JP2019168814A - Driving support system - Google Patents

Abstract

To enhance convenience and safety by determining whether a second driving support mode is allowed to continue or a mode is to be shifted to a first driving support mode in accordance with presence/absence of peripheral vehicles when a correct posture is restored after detecting an abnormal posture of a driver during traveling in the second driving support mode.SOLUTION: A driving mode setting calculation section 22 performs driving support mode processing without a peripheral vehicle (first mode processing) when other vehicles P, F, S are not detected in the periphery of an own vehicle M, and performs driving support mode processing with a peripheral vehicle (second mode processing) when the other vehicles are detected. During traveling in the second driving support mode, warning is reported to a driver D when an abnormal posture of the driver D is detected in the first mode processing, and the second driving support mode is allowed to continue when a correct posture is restored within a first stand-by determination time T1. When an abnormal posture of the driver D is detected, a taking-over request is reported to the driver D and then the mode is shifted to the first driving support mode in the second mode processing.SELECTED DRAWING: Figure 1

Description

  The present invention includes, as driving modes, at least a first driving support mode in which automatic driving is performed on the condition that the driver grips the steering wheel and a second driving support mode in which automatic driving is performed without the driver gripping the handle. The present invention relates to a driving support system.

  In recent vehicles, various driving assistance systems based on automatic driving for reducing the burden on the driver and enabling comfortable and safe driving have been proposed, and some of them have already been put into practical use.

  The driving mode of the driving support system includes a driving support mode (hereinafter referred to as “first driving support mode”) that waits in advance so that the driver can take over the operation when it is determined that it is difficult to continue the automatic driving. And a driving support mode that does not require the driver to take over driving (hereinafter referred to as “second driving support mode”).

  The first driving support mode is to make the host vehicle follow the preceding vehicle along the lane by using the conventional lane keep (ALK) control and the cruise control (ACC: Adaptive Cruise Control) system with automatic inter-vehicle distance maintenance control. If no preceding vehicle is detected, the vehicle travels at a constant speed at the set vehicle speed. Therefore, in the first driving support mode, it is not necessary for the driver to actively handle the steering wheel, but the driver grips the steering wheel (hereinafter, this state may be referred to as “steering”), and anytime It is a condition that the situation where the operation can be taken over is set.

  On the other hand, in the second driving support mode, the degree of coincidence between the road shape on the map on which the host vehicle detected by the map locator is traveling and the road shape of the actually traveling lane detected by the camera unit or the like is determined. When the degree of coincidence is high, the control system becomes the driving body and continues the automatic driving without causing the driver to steer. Then, only when it is determined that it is difficult to continue the automatic driving, the driver is requested to keep the steering and the mode is shifted to the first driving mode, or the automatic evacuation mode is executed. In this automatic evacuation mode, the traveling lane is caused to travel at the legally or specified minimum speed. Alternatively, the host vehicle is stopped at a safe place such as a roadside belt.

  In the driving support system, a map locator for identifying a vehicle position on a road map based on a signal from a positioning satellite represented by a GNSS (Global Navigation Satellite System) satellite and acquiring road information of the surrounding area, and the vehicle A redundant system is constructed based on a sensing device typified by an in-vehicle camera that acquires the surrounding driving environment.

  Then, when road information having a high degree of coincidence (for example, road curvature of the currently traveling lane) is acquired from both the map locator and the sensing device, the second driving support mode is executed. Further, when one of the map locator and the sensing device fails, the driver is requested to keep the steering and the first driving support mode is executed, so that the driver can safely take over the driving operation of the vehicle at any time. To be able to.

  Therefore, even when the vehicle is traveling in the second driving support mode, the driver always looks forward and prepares for the failure of one of the map locator and the sensing device and always enters the first driving support mode. You need to be waiting in a situation where you can transition.

  As a system for monitoring the driver's abnormal posture (side view), for example, Patent Document 1 (Japanese Patent Laid-Open No. 2007-226666) discloses a warning level according to the road shape, the driving situation of the host vehicle, the situation of surrounding vehicles, and the like. When a driver's sidewalk is detected, a technology is disclosed that performs a sidewalk warning at a set warning level after the warning standby time has elapsed.

JP 2007-226666 A

  By the way, in the driving support system based on automatic driving, one of the map locator and the sensing device is lost depending on whether or not another vehicle is present around the lane in which the host vehicle is traveling. The emergency response in the event of a fall is different.

  That is, when there is no other vehicle around the host vehicle, for example, even if the sensing device fails, the host vehicle is continuously driven along the target traveling path set by the map locator, and driving It is possible for a person to take over the driving operation. Similarly, even when the map locator is lost, the sensing device can recognize the left and right lane markings that divide the lane, and can travel in the center of the lane.

  For this reason, the degree of emergency response that suddenly switches from the second driving support mode to the first driving support mode is low. On the other hand, when the sensing device fails in a state where there is another vehicle around the host vehicle, the other vehicle cannot be recognized, so a high degree of correspondence is required in an emergency.

  In the technique disclosed in the above-described document, a warning level is simply set according to the driving situation of the own vehicle and the situation of surrounding vehicles, and the warning is only alerted by a sidewalk warning at the warning level. Therefore, it cannot be properly determined whether or not the driver has actually returned to the correct posture.

  Furthermore, even when the driver returns to the correct posture, not only can the posture corresponding to the degree of emergency response be properly performed, but also when traveling in the second driving support mode, It cannot be properly determined whether to maintain the second driving support mode or to shift to the first driving support mode.

  In view of the above circumstances, the present invention can appropriately determine whether or not the driver has returned to the correct posture. When the driver returns to the correct posture, the posture corresponding to the degree of emergency response is given to the driver. When the vehicle is traveling in the second driving support mode, the second driving support mode is maintained or the first driving is performed according to the degree of emergency response. An object of the present invention is to provide a driving support system that can obtain convenience by appropriately determining whether to shift to the support mode.

  The present invention includes a traveling environment recognition unit that recognizes a traveling environment around the host vehicle, a posture monitoring unit that monitors a driver's posture, a handle grip detection unit that detects gripping of the driver's handle, and the host vehicle. As a driving mode, a first driving support mode in which automatic driving is performed at least under the condition that the driver's handle is gripped, and a second driving support mode in which automatic driving is performed without the driver's gripping of the handle being performed as conditions. Driving mode setting calculating means for setting each mode according to driving conditions, and a notifying means for notifying the driver of a situation where the driving mode transitions, in the driving support system, the driving mode setting The calculation means is a peripheral vehicle that executes the driving support mode process when there is no surrounding vehicle when no other vehicle is detected around the own vehicle by the traveling environment recognition means. A driving support mode processing execution means for when driving, and a driving support mode processing execution processing for when there is a surrounding vehicle when the other vehicle is detected in the vicinity. The none-time driving assistance mode processing execution means is configured to notify the driver when the posture monitoring means detects an abnormal posture of the driver while the host vehicle is traveling in the second driving assistance mode. When a warning is issued from the vehicle and the vehicle returns to the correct posture within a preset first standby determination time, the second driving support mode is continued. While the host vehicle is traveling in the second driving support mode, if the posture monitoring means detects an abnormal posture of the driver, the driving mode is changed from the notification means to the driver. 1 notifies the takeover request to transition to the driving support mode, if returned to the correct position in the second standby determination time set in advance to transition the operation mode to the first driving assistance mode.

  According to the present invention, the driving support mode when there is a surrounding vehicle has a higher degree of emergency response required from the driver than the driving support mode when there is no surrounding vehicle. When a person returns to a correct posture from the posture abnormality within the second standby determination time, safety can be ensured by switching to the first driving support mode.

  Further, in the driving support mode when there is no surrounding vehicle, the second driving support is continued when the driver returns to the correct posture within the first standby determination time from the abnormal posture while traveling in the second driving support mode. Convenience can be improved.

Schematic configuration diagram of the driving support system Flow chart showing operation mode setting routine Flowchart showing a driving support mode processing subroutine Flow chart showing a driving support mode processing subroutine when there is no surrounding vehicle (part 1) Flowchart showing the driving support mode processing subroutine when there is no surrounding vehicle (part 2) Flowchart showing a driving support mode processing subroutine when there is a surrounding vehicle (part 1) Flowchart showing a driving support mode processing subroutine when there is a surrounding vehicle (part 2) Time chart showing an example of control when driving support mode is executed when there is no surrounding vehicle Time chart showing an example of control when the driving support mode is executed when there is a surrounding vehicle A bird's-eye view showing a state in which the host vehicle is detecting surrounding vehicles (A) is a side view showing a driving posture in the first driving assistance mode, (b) is a side view showing a driving posture in the second driving assistance mode, and (c) is a side view showing an abnormal driving posture of the driver. Figure (A) is a conceptual diagram of a data map for setting the third standby determination time based on the inter-vehicle time and relative vehicle speed, and (b) is a conceptual diagram of a data table for setting the third standby determination time based on the lateral inter-vehicle distance. State transition diagram showing operation mode transition conditions (A) is explanatory drawing which shows the state in which the road curvature recognized by the camera unit and the road curvature on a map correspond, (b) is different between the road curvature recognized by the camera unit and the road curvature on a map. Explanatory diagram showing the state

  Hereinafter, an embodiment of the present invention will be described with reference to the drawings. The driving support system 1 shown in FIG. 1 is mounted on the host vehicle M (see FIG. 10). The driving support system 1 includes a locator unit 11 and a camera unit 21 as sensor units for detecting the surrounding road shape, and further monitors the posture of the driver D (see FIG. 11) such as a sidewalk or a doze. A driver monitoring system 31 is provided as state monitoring means.

  These units 11 and 21 constitute a completely independent multiplex system that does not depend on each other. Furthermore, when one of the units 11 and 21 fails, a redundant system that allows the driver D to safely take over the operation of the host vehicle M by allowing the other units 11 and 21 to continue automatic operation temporarily. Has been built. The driving support system 1 monitors whether the locator unit 11 and the camera unit 21 have the same shape of the road that is currently running, and continues automatic driving if they are the same. In this embodiment, road curvature is shown as an example of the same road shape to be detected.

  The locator unit 11 estimates the position of the host vehicle M (own vehicle position) on the road map and acquires road map data ahead of the host vehicle position. On the other hand, the camera unit 21 recognizes a lane marking that divides the traveling lane of the host vehicle M, obtains the road curvature at the center of the lane marking, and also uses the center of the lane marking as the vehicle of the host vehicle M. Detect lateral position deviation in the width direction.

  The locator unit 11 includes a map locator calculation unit 12 and a high-precision road map database 18 as storage means. This map locator calculating unit 12, a forward traveling environment recognizing unit 21d to be described later, a driving mode setting calculating unit 22 as a driving mode setting calculating unit, a driver posture recognizing unit 31c provided in the driver monitoring system 31, and to be described later. The automatic operation control unit 51 is composed of a well-known microcomputer having a CPU, RAM, ROM, etc., and peripheral devices thereof. Programs executed by the CPU, fixed data such as a base map, etc. are stored in the ROM in advance. ing.

  A GNSS receiver 13 and an autonomous traveling sensor 14 are connected to the input side of the map locator calculation unit 12. The GNSS receiver 13 receives positioning signals transmitted from a plurality of positioning satellites. The autonomous traveling sensor 14 enables autonomous traveling in an environment where the reception sensitivity from GNSS hygiene is low and the positioning signal cannot be effectively received, such as traveling in a tunnel, and the vehicle speed sensor, the gyro sensor, and the front and rear It consists of an acceleration sensor or the like. That is, the map locator calculation unit 12 performs localization from the moving distance and direction based on the vehicle speed detected by the vehicle speed sensor, the angular velocity detected by the gyro sensor, the longitudinal acceleration detected by the longitudinal acceleration sensor, and the like.

  The map locator calculation unit 12 specifies the position of the vehicle position estimation calculation unit 12a as a function for estimating the vehicle position by map matching the estimated vehicle position on a road map, and the road shape in front of the map locator calculation unit 12 And a map information acquisition unit 12b for acquiring information.

  The high-precision road map database 18 is a large-capacity storage medium such as an HDD, and stores high-precision road map information (dynamic map). This high-accuracy road map information contains lane data (lane width data, lane center position coordinate data, lane travel azimuth angle data, speed limit, etc.) required for autonomous driving. Are stored at intervals of several meters in each lane on the road map.

  The map information acquisition unit 12b described above acquires the road map information of the current location from the road map information stored in the high-precision road map database 18. For example, based on the destination set by the driver D during automatic driving, route map information from the vehicle position (current location) estimated by the vehicle position estimation calculation unit 12a to the destination is obtained from the road map information. The acquired route map information (lane data on the route map and its peripheral information) is transmitted to the vehicle position estimation calculation unit 12a.

  The own vehicle position estimation calculation unit 12a acquires the position coordinates of the own vehicle M on the basis of the positioning signal received by the GNSS receiver 13, maps the position coordinates on the route map information, and the own vehicle on the road map. Estimating the position (current location) and specifying the travel lane, the road shape of the travel lane stored in the route map information, that is, in this embodiment, the road curvature at the center of the lane (hereinafter referred to as “map curvature”) RMPU [1 / m] is acquired and stored sequentially.

  Further, in an environment where the vehicle position estimation calculation unit 12a cannot receive an effective positioning signal from a positioning satellite due to a decrease in sensitivity of the GNSS receiver 13 such as traveling in a tunnel, the vehicle speed detected by the vehicle speed sensor, Switching to autonomous navigation that estimates the vehicle position based on the angular velocity detected by the gyro sensor, the longitudinal acceleration detected by the longitudinal acceleration sensor, etc., the vehicle position on the road map is estimated, and the vehicle M is traveling. Get road curvature (graphic curvature) RMPU.

  On the other hand, the camera unit 21 includes a main camera 21a and a sub-camera 21b that are fixed at the center of the upper part of the front part of the vehicle interior of the host vehicle M and are arranged symmetrically with respect to the center in the vehicle width direction. It has an in-vehicle camera (stereo camera), an image processing unit (IPU) 21c, and a forward traveling environment recognition unit 21d. The camera unit 21 is a stereo camera that photographs a predetermined area Er1 (see FIG. 10) in front of the host vehicle M captured by both cameras 21a and 21b. The IPU 21 performs predetermined image processing on the surrounding environment image in front of the traveling direction photographed by both cameras 21a and 21b, and outputs it to the traveling environment recognition unit 21d.

  Based on the received traveling environment image information in front of the host vehicle M, the forward traveling environment recognition unit 21d divides the road shape of the traveling path (own vehicle traveling path) on which the host vehicle M travels, that is, in this embodiment, the left and right sections. Determine the road curvature [1 / m] of the lane marking and the width (vehicle width) between the left and right lane markings. There are various known methods for determining the road curvature and the vehicle width. For example, the road curvature is recognized by the binarization process based on the luminance difference based on the driving environment image information, and the left and right lane markings are recognized. The curvature of the left and right lane markings is obtained for each predetermined section using a curve approximation formula or the like, and the vehicle width is calculated from the difference in curvature between both lane markings. Then, a road curvature (hereinafter referred to as “camera curvature”) RCAM [1 / m] in the center of the lane is obtained based on the curvature and the lane width of the left and right section lines, and stored sequentially.

  Then, the map curvature RMPU acquired by the vehicle position estimation calculation unit 12a and the camera curvature RCAM estimated by the forward traveling environment recognition unit 21d are read into the driving mode setting calculation unit 22. The locator unit 11 and the camera unit 21 constitute a completely independent multiplex system.

  Further, the forward travel environment recognition unit 21d detects the presence or absence of a preceding vehicle P (see FIG. 10) traveling in front of the host vehicle M based on the acquired travel environment image information. When the preceding traveling environment recognition unit 21d detects the preceding vehicle P, the front traveling environment recognition unit 21d calculates an inter-vehicle distance (distance distance) from the own vehicle M, a relative vehicle speed (= own vehicle speed-preceding vehicle speed), and an inter-vehicle time. Note that detection of the preceding vehicle P using a stereo camera, the distance between vehicles, the relative vehicle speed, and the time between vehicles are already known techniques, and thus description thereof is omitted here.

  The driver monitoring system 31 includes a driver recognition camera 31a provided in the upper part of the driver's seat in the passenger compartment, an IPU 31 for image processing of an image captured by the driver recognition camera 31a, and a driver D processed by the IPU 31b. A driver posture recognition unit 31c that detects the posture of the driver D every time the image is acquired based on the image. The driver recognition camera 31a may be attached to the instrument panel in front of the driver's seat, but is not limited to this as long as the driver's state (posture) can be monitored.

  The driver posture recognition unit 31c monitors the driving posture (state) from the acquired image of the driver D to determine whether the posture of the driver D is normal, in other words, whether the driver is viewing the front in the correct posture. Information (posture (state) monitoring information) is generated.

  That is, when the operation mode setting calculation unit 22 described later sets the second driving support mode as the operation mode, as shown in FIG. 11B, the driver D is allowed to be non-steering (gripping the handle Mh). Not required). For this reason, as shown in FIG. 5C, the driver D does not visually recognize the front, and tilts his side or the seat back of the driver's seat and makes an abnormal posture such as a state in which he or she turns to the rear. Easy to take.

  When the driver D continues in such an abnormal posture, when the driving mode setting calculation unit 22 changes the driving mode from the second driving support mode to the first driving support mode that requires steering maintenance. Can't respond. Further, when the camera unit 21 temporarily falls while following the preceding vehicle P in the second driving support mode (ACC (Adaptive Cruise Control) traveling), the driving operation is performed on the driver D. Cannot be taken over smoothly. Note that the driver posture recognition unit 31c checks, for example, whether or not the front is visually recognized from the movement of the head of the driver D, and determines that the posture is abnormal when the front is not visually recognized.

  When the driver posture recognition unit 31c detects an abnormality in the posture of the driver D, the driving mode setting calculation unit 22 to be described later alerts the driver D or makes a takeover request to keep the steering wheel Mh steered.

  On the input side of the driving mode setting calculation unit 22, in addition to the above-described own vehicle position estimation calculation unit 12a, the forward traveling environment recognition unit 21d, and the driver posture recognition unit 31c, the driver D turns ON / OFF automatic driving. An automatic operation switch 41 is connected to a handle touch sensor 42 as a handle grip detection unit that detects the grip (holding) of the handle Mh of the driver D and operates to be turned on. For example, a pair of handle touch sensors 42 are provided on the left and right of the handle Mh, and each is turned on when the driver D holds the handle Mh with both hands.

  Further, a front side sensor 43 and a rear side sensor 44 are connected to the input side of the operation mode setting calculation unit 22. The camera unit 21, the front side sensor 44, and the rear side sensor 45 described above correspond to the traveling environment recognition means of the present invention.

  Both sensors 43 and 44 are attached to the left and right sides of the front bumper and the rear bumper, respectively. The sensors 43 and 44 are composed of an ultrasonic sensor, a millimeter wave radar, a microwave radar, an infrared sensor, a laser radar (or a lidar (Light Detection And Ranging or Laser Imaging Detection And Ranging)), and the like. .

  As shown in FIG. 10, the front side sensor 43 scans the areas Er2L and Er2R that are diagonally forward and left and out of the field of view of the camera unit 21 described above. Further, the scan area of the rear side sensor 44 is relatively wider than the above-described front side sensor 43, and scans the areas Er3L and Er3R that cannot be monitored by the front side sensor 43 from the rear of the host vehicle M to the left and right.

  The front side sensor 43 detects a vehicle other than the preceding vehicle P (adjacent vehicle S traveling in the adjacent lane) that is close to the host vehicle M, and the rear side sensor 44 is other than the vehicle that approaches the host vehicle M. Vehicle (adjacent vehicle S and the following vehicle F traveling behind the traveling lane of the host vehicle M) is detected. In the case of the following vehicle F, the vehicle speed different from the own vehicle M (= following vehicle speed−own vehicle speed) and the inter-vehicle time are calculated. Further, in the case of the adjacent vehicle S, a lateral distance (lateral distance) with the own vehicle M is obtained.

  Note that the forward traveling environment information acquired by the camera unit 21 is also read by an ACC control unit (not shown). When the ACC control unit detects a preceding vehicle P ahead of the lane in which the host vehicle M is traveling based on the forward traveling environment information, the ACC control unit follows the preceding vehicle while maintaining a predetermined inter-vehicle distance with respect to the preceding vehicle P. Run control. Further, when the preceding vehicle P is not detected, the vehicle is driven at the set vehicle speed set by the driver D in advance.

  Further, a notification device 45 as a notification means including an audio speaker and a monitor is connected to the output side of the operation mode setting calculation unit 22. An automatic operation control unit 51 is connected to the operation mode setting calculation unit 22 so as to be capable of bidirectional communication. The automatic operation control unit 51 executes the corresponding operation mode according to the operation mode (manual operation mode, first operation support mode, second operation support mode) set by the operation mode setting calculation unit 22.

  The operation mode setting calculation unit 22 constantly compares the map curvature RMPU in front of the vehicle position estimated by the vehicle position estimation calculation unit 12a and the camera curvature RCAM estimated by the forward traveling environment recognition unit 21d. That is, the degree of coincidence (reliability) [%] of both curvatures RMPU and RCAM in the same distance section ahead of the predetermined distance is examined with reference to the own vehicle position on the map and the actual vehicle position based on actual driving, respectively. When it exceeds the set threshold value (for example, 95 to 99 [%]), it is determined as matching, and when it is below, it is determined as mismatching.

  For example, as shown in FIG. 14 (a), if the map curvature RMPU acquired by the locator unit 11 and the camera curvature RCAM recognized by the forward traveling environment recognition unit 21d are substantially the same, the host vehicle M is surely the target. Evaluate that you are driving along the path. On the other hand, as shown in FIG. 5B, when the positioning position by the GNSS receiver 13 is map-matched on the adjacent lane due to an error, the locator unit 11 calculates the map curvature RMPU of the adjacent lane on the own vehicle traveling path. Therefore, both curvatures RCAM and RMPU are evaluated as having low coincidence (reliability). Alternatively, even when the camera curvature RCAM cannot be obtained by the forward traveling environment recognition unit 21d in traveling with poor visibility such as during rain, the degree of coincidence is evaluated to be low (less than the threshold).

  And when it determines with both curvature RMPU and RCAM agree | coinciding, automatic driving | operation is continued. Alternatively, the operation mode is switched from manual operation to automatic operation. Note that when the operation mode is switched, the notification device 45 notifies the driver D beforehand.

  On the other hand, if it is determined that the curvatures RMPU and RCAM do not match during automatic driving, the reliability is low, so the driver D is informed via the notification device 45 that the manual driving mode is to be switched, and then the automatic driving is performed. Switch to manual operation mode.

  By the way, in this embodiment, manual operation mode, 1st driving assistance mode, and 2nd driving assistance mode are set as driving mode, and this 1st driving assistance mode and 2nd driving assistance mode are the automatic driving | operation mentioned above. Included in the category. Here, the first driving support mode and the second driving support mode are common in that the host vehicle M automatically travels (automatic driving) along the target traveling path, but the first driving support mode is the driver. The second driving support mode is an operation mode that does not presuppose driver D's steering (non-steering).

  For example, when the camera unit 21 is temporarily lost, it is difficult to continue the automatic driving in the second driving support mode, but the mode is not suddenly changed to the manual driving mode. After making a takeover request and keeping the steering wheel Mh steered, the mode is shifted to the first driving support mode, and the automatic driving is continued based on the own vehicle position estimated by the map locator calculating unit 12. The same applies to the case where the map locator calculation unit 12 fails to estimate the position of the host vehicle. After the driver D holds the handle Mh, the center of the left and right lane lines recognized by the camera unit 21 is targeted. The travel path is set, and the host vehicle M travels along the target travel path.

  Therefore, in order to allow the driver D to take over the driving operation smoothly when the above-described failure occurs, even when the vehicle is traveling in the second driving support mode on the premise of non-steering. For the driver D, it is necessary to make the front always visible. However, even when the driver posture recognition unit 31c detects a posture error of the driver D when traveling in the second driving support mode, for example, another vehicle is positioned forward or in the traveling direction of the host vehicle M. The degree of emergency response differs between the case where no is detected and the case where another vehicle is detected.

  For this reason, in the present embodiment, when an abnormality in the posture of the driver D is detected when traveling in the second driving support mode, if no other vehicle is detected in front of or around the host vehicle M, an alert is first given. When the driver D returns to the normal (correct) posture in which the driver D visually recognizes the front in a predetermined time, the second driving support mode is continued. On the other hand, when another vehicle is detected in front of or around the host vehicle M, the driver D is immediately requested to take over, the driver D is requested to hold the steering wheel Mh, and the driving mode is changed to the first mode. Transition to 1 driving support mode.

  The setting of the operation mode executed by the operation mode setting calculation unit 22 is specifically processed according to the flowcharts shown in FIGS.

  When the host vehicle M travels, an operation mode setting routine shown in FIG. 2 is started. First, in step S1, a signal from the automatic operation switch 41 is read. The automatic driving switch 41 is turned on when the driver D selects automatic driving. In step S2, the automatic driving switch 41 checks whether or not it is ON. If it is ON, the process proceeds to step S3 to execute driving support mode processing. Exit the routine. On the other hand, if the automatic operation switch 41 is OFF, the process branches to step S4, the manual operation mode is executed, and the routine is exited. When the manual operation mode is selected as the operation mode, the target traveling path set by the conventional navigation function for guiding the host vehicle M to the destination is displayed on a monitor (not shown). The driver D causes the host vehicle M to travel by own driving according to the display on the monitor and the voice guide.

  The driving support mode process executed in step S3 is executed according to the driving support mode process subroutine shown in FIG. In this subroutine, first, in step S11, ACC control information calculated by an ACC control unit (not shown) is read. Then, the process proceeds to step S12, and based on this ACC control information, it is checked whether or not the ACC control unit is executing the preceding vehicle following traveling control. If the preceding vehicle following traveling control is not being performed, that is, at the set vehicle speed. If it is traveling, the process proceeds to step S13. On the other hand, when the preceding vehicle follow-up running control is being executed, the routine jumps to step S16.

  Proceeding to step S13, the surrounding environment information acquired by the front side sensor 43 and the rear side sensor 44 is read, and whether there is another vehicle (following vehicle F, adjacent vehicle S) close to the own vehicle M in step S14. Check for no. If no adjacent vehicle (following vehicle F, adjacent vehicle S) is detected, the process proceeds to step S15. If detected, the process jumps to step S16.

  If it progresses to step S15, a driving assistance mode process at the time of no surrounding vehicle will be performed and a routine will be exited. On the other hand, if it progresses to step S16, a driving assistance mode with a surrounding vehicle will be performed and a routine will be exited.

  The driving assistance mode process when there is no surrounding vehicle is executed according to the driving assistance mode processing subroutine when there is no surrounding vehicle shown in FIGS. 4 to 5, and the driving assistance mode when there is a surrounding vehicle is shown in FIGS. 6 to 7. It is executed according to the driving support mode subroutine when there is. The driving assistance mode processing subroutine when there is no surrounding vehicle corresponds to the driving assistance mode processing execution means when there is no surrounding vehicle of the present invention, and the driving assistance mode processing subroutine when there is a surrounding vehicle exists when the surrounding vehicle exists. It corresponds to the driving support mode process execution means.

  First, the driving assistance mode processing subroutine when there is no surrounding vehicle will be described. In this subroutine, first, the first driving support mode condition is read in step S21. The first driving support mode condition is, for example, the same as the transition condition from the manual driving mode to the first driving support mode shown in FIG. 13. The automatic driving switch 41 and the forward driving environment recognition unit 21d of the camera unit 21 are the same. The determination is made based on the lane marking that divides the left and right sides of the lane in which the recognized vehicle M is traveling, and the pair of handle touch sensors 42. Note that the ON of the automatic operation switch 41 is excluded from the condition because it has already been determined in step S2.

  Subsequently, it progresses to step S22 and it is determined whether 1st driving assistance mode conditions are satisfied. The condition is satisfied when the automatic driving switch 41 is ON, the lane marking that divides the left and right of the lane in which the host vehicle M is traveling is recognized by the camera unit 21, and the pair of handle touch sensors 42 are ON. And the process proceeds to step S23. If even one of these conditions is not satisfied, it is determined that the condition is not satisfied, the process returns to step S4, the manual operation mode is executed, and the routine is exited. At this time, since the steering of the handle Mh is premised in both the first driving support mode and the manual driving mode, when the handle touch sensor 42 is OFF, after calling attention to hold the handle Mh, Transition to manual operation mode.

  Thereafter, when the process proceeds to step S23, a command signal for executing the first driving support mode is transmitted to the automatic driving control unit 51, and the process proceeds to step S24. In step S24, the transition condition from the first driving support mode to the second driving support mode is read. For example, as shown in FIG. 13, the transition conditions from the first driving support mode to the second driving support mode are the automatic driving switch 41, the degree of coincidence between the map curvature RMPU and the camera curvature RCAM, and the driving lane is automatically driven. It is determined based on whether or not the vehicle is a road, the driver state, and the handle touch sensor 42.

  Whether or not the traveling lane is an automatic driving road is determined based on whether or not the current driving lane is designated as an automatic driving road from the road map information. This automatic driving road is, for example, a section designated on an automobile exclusive road such as an expressway. Further, the driving posture of the driver D is determined based on the driver monitoring information from the driver monitoring system 31. Furthermore, the ON of the automatic operation switch 41 is excluded from the condition because it has already been determined in step S2. Moreover, although the transition conditions to each operation mode other than the transition conditions mentioned above are described in FIG. 13, description about them is abbreviate | omitted.

  Then, the process proceeds to step S25, where the map curvature RMPU and the camera curvature RCAM coincide (for example, the degree of coincidence is 95 to 99 [%] or more), the current driving lane is an automatic driving road, and the driver monitoring information When the normal posture of the driver D is detected and the pair of handle touch sensors 42 are in the non-steering state of the steering wheel Mh, it is determined that the second driving support mode transition condition is satisfied, Proceed to S26. If even one of these conditions is not satisfied, it is determined that the condition is not satisfied, and the routine is exited. Therefore, in this case, the first driving support mode is continued.

  If it progresses to step S26, the command signal which performs 2nd driving assistance mode will be transmitted to the automatic driving | operation control unit 51, and it will progress to step S27. In step S27, the driver monitoring information from the driver monitoring system 31 is read, and in step S28, it is checked whether or not the driver's state (posture) is abnormal. That is, since the second driving support mode is not premised on the steering of the steering wheel Mh, the driver D can easily take his eyes off the front, and in a side view or in an extreme case, as shown in FIG. It is also possible to fall asleep by tilting the seat back. If the automatic driving in the second driving support mode is continued in such an abnormal posture, it becomes difficult to cope with an emergency when the camera unit 21 is temporarily lost.

  Therefore, in step S28, the state (posture) of the driver D is detected from the movement of the head and both shoulders of the driver D, the movement amount of the head, and the like based on the driver monitoring information. And it progresses to step S29 and it is investigated whether the driver | operator D is a normal attitude | position. And when it determines with the attitude | position of the driver | operator D being abnormal (an attitude | position is not correct, the front is not visually recognized etc.), it progresses to step S30 and transmits an alerting command to the alerting | reporting apparatus 45. Then, the notification device 45 notifies the driver D of a voice guidance such as “please turn forward”, so that attention is urged.

  Thereafter, the process proceeds to step S31, where the alerting time tim1 is incremented. In step S32, the alerting time tim1 is compared with a preset first standby determination time T1 (for example, 5 to 15 [sec]). If tim1 <T1, the process returns to step S27 to check whether the driver D is in a normal posture. If tim1 ≧ T1, it is determined that the posture of the driver D is abnormal even after reaching the first standby determination time T1, and the process proceeds to step S33.

  Accordingly, the driver D turns back or looks aside when traveling in the second driving support mode in the state where the preceding vehicle P or other vehicles (the following vehicle F, the adjacent vehicle S) are not traveling in the vicinity. Even if the seat back is tilted and the patient takes a nap, the second driving support mode is continued within the first standby determination time T1 without suddenly changing to the first driving support mode after receiving the alert. Let In the meantime, when the posture of the driver D returns to a normal state, the second driving support mode is continued without changing to the first driving support mode, so that convenience can be improved. it can.

  Then, when the process proceeds to step S33, a driver takeover request command is transmitted to the notification device 45, and the process proceeds to step S34. Then, the notification device 45 notifies the driver D of voice guidance such as “Transfer the driving mode to the first driving support mode. Please hold the handle” and the driving mode is changed to the first driving support. Notify that the mode is to be changed.

  In step S34, the takeover time tim2 is incremented, and in step S35, the takeover time tim2 is compared with a preset second standby determination time T2 (for example, 5 to 15 [sec]). Then, the notification of the driver takeover request is repeated until the takeover time tim2 reaches the second standby determination time T2, and when tim2 ≧ T2, the process returns to step S23, and the driving mode is changed to the first driving support mode.

  Therefore, even if the driver D returns to a normal posture within the second standby determination time T2 after receiving the driver takeover request, the second driving support mode is not continued, and the first driving is uniquely performed. Transition to support mode. Thereafter, when the second driving support mode transition condition is satisfied, the driving mode is shifted to the second driving support mode. Therefore, since the second driving support mode is continued within the second standby determination time T2, the driver D can hold the steering wheel Mh with a margin and prepare for the transition to the first driving support mode. Even if the driver D does not hold the steering wheel Mh within the second standby determination time T2, the driving mode transitions to the first driving support mode. In this case, the automatic evacuation mode is executed. You may make it let it.

  Next, the driving support mode subroutine when there is a surrounding vehicle shown in FIGS. 6 to 7 will be described. Steps S41 to S49 are the same as steps S21 to S29 of the above-described driving assistance mode subroutine when there is no surrounding vehicle. Therefore, the description here is abbreviate | omitted by replacing this step S21-S29 with step S41-49.

  Then, when the process proceeds from step S49 to step S50, a driver takeover request command is transmitted to the notification device 45, and the process proceeds to step S51. Then, the notification device 45 notifies the driver D of voice guidance such as “Transfer the driving mode to the first driving support mode. Please hold the handle” and the driving mode is changed to the first driving support. Notify that the mode is to be changed.

  In step S51, the takeover time tim2 is incremented. In step S52, the takeover time tim2 is compared with a preset second standby determination time T2 (for example, 5 to 15 [sec]). When tim2 <T2, Returning to step S47, it is checked whether or not the posture of the driver D is normal. When tim2 ≧ T2 is reached, the process goes to step S53, and it is checked whether or not the pair of handle touch sensors 42 are ON, that is, whether or not the driver D holds the handle Mh with both hands.

  Therefore, even if the driver D holds the steering wheel Mh within the second standby determination time T2, the second driving support mode is continued until the second standby determination time T2 elapses. Therefore, the driver D can steer the handle Mh with a margin without panicking.

  When both the pair of handle touch sensors 42 are ON, the driver determines that the steering wheel Mh is being properly held, returns to step S43, and executes the first driving support mode. When a preceding vehicle or other vehicle is detected around the host vehicle M, higher safety is required than when no preceding vehicle or other vehicle is present in the vicinity, and the locator unit 11 and the camera unit 21 are In the event of a temporary failure, it is necessary for the driver D to immediately take over the driving.

  Therefore, in the present embodiment, for example, when an abnormality in the posture of the driver D is detected while traveling while following the preceding vehicle P in the second driving support mode, the driver is not alerted. After notifying the takeover request, the driving mode is uniquely shifted to the first driving support mode after the second standby determination time T2 has elapsed, thereby ensuring safety during driving.

  In step S53, if one or both of the pair of handle touch sensors 42 are OFF, the process proceeds to step S54, a steering maintenance request command is transmitted to the notification device 45, and the process proceeds to step S55. Then, the notification device 45 makes a steering maintenance request to the driver D such as “Transition the driving mode to the first driving support mode. Please hold the handle”.

  Next, in step S55, the data of the relative vehicle speed and the inter-vehicle time between the preceding vehicle P and the following vehicle F and the host vehicle M are read. In step S56, the lateral distance data between the adjacent vehicle S and the host vehicle M is read. The data for the preceding vehicle P, the succeeding vehicle F, and the adjacent vehicle S that are not detected are cleared.

  In step S57, the third standby determination time T3 [sec] is obtained based on the detected data. The third standby determination time T3 is a grace time when the driving mode is changed from the second hospital support mode to the first driving support mode.

  That is, when the surrounding vehicle (the preceding vehicle P, the succeeding vehicle F, and the adjacent vehicle S) is detected while traveling in the second driving support mode, the safety is higher than when the surrounding vehicle is not detected. Required. Accordingly, when the driver D does not hold the steering wheel Mh even when the second standby determination time T2 has elapsed despite the notification of the takeover request when the posture abnormality of the driver D is detected (the steering wheel It is also conceivable that the touch sensor 42 is OFF) and the driver D is uniquely responsible for making a transition to the first driving support mode. However, even if the locator unit 11 or the camera unit 21 is temporarily lost during traveling in the second driving support mode, it is possible to continuously travel based on the accumulated traveling data if it is about several seconds. Is possible.

  Therefore, in the present embodiment, even if the driver D does not hold the steering wheel Mh even after the second standby determination time T2 has elapsed, the third standby determination time T3 is set, and during that time, the second driving is performed. The support mode is continued.

  The maximum time of the third standby determination time T3 is set within a time obtained by subtracting the second standby determination time T2 from the time during which the vehicle can run by the accumulated travel data. The third standby determination time T3 is set with reference to, for example, the data map shown in FIG. 12A and the data table shown in FIG. In the data map shown in FIG. 6A, the relative vehicle speed gradually increases based on the relative vehicle speed and the inter-vehicle time (the host vehicle M approaches the preceding vehicle P or the succeeding vehicle F approaches the preceding vehicle P). Moreover, as the inter-vehicle time becomes shorter, a shorter steering maintenance request delay time is set. On the other hand, in the data table shown in FIG. 5B, a shorter third standby determination time T3 is set as the side-to-vehicle distance becomes shorter.

  That is, when the relative vehicle speed is high and the inter-vehicle time is short, the host vehicle M and the preceding vehicle P or the following vehicle F are likely to approach in a short time. On the other hand, when the distance between the adjacent vehicles S is short, there is a high possibility that the adjacent vehicle S will change the lane ahead of the host vehicle M. Therefore, in the present embodiment, the third standby determination time T3 is variably set according to the relative positional relationship between the host vehicle M and other vehicles (the preceding vehicle P, the succeeding vehicle F, and the adjacent vehicle S).

  In step S57 described above, the third standby determination time T3 is set with reference to the data map shown in FIG. 12A and the data table shown in FIG. The third standby determination time T3 is set for each of the detected vehicles P, F, and S when at least two of the preceding vehicle P, the subsequent vehicle F, and the adjacent vehicle S are detected. When a plurality of third standby determination times T3 are detected, the shortest third standby determination time T3 is selected.

  Thereafter, the process proceeds to step S58, where the steering request deferment time tim3 is incremented, and the process proceeds to step S59 and waits until the steering request deferment time tim3 reaches the third standby determination time T3. When tim3 ≧ T3 is reached, the process returns to step S43, and the driving mode is changed to the first driving support mode. Therefore, when the third standby determination time T3 has elapsed, the driver D is uniquely transitioned to the first driving support mode regardless of whether the steering wheel Mh is held or not.

  As a result, the driver D only needs to hold the steering wheel Mh within the time obtained by adding the third standby determination time T3 to the second standby determination time T2, so that the driver D can respond with a margin. In this case, when the third standby determination time T3 elapses, a signal from the handle touch sensor 42 is read, and when it is ON, the mode is shifted to the first driving support mode, and when it is OFF, the automatic retreat mode is executed. May be.

  Then, the automatic operation control unit 51 executes the corresponding operation mode according to the operation mode (manual operation mode, first operation support mode, second operation support mode) set by the operation mode setting calculation unit 22.

  Next, FIG. 8 illustrates the transition of the driving mode set in the driving assistance mode subroutine when there is no surrounding vehicle.

  When the automatic driving control unit 51 causes the host vehicle M to automatically travel in the second driving support mode, the driver posture recognition unit 31c of the driver monitoring system 31 detects a posture abnormality such as a sidewalk or doze of the driver D. When detected, the driving mode setting calculation unit 22 alerts the driver D from the notification device 45 and starts measuring the alerting time tim1. Then, if the driver posture recognition unit 31c detects the normal posture of the driver D before the alerting time tim1 reaches the first standby determination time T1, the second driving support mode is continued.

  After that, when the driver posture recognition unit 31c detects the abnormal posture of the driver D again, the driving mode setting calculation unit 22 alerts the driver D as described above, and the alerting time tim1 Start timing. And even if the alerting time tim1 reaches the first standby determination time T1, if the driver D does not return to the normal posture, the driver 45 notifies the driver of the takeover request to shift to the first driving support mode. D is notified, and time measurement of the takeover time tim2 is started. When the steering wheel touch sensor 42 is turned on before the takeover time tim2 reaches the second standby determination time T2, and the steering of the handle Mh by the driver D is detected, the second standby determination time T2 has elapsed. The driving mode is changed to the first driving support mode.

  Then, the driving mode setting calculation unit 22 determines the second driving assistance mode transition condition while the automatic driving control unit 51 is traveling the host vehicle M in the first driving assistance mode, and when the condition is satisfied, The notification device 45 notifies the driver D that he / she will transition to the second driving support mode and that the steering wheel Mh will be non-steered. Thereafter, when the steering wheel touch sensor 42 detects non-steering (OFF), the driving mode is changed to the second driving support mode.

  FIG. 9 illustrates the transition of the driving mode set in the driving support mode subroutine when there is a surrounding vehicle.

  When the automatic driving control unit 51 causes the host vehicle M to automatically travel in the second driving support mode, when the driver posture recognition unit 31c of the driver monitoring system 31 detects a posture error of the driver D, driving The mode setting calculation unit 22 immediately notifies the driver D of a takeover request to the effect that a transition to the first driving support mode is made from the notification device 45 to the driver D, and starts measuring the takeover time tim2. When the handle touch sensor 42 is turned on before the takeover time tim2 reaches the second standby determination time T2 and the steering by the driver D is detected, after the second standby determination time T2 has elapsed, the operation mode To the first driving support mode.

  Thereafter, the driving mode setting calculation unit 22 determines the second driving assistance mode transition condition while the automatic driving control unit 51 is traveling the host vehicle M in the first driving assistance mode, and when the condition is satisfied, When the driver D is informed from the notification device 45 that the driver D transitions to the second driving support mode and the steering wheel Mh is set to non-steering, and the steering wheel touch sensor 42 detects non-steering (OFF), Is shifted to the second driving support mode.

  Then, when the automatic driving control unit 51 causes the host vehicle M to automatically run in the second driving support mode, if the driver posture recognition unit 31c detects the posture error of the driver D again, the first driving support mode The notification device 45 notifies the driver D of the takeover request to the effect of transition to However, if the driver D does not hold the steering wheel Mh even after the standby determination time T2 has elapsed (the steering wheel touch sensor 42 is OFF), the driving mode setting calculation unit 22 notifies the driver D of a steering holding request. I will inform you. In the meantime, the second driving support mode is continued.

  Then, after the third standby determination time T3 has elapsed, the driving mode is uniquely shifted to the first driving support mode regardless of whether the driver D is steered or not. In the transition to the first driving support mode, when the non-steering of the driver D continues (the handle touch sensor 42 is OFF), the transition may be made to the automatic evacuation mode.

  As described above, in the present embodiment, the driver monitoring system 31 determines whether or not the driver D has returned to the correct posture after the host vehicle M is traveling in the second driving support mode. Since it has detected, the said attitude | position of the driver | operator D can be determined appropriately.

  In addition, even when the driver monitoring system 31 detects an abnormal posture of the driver D, there are no other vehicles (the preceding vehicle P, the succeeding vehicle F, and the adjacent vehicle S) around the host vehicle M. The degree of emergency response differs from the existing situation. For this reason, in this embodiment, when an abnormality in the posture of the driver D is detected in a state where no other vehicle exists, the driver is first alerted, and the driving is returned to the correct posture within the first standby determination time T1. When it is detected by the driver monitoring system 31, convenience for the driver D is ensured by continuing the second driving support mode by non-steering.

  On the other hand, if the posture abnormality of the driver D continues even after the first standby determination time T1 elapses, the handover mode is notified, and when the second standby determination time T2 elapses, the operation mode is changed to the first mode. By making the transition to the one driving support mode, the driver D is appropriately made to perform the posture according to the degree of emergency response to ensure safety.

  On the other hand, when there is another vehicle in the vicinity of the host vehicle M, the degree of emergency response is higher than when there is no other vehicle. If an abnormality is detected, safety is ensured by making an immediate takeover request without calling attention. Then, after the second standby determination time T2 has elapsed, if the steering of the driver D is detected (the steering wheel touch sensor 42 is ON), the mode is shifted to the first driving support mode, and the driver D can drive at any time. Ensure safety by waiting in a state where it can be taken over.

  On the other hand, even if the second standby determination time T2 has elapsed, if the steering of the driver D is not detected (the steering wheel touch sensor 42 is OFF), a steering holding request is made to the driver D, and the third The second driving support mode is continued for the grace time of the standby determination time T3. Thereby, both safety and convenience can be achieved.

  As a result, according to the present embodiment, when the vehicle is traveling in the second driving assistance mode, the second driving assistance mode is selected as the driving mode when the posture abnormality of the driver D is detected and then returned to the correct posture. Or whether to shift to the first driving support mode can be appropriately determined according to whether or not there are other vehicles (P, F, S) in the vicinity.

1 ... Driving support system,
11 ... Locator unit,
12 ... Map locator calculation unit,
12a ... own vehicle position estimation calculation unit,
12b ... Map information acquisition unit,
13 ... GNSS receiver,
14 ... autonomous running sensor,
18 ... High-precision road map database,
21 ... Camera unit,
21a ... main camera,
21b ... sub camera,
21c, 31b ... Image processing unit (IPU),
21d ... Forward running environment recognition unit,
22 ... operation mode setting calculation part,
31a ... Driver recognition camera,
31c ... Driver posture recognition unit,
41 ... Automatic operation switch,
42 ... handle touch sensor,
43. Front side sensor,
44 ... rear side sensor,
45. Informing device,
51. Automatic operation control unit,
D ... Driver,
Er1, Er2L, Er2R, Er3L, Er3R ... region,
F ... Following car,
M ... own vehicle,
Mh ... handle,
P ... preceding car,
RCAM ... Camera curvature,
RMPU ... Map curvature,
S ... adjacent car,
T1: First standby determination time,
T2: Second standby determination time,
T3 ... third standby determination time,
tim1 ... alerting time,
tim2 ... takeover time,
tim3 ... Rudder request postponement time

Claims (6)

Driving environment recognition means for recognizing the driving environment around the host vehicle;
State monitoring means for monitoring the state of the driver;
A handle grip detection means for detecting the driver's handle grip;
As the driving mode of the host vehicle, a first driving support mode in which automatic driving is performed at least under the condition that the driver's handle is gripped, and a second driving in which automatic driving is performed without the driver being gripped by the handle. An operation mode setting calculating means for setting each mode according to the operation conditions,
In a driving support system comprising notifying means for notifying the driver of a situation where the driving mode transitions,
The operation mode setting calculation means is
When no other vehicle is detected in the vicinity of the host vehicle by the traveling environment recognition unit, a driving support mode process execution process without surrounding vehicle for executing a driving support mode process without surrounding vehicle, and the other vehicle in the vicinity. And a driving support mode process execution means when there is a surrounding vehicle for executing a driving support mode process when there is a surrounding vehicle when detected.
The driving support mode processing execution means when the surrounding vehicle is absent is for the driver when the state monitoring means detects an abnormal state of the driver while the host vehicle is traveling in the second driving support mode. When notifying the alert from the notifying means and returning to the correct state within a preset first standby determination time, the second driving support mode is continued,
On the other hand, when the surrounding vehicle is present, the driving support mode process executing means responds to the driver when the posture monitoring means detects an abnormal posture of the driver while the host vehicle is traveling in the second driving support mode. The notification means notifies the takeover request to change the driving mode to the first driving support mode, and the driving mode is changed to the first driving support when the correct posture is returned within the preset second standby determination time. A driving support system characterized by transitioning to a mode. When the driver does not return to correct posture monitoring even after the first standby determination time has elapsed, the driving support mode processing execution means without surrounding vehicle changes the driving mode from the notification means to the driver. A handover request for switching to the first driving support mode is notified, and when the posture monitoring is returned within the second standby determination time, the driving mode is shifted to the first driving support mode. Item 2. The driving support system according to Item 1. When the driver does not return to correct posture monitoring even after the second standby determination time has elapsed, the driving support mode processing execution means when the surrounding vehicle is present is in a positional relationship between the host vehicle and the other vehicle. 3. The driving support system according to claim 1, wherein a third standby determination time is set based on the third driving determination mode, and when the third standby determination time has elapsed, the driving mode is changed to the first driving support mode. . The driving support mode processing execution means when there is no surrounding vehicle or the driving support mode processing execution means when the surrounding vehicle is present holds the handle to the driver when shifting the driving mode to the first driving support mode. The driving support system according to any one of claims 1 to 3, wherein the notification means notifies the user of the fact. The third standby determination time set by the driving support mode processing execution means when there is a surrounding vehicle is the preceding vehicle in which the other vehicle travels in front of the traveling lane of the own vehicle or the succeeding vehicle that travels behind the own vehicle. 4. The driving support system according to claim 3, wherein the driving support system is variably set based on a relative vehicle speed and an inter-vehicle time between the host vehicle and the preceding vehicle. The third standby determination time set by the driving support mode process execution means when the surrounding vehicle is present is the same as that of the own vehicle when the other vehicle is traveling in a lane adjacent to the traveling lane of the own vehicle. The driving support system according to claim 3, wherein the driving support system is variably set based on a lateral distance between adjacent vehicles.

Images