included in the intervention control signal. To implement automatic intervention control.

  Then, operation | movement of the driving assistance apparatus 1 is demonstrated. FIG. 7 is a flowchart showing the operation of the driving support apparatus.

  As shown in FIG. 7, first, the state of the moving body is detected by the moving body detection sensor 5 (step S01). Further, the traveling state of the host vehicle is detected by the vehicle sensor 7 (step S02). Next, based on the moving body information and the vehicle information detected by the moving body detection sensor 5 and the vehicle sensor 7, TTC and TTV are calculated by the collision time prediction unit 30 (step S03, first time prediction step, first time 2 hour prediction step).

  Subsequently, the TTC and TTV calculated by the collision time prediction unit 30 are applied to the map M stored in the map storage unit 32 (step S04), and it is determined whether or not driving assistance is to be performed in the host vehicle. This is performed in the support determination unit 34 (step S05, driving support determination step). If it is determined that driving assistance is to be performed in the host vehicle, the process proceeds to step S06. On the other hand, if it is not determined that driving support is to be performed in the host vehicle, the process returns to step S01.

  In step S06, the driver state determination unit 36 determines whether or not the driver is in a state suitable for driving, in other words, whether or not the driver is in a driving inappropriate state. If it is determined that the driver is in a driving inappropriate state, the process proceeds to step S07. On the other hand, if it is not determined that the driver is in an inappropriate driving state, that is, if it is determined that the driver is in a suitable state for driving, the process proceeds to step S08.

  In step S07, the map M is changed by the map changing unit 38. Then, based on the position of the intersection of TTC and TTV, the driving assistance control amount by the HMI 11 and the intervention control ECU 13 is calculated (step S08, driving assistance control step). When the control amount for driving support is calculated, driving support is implemented (step S09). Specifically, driving assistance by light stimulation is implemented for the driver by the HMI 11, and braking control is implemented by the intervention control ECU 13.

  As described above, in the present embodiment, the collision time prediction unit 30 calculates and predicts the TTC and TTV, and applies the TTC and TTV to the map M to determine whether or not to perform driving support in the host vehicle. Is determined by the driving support determination unit 34. Thus, it is possible to appropriately determine whether or not driving assistance is necessary by predicting the collision time in the direction in which the moving body reaches the intersection, that is, the direction in which the moving body approaches the host vehicle. As a result, for example, it is possible to avoid a situation in which driving assistance is carried out despite the moving body crossing the roadway, and it is possible to carry out effective driving assistance that does not give the driver a sense of incongruity.

  Here, when light stimulus is given to the driver by the HMI 11 to notify the presence of the moving body, if the light stimulus first given to the driver is strong, the driver is dazzled by the light stimulus or the HMI 11 May be tempted. As a result, there is a possibility that the driver neglects the safety check or operates the steering wheel in a reflective manner to avoid the direction in which the LED is displayed on the HMI 11. Therefore, in the present embodiment, the intensity of the light stimulus by the HMI 11 is larger when the urgency level is high than when the urgency level is low, that is, the intensity of the light stimulus is increased as the urgency level becomes higher. Thereby, since the intensity | strength of the light stimulation by MHI11 becomes high gradually, while being able to prompt a driver | operator calmly, he can make a driver | operator recognize a moving body more reliably. Moreover, since the intensity | strength of light stimulation becomes high as it approaches emergency intervention control area A23, it can alert | report a driver | operator suitably that it is approaching the mobile body with high possibility of a collision.

  Further, when the braking control is performed by the intervention control ECU 13 simultaneously with the driving support by the HMI 11, the braking amount increases in accordance with the degree of urgency (the deceleration increases). At this time, when the intensity of light stimulation by the HMI 11 is constant, the driver may feel uncomfortable due to a difference in feeling with the braking control in which the control amount changes as the degree of urgency increases. In contrast, in the present embodiment, the intensity of light stimulation by the HMI 11 is changed as the degree of urgency increases as in the case of the braking control, so that the driver's uncomfortable feeling can be reduced.

  Furthermore, in this embodiment, the timing for changing the intensity of light stimulation by the HMI 11 is set earlier than the timing for changing the braking control amount by the intervention control ECU 13. As a result, the driver is warned by the HMI 11 before the braking control, which is substantial driving assistance, is performed, so that effective driving assistance can be performed.

  In the present embodiment, the driver state determination unit 36 determines whether or not the driver is in a state suitable for driving. If the driver does not determine that the state is suitable for driving, that is, the driver is not suitable for driving. When it is determined that the map is in the correct state, the map change unit 38 changes the map M. In the map changing unit 38, the map M is changed so that the intervention control area A22 is expanded in the HMI area A21.

  For example, even when driving assistance by the HMI 11 is performed when the driver's consciousness level is low, the effect cannot be obtained. Therefore, by changing the map M when the driver determines that it is unsuitable for driving, even if the intersection of TTC and TTV is normally present in the HMI area A21, intervention control is performed at the same position. It exists in area A22. Therefore, braking control is performed as intervention control when the driver's consciousness level is low, and effective driving support can be realized.

  The present invention is not limited to the above embodiment. For example, in addition to the above-described embodiment, there is a configuration that includes means for acquiring surrounding information (environment) of the host vehicle, and that performs driving support according to the situation around the host vehicle (for example, whether there is an oncoming vehicle). May be.

DESCRIPTION OF SYMBOLS 1 ... Driving assistance device, 3 ... ECU, 5 ... Moving body detection sensor, 7 ... Vehicle sensor, 30 ... Collision time prediction part (1st time prediction part, 2nd time prediction part), 32 ... Map memory | storage part, 34 ... Driving support determination unit (driving support determination unit), 36 ... Driver state determination unit (driver state determination unit), 38 ... Map change unit (map change unit), 40 ... Driving support control unit (driving support control unit), CM1, CM2 ... control map, M ... map.

Claims (4)

A driving support device that performs driving support to avoid a collision between the host vehicle and a moving body,
First time predicting means for predicting a first time until the host vehicle reaches an intersection where the host vehicle and the moving body intersect in a traveling direction of the host vehicle and a direction intersecting the traveling direction; ,
Second time predicting means for predicting a second time until the moving body reaches the intersection in a direction intersecting the traveling direction;
Driving support determination for determining whether to perform driving support in the host vehicle by applying the first and second times predicted by the first and second time prediction means to a preset map. Means,
Driving assistance control means for controlling driving assistance in the host vehicle when it is determined by the driving assistance judgment means to implement driving assistance in the host vehicle;
The driving support control means implements braking control of the host vehicle and application of light stimulus to the driver as the driving support, and the driving support has a high degree of urgency compared to a low level of urgency. Increase the amount of braking control and increase the intensity of the light stimulus,
The driving support device according to claim 1, wherein the timing of changing the intensity of the light stimulus is set earlier than the timing of changing the amount of braking control. Driver state determination means for detecting the state of the driver of the host vehicle and determining whether the driver is in a state suitable for driving;
Map changing means for changing the map according to the state of the driver determined by the driver state determining means,
The map changing means is more effective when the driver state determining means does not determine that the driver is suitable for driving than when the driver is suitable for driving. The driving support device according to claim 1, wherein the map is changed so that it is easy to determine that the braking control is to be performed by the support determination unit, and the timing for changing the braking control amount is advanced.   The driving support control means uses the map in which the braking control amount is set according to the urgency level and the map in which the intensity of the light stimulus is set according to the urgency level, and the braking control amount and the The driving support apparatus according to claim 1 or 2, wherein the intensity of light stimulation is set. A driving assistance method for carrying out driving assistance to avoid a collision between the host vehicle and a moving body,
A first time prediction step of predicting a first time until the host vehicle reaches an intersection where the host vehicle and the moving body intersect in a traveling direction of the host vehicle and a direction intersecting the traveling direction; ,
A second time prediction step of predicting a second time until the moving body reaches the intersection in a direction intersecting the traveling direction;
A driving support determination for determining whether to perform driving support in the host vehicle by applying the first and second times predicted in the first and second time prediction steps to a preset map. Steps,
A driving support control step for controlling driving support in the host vehicle when it is determined in the driving support determining step that driving support is performed in the host vehicle;
In the driving support control step, as the driving support, braking control of the own vehicle and application of light stimulation to the driver are performed, and the urgency level of the driving support is higher than that when the urgency level is low. Increase the amount of braking control and increase the intensity of the light stimulus,
The driving support method according to claim 1, wherein the timing of changing the intensity of the light stimulus is set earlier than the timing of changing the amount of braking control.

Images