JP2014098965A - Drive support apparatus and drive support method - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive support apparatus and a drive support method that can make available appropriate drive support through opportune exercise of drive support.SOLUTION: A drive support unit 150 comprises a support need determination unit 155 that determines on the basis of prescribed restraint conditions whether or not drive support is needed and a support restraining unit 156 that restrains exercise of drive support in response to a result of "No" to drive support by the support need determination unit 155. The support need determination unit 155 determines whether or not the restraint conditions are met on the basis of at least one factor out of specific vehicle operation that varies the state of the vehicle to be supported, a drive environment that promotes variation of the state of the vehicle to be supported and any mobile body present in the vicinities of the vehicle.

Description

  The present invention relates to a driving support device and a driving support method that support driving of a vehicle.

  In general, a driving support device that supports driving of a vehicle acquires traffic information that requires deceleration control of the vehicle, such as an intersection, a temporary stop position, a curve, an approach of a preceding vehicle, and the like, using an in-vehicle camera or a navigation system. Then, based on the acquired traffic information around the vehicle, driving assistance such as deceleration assistance through voice deceleration guidance and semi-forced braking force is performed.

  Conventionally, as an example of an actual driving support device, as can be seen from Patent Document 1, for example, a device that performs support for avoiding a collision with an object existing around a vehicle to be supported is known. When this driving assistance device detects an object that is present in the forward direction of the vehicle, it calculates a time TTC (time to collision) until the collision between the object and the vehicle based on the distance and relative speed between the object and the vehicle. . Then, the possibility of collision between the vehicle and the object is determined based on the change amount of the time TTC. If it is determined that the possibility of a collision is high, the brake control device, the suspension control actuator, the seat belt actuator, the buzzer, and the display are controlled in order to avoid the collision and reduce the impact caused by the collision. As a result, when the possibility of collision between the vehicle and the object is high, application of braking force for decelerating the vehicle, notification to the driver, and the like are performed.

JP 2008-308024 A

  By the way, even if an object exists in front of the traveling direction of the vehicle, a collision between the object and the vehicle may be avoided or a collision between the object and the vehicle may not occur in some cases. And if the above-mentioned driving assistance is executed in a situation where the collision between the object and the vehicle is naturally avoided or the collision cannot occur, the vehicle driver may feel uncomfortable. .

  The present invention has been made in view of such circumstances, and an object thereof is to provide a driving support device and a driving support method capable of optimizing driving support through accurate activation of driving support. is there.

Hereinafter, means for solving the above-described problems and the effects thereof will be described.
The invention according to claim 1 is a driving support device that supports driving of a vehicle, a support determination unit that determines whether or not driving support is necessary based on a prescribed suppression condition, and driving support “No” of the support determination unit. And a support suppression unit that suppresses the activation of driving support according to the determination result.

  According to a twelfth aspect of the present invention, in a driving support method for supporting driving of a vehicle, a determination step of determining whether driving support is necessary based on a prescribed suppression condition, and driving support “No” by the determination step And a suppression step that suppresses driving assistance in accordance with the determination result.

  According to the above configuration or method, when the prescribed suppression condition is satisfied, it is determined that the driving assistance is “No”. Conversely, when the prescribed suppression condition is not satisfied, it is determined that driving support is “necessary”. And when it determines with driving assistance "no", even if the driving | running | working conditions which drive driving | operation activates are satisfy | filled, the driving | operation activation of driving assistance is suppressed. As a result, when the specified condition is satisfied, driving assistance is not executed regardless of whether the activation condition is satisfied. For this reason, driving assistance is not executed in a situation where the suppression condition is satisfied, for example, in a situation where it is possible to determine that the necessity of driving assistance is low when factors other than the activation condition are considered. Thereby, optimization of driving assistance is achieved through accurate activation of driving assistance.

  According to a second aspect of the present invention, in the driving support device according to the first aspect, the suppression condition is a specific vehicle operation that changes a state of the vehicle that is the support target, and a change in the state of the vehicle that is the support target. This is a condition relating to at least one element of a traveling environment that prompts the vehicle and a moving body that exists around the vehicle.

  A thirteenth aspect of the present invention is the driving support method according to the twelfth aspect of the present invention, in which the suppression condition is a specific vehicle operation for changing the state of the vehicle to be supported, and a change in the state of the vehicle to be supported. This is a condition relating to at least one element of a traveling environment that prompts the vehicle and a moving body that exists around the vehicle.

When the vehicle state changes to a specific state by performing a specific vehicle operation, driving assistance that is highly necessary before the change of the vehicle state is often unnecessary after the change of the vehicle state.
In this regard, according to the above configuration or method, whether or not the suppression condition is satisfied is determined based on whether or not a specific vehicle operation has been performed. For this reason, for example, when a specific vehicle operation is performed that changes the vehicle state from a state in which driving assistance is highly necessary to a state in which driving assistance is less necessary, the suppression condition is satisfied, and the activation of driving assistance is suppressed. Is done. Thus, it is determined whether or not driving assistance is required based on the vehicle operation that directly changes the vehicle state. Further, it is determined whether or not driving assistance is required based on the presence or absence of a specific vehicle operation that changes the vehicle state, and whether or not driving assistance is required is determined before the vehicle state changes according to the vehicle operation. Will be.

  Usually, the vehicle is required to change its state in accordance with the traveling environment such as various traffic elements existing on the road. For this reason, the state of the vehicle which invades a specific traveling environment changes according to the traffic element. As a result, driving assistance that is highly necessary based on the vehicle state before the change is often less necessary based on the vehicle state after the change.

  In this regard, according to the above configuration or method, when the success or failure of the suppression condition is determined based on the traveling environment of the vehicle, for example, when a traveling environment that promotes a change in the vehicle state is detected, the activation condition is determined. Necessary driving assistance is suppressed. For this reason, specific vehicle operation is performed according to driving | running | working environment, and the success or failure of a suppression condition is judged before a vehicle state changes according to this vehicle operation. Thereby, the success or failure of the suppression condition can be determined at an early stage, and the suppression can be accurately performed at an earlier stage than the activation of the driving support.

  In particular, driving assistance is often performed according to the positional relationship between a vehicle to be supported and a moving object such as a person or a vehicle existing around the vehicle. And, for example, when the relative position between the vehicle to be supported and the moving body changes with changes in the moving direction, moving speed, etc. of the moving body, driving assistance that is highly necessary based on the relative position before the change, The necessity is often low based on the relative position after the change.

  In this regard, according to the above configuration or method, the necessity of driving support is determined by determining the success or failure of the suppression condition based on the moving body, thereby changing the relative position between the moving body and the vehicle to be supported. When it decreases, the driving assistance is suppressed.

  According to a third aspect of the present invention, in the driving support device according to the second aspect, the suppression condition relating to the specific vehicle operation is operated by at least one element of a blinker switch, a steering wheel, and a hazard lamp lighting switch. It is established based on that.

  Generally, when the course of the vehicle is changed, the vehicle winker switch is first operated. Then, after the turn signal is turned on, the steering is operated, and a course change such as a right / left turn is performed. That is, when the winker switch is operated, the probability that the vehicle will change course is extremely high. On the other hand, in many cases, driving assistance is performed according to a traffic element or a person existing in front of the traveling direction of the vehicle. For this reason, when a change of course such as a right or left turn is made, if the situation ahead in the direction of travel changes, the necessity of driving assistance that is highly necessary before the change is often reduced.

  In this regard, according to the above configuration, whether or not the suppression condition is satisfied is determined depending on whether or not the winker switch is operated. For this reason, when the course change of the vehicle is predicted due to the operation of the blinker switch, the driving assistance is suppressed as the suppression condition is satisfied. As a result, when the need for driving support is reduced due to a change in the course of the vehicle, unnecessary driving support is suppressed from being activated.

  Also, when the steering is operated, the traveling direction of the vehicle is changed according to the operation content, and the traveling environment of the vehicle is also changed. And according to the said structure, when the suppression condition was judged according to the presence or absence of operation of steering, the suppression condition was satisfied when the advancing direction of the vehicle was changed by operating the steering As a result, driving assistance is suppressed. As a result, when the need for driving support is reduced due to a change in the course of the vehicle, unnecessary driving support is suppressed from being activated.

  On the other hand, when a hazard lamp lighting switch (hazard switch) is operated, the vehicle is predicted to turn left or right or to make an emergency stop. For this reason, before and after the hazard lamp is lit, the state of the vehicle changes and the situation around the vehicle also changes. As a result, after the vehicle turns right or left or performs an emergency stop, the necessity of driving assistance, which was highly necessary before the hazard lamp is turned on, often decreases.

  In this regard, according to the above configuration, when the vehicle condition is changed due to the operation of lighting the hazard lamp, the suppression is determined by determining whether the suppression condition is satisfied or not according to the presence or absence of the lighting operation of the hazard lamp. Driving assistance is suppressed as the condition is met.

  According to a fourth aspect of the present invention, in the driving support device according to the second or third aspect, the suppression condition relating to the traveling environment is different from a curve, an intersection, and a traveling direction of the vehicle ahead of the traveling direction of the vehicle. This is established based on detection of at least one element of a one-way road that is permitted to pass, a temporary stop position, a railroad crossing, a red indication of a traffic light, and an arrow indication of an arrow signal.

  When there is a curve ahead in the traveling direction of the vehicle, a detour along the curve is usually performed. In addition, when there is an intersection ahead of the traveling direction of the vehicle, there is a high possibility that a left / right turn or stop at the intersection will be performed. Similarly, when the arrow type traffic signal in the forward direction of the vehicle is an arrow indication, a right / left turn in the direction indicated by the arrow indication is performed. Similarly, when a one-way road existing ahead of the traveling direction of the vehicle is permitted to travel in a direction different from the traveling direction of the vehicle, it is necessary to change the course before the one-way road. Therefore, when any one of a curve, an intersection in front of the traveling direction of the vehicle, an arrow indication of an arrow signal, and a one-way road is detected, it can be predicted that the traveling environment of the vehicle will change thereafter. When the traveling environment of the vehicle changes, it is highly likely that driving assistance that is highly necessary before the change becomes less necessary after the change.

  Therefore, in the above configuration, the suppression condition is established when any one of the curve, the intersection, the arrow indication of the arrow traffic light, and the one-way road in the forward direction of the vehicle is detected. Accordingly, the activation of driving assistance is suppressed when an element that promotes a change in the vehicle state is detected, and the activation of driving assistance is suppressed with high accuracy.

  Further, it is predicted that the vehicle decelerates and then pauses when a temporary stop position or level crossing exists in front of the traveling direction of the vehicle. Therefore, there is a high possibility that the need for driving assistance, which is considered to be high before the vehicle is decelerated, is reduced.

  Therefore, in the above configuration, the activation of the driving assistance is suppressed when the suppression condition is satisfied when the temporary stop position or the level crossing in the forward direction of the vehicle is detected. Accordingly, the activation of driving assistance is suppressed when an element that promotes a change in the vehicle state is detected, and the activation of driving assistance is suppressed with high accuracy.

  According to a fifth aspect of the present invention, in the driving support device according to the fourth aspect, the traveling environment is based on at least one element of map information, vehicle latitude / longitude information, infrastructure information, and an imaging result of an in-vehicle camera. Detected.

  The map information possessed by the navigation system and the like includes the position of traffic elements such as road alignment, intersections, traffic lights, temporary stop positions, and interchanges. Therefore, based on the map information, the position of traffic elements existing around the vehicle can be easily detected.

  Further, based on the latitude and longitude information of the vehicle, it is easy to specify the traveling environment. Therefore, by detecting the travel environment based on the latitude and longitude information of the vehicle, the travel environment of the vehicle to be supported is easily specified.

  On the other hand, the infrastructure information includes the types of traffic elements existing on the road and various types of traffic information. In addition, the infrastructure information includes, for example, a distance to a traffic signal that is ahead in the traveling direction of the vehicle, a display cycle, and the like. Therefore, based on the infrastructure information, the traveling environment ahead of the traveling direction of the vehicle is specified in detail and with high accuracy.

  Furthermore, based on the imaging result of the in-vehicle camera, it is possible to specify the type of traffic element existing in the forward direction of the vehicle, the person, the indication of the traffic light, and the like through the analysis. In addition, the imaging result of the in-vehicle camera tends to approximate the driving environment that the driver recognizes visually. Therefore, the traveling environment is detected based on information approximate to the traveling environment recognized by the driver.

  According to a sixth aspect of the present invention, in the driving support device according to any one of the second to fifth aspects, the suppression condition relating to the traveling environment is established based on route change guidance performed by a navigation system. .

  When the route change guidance is performed by the navigation system, the vehicle driver is likely to change the course of the vehicle by operating the vehicle according to the change guidance. And when a course change is changed, the necessity for driving assistance that is highly necessary before the change tends to decrease after the change. Therefore, the success or failure of the suppression condition is determined with high accuracy by determining whether or not the suppression condition is satisfied based on the route change guidance by the navigation system.

  In general, the vehicle state changes in the order of route change guidance by the navigation system, vehicle operation according to the change guidance, and route change according to the vehicle operation. Therefore, based on the route change guidance by the navigation system, the change can be predicted at a stage before the vehicle state changes. As a result, whether or not driving assistance is required is determined at an early stage, and driving assistance that is less necessary is accurately suppressed.

  The invention according to claim 7 is the driving support device according to any one of claims 2 to 6, wherein the condition relating to the moving body is a fault that exists between the vehicle to be supported and the moving body. This is established based on detection of at least one of detection of an object, a change in direction of the moving body, and an indication of a traffic light that prompts a change in the moving mode of the moving body.

  Many driving assistances are performed in accordance with the positional relationship between a vehicle and a vehicle existing around the vehicle to be supported. On the other hand, when there is an obstacle between the vehicle to be supported and the moving body, the obstacle suppresses abnormal approach between the vehicle and the moving body, and the distance between the moving body and the vehicle is maintained at a predetermined distance or more. Is done. Therefore, even if there is a moving object in front of the traveling direction of the vehicle, when there is an obstacle between the vehicle and the moving object, for example, assistance for informing the existence of the moving object, assistance for decelerating the vehicle, etc. It becomes unnecessary.

  In this regard, in the above configuration, the suppression condition is satisfied when an obstacle existing between the vehicle to be supported and the moving body is detected. As a result, the activation of the driving assistance under the situation where the necessity for the driving assistance is low is accurately suppressed.

  Further, when the moving body existing around the vehicle to be supported is changed in direction, the positional relationship between the vehicle and the moving body changes. For this reason, the necessity of driving support that is highly necessary before the change of the positional relationship is often reduced after the change of the positional relationship.

  In this regard, according to the above-described configuration, the activation of the driving assistance is suppressed by satisfying the suppression condition when the direction change of the moving body is detected. As a result, the activation of the driving assistance under the situation where the necessity for the driving assistance is low is accurately suppressed.

  On the other hand, the movement mode such as the moving direction and moving speed of the moving body often changes in accordance with the indication of the traffic light. For this reason, based on the indication of the traffic light, it is possible to predict the movement mode of the moving body. And based on the movement mode of the moving body, it is possible to predict a change in the positional relationship between the vehicle to be supported and the moving body.

  In this regard, according to the above configuration, the suppression condition is established when the indication of the traffic signal that prompts the mobile body to change the movement mode is detected. For this reason, the necessity of the suppression condition is determined based on an element that can change the positional relationship between the vehicle to be supported and the moving object. Therefore, the change in the positional relationship between the vehicle to be supported and the moving body, in other words, the necessity of driving assistance can be determined before the moving mode of the moving body actually changes. It becomes. As a result, the necessity of the driving assistance is determined at an early stage, and the driving assistance having a low necessity is accurately suppressed.

  According to an eighth aspect of the present invention, in the driving support apparatus according to any one of the first to seventh aspects, the driving support supports collision avoidance for supporting avoidance of a collision between a vehicle to be supported and an object. It is support.

  The invention according to claim 14 is the driving assistance method according to claim 12 or 13, wherein the driving assistance is collision avoidance assistance for assisting avoidance of a collision between a vehicle to be supported and an object.

  As driving assistance, collision avoidance assistance that assists in avoiding collision between a vehicle to be supported and an object is often performed. The collision avoidance assistance is often activated on the condition that the distance between the object existing ahead of the traveling direction of the vehicle to be supported and the vehicle is a specified distance. On the other hand, even if the activation condition is established based on the distance between the object and the vehicle, various factors such as the positional relationship between the vehicle to be supported and the object, the traveling environment, the route of the vehicle to be supported and the object, etc. Depending on the situation, the need for collision avoidance assistance changes.

  In this regard, in the above configuration or method, the suppression of the collision avoidance support is suppressed based on the specified suppression condition. Therefore, the collision avoidance support is restrained from being activated under a situation where the need for the collision avoidance support is low, and the collision avoidance support is optimized.

  According to a ninth aspect of the present invention, in the driving support device according to the eighth aspect, the object is a moving body, and the collision avoidance support is performed at the intersection where the moving body and the vehicle intersect. This is driving assistance performed based on the relative relationship between the first time when the vehicle reaches the intersection and the second time when the moving body reaches the intersection.

  According to a fifteenth aspect of the present invention, in the driving support method according to the fourteenth aspect, the object is a moving body, and the collision avoidance support is performed at the intersection where the moving body and the vehicle intersect. This is driving assistance performed based on the relative relationship between the first time when the vehicle reaches the intersection and the second time when the moving body reaches the intersection.

  Even if there is no moving object in front of the vehicle in a certain point in time, if the moving object arrives at the same timing around the position where the vehicle arrives after a predetermined period of time, the vehicle and the moving object approach abnormally. Will be. On the other hand, if the time when the vehicle and the moving body reach the point where the vehicle and the moving body abnormally approach, in other words, the point where the vehicle and the moving body cross each other can be recognized in advance, the vehicle and the moving body approach abnormally. In the previous stage, abnormal approach between the vehicle and the moving body can be suppressed.

  In the above configuration or method, the vehicle moves based on the relative relationship between the first time at which the vehicle reaches the intersection between the vehicle and the moving body and the second time at which the moving body reaches the intersection. Driving assistance is provided to prevent abnormal approach to the body. As a result, even when no sudden braking or sudden braking is required, abnormal approach between the vehicle and the moving body is suppressed by slow deceleration, and smooth driving assistance is performed.

  On the other hand, even if the vehicle and the moving object are scheduled to arrive at the intersection at the same time, the first time or the second time may change, or the intersection at the intersection may be avoided. Under circumstances, collision avoidance assistance is not necessary. In particular, the first time and the second time used for collision avoidance assistance can vary depending on various factors.

  In this regard, according to the above-described configuration or method, even if the activation condition for the collision avoidance support is satisfied based on the relative relationship between the first time and the second time, the collision avoidance support is satisfied when the suppression condition is satisfied. The activation of is suppressed. As a result, the activation of the collision avoidance support is suppressed under a situation where the need for collision avoidance support is reduced, and the execution accuracy of the collision avoidance support is more in accordance with the actual traveling environment.

  According to a tenth aspect of the present invention, there is provided a driving support device that supports driving of a vehicle, a driving support unit that performs collision avoidance support that avoids a collision between a vehicle to be supported and a moving object, and a prescribed suppression condition. A driving determination unit that determines whether or not driving support is necessary, and a support suppression unit that suppresses driving assistance in accordance with the determination result of driving support “No” of the support determination unit, Is the collision avoidance support based on a relative relationship between a first time when the vehicle reaches the intersection where the vehicle and the vehicle intersect and a second time when the mobile arrives at the intersection. Is to do.

  According to a sixteenth aspect of the present invention, in a driving support method for supporting driving of a vehicle, a driving support step for performing collision avoidance support for avoiding a collision between a vehicle to be supported and a moving body, and a prescribed suppression condition. A determination step for determining whether or not driving support is necessary, and a suppression step for suppressing activation of driving support according to a determination result of driving support "No" in the determination step, wherein in the driving support step, The collision avoidance support is performed based on a relative relationship between a first time when the vehicle reaches the intersection where the mobile body and the vehicle intersect and a second time when the mobile body reaches the intersection.

  Even if there is no moving object in front of the vehicle in a certain point in time, if the moving object arrives at the same timing around the position where the vehicle arrives after a predetermined period of time, the vehicle and the moving object approach abnormally. Will be. On the other hand, if the time when the vehicle and the moving body reach the point where the vehicle and the moving body abnormally approach, in other words, the point where the vehicle and the moving body cross each other can be recognized in advance, the vehicle and the moving body approach abnormally. In the previous stage, abnormal approach between the vehicle and the moving body can be suppressed. Therefore, in the above configuration or method, the vehicle moves based on the relative relationship between the first time when the vehicle reaches the intersection between the vehicle and the moving body and the second time when the moving body reaches the intersection. Driving assistance is provided to prevent abnormal approach to the body. As a result, even when no sudden braking or sudden braking is required, abnormal approach between the vehicle and the moving body is suppressed by slow deceleration, and smooth driving assistance is performed.

  On the other hand, even if the vehicle and the moving object are scheduled to arrive at the intersection at the same time, the first time or the second time may change, or the intersection at the intersection may be avoided. Under circumstances, collision avoidance assistance is not necessary. In particular, the first time and the second time used for collision avoidance assistance can vary depending on various factors.

  In this regard, according to the above-described configuration or method, even if the activation condition for the collision avoidance support is satisfied based on the relative relationship between the first time and the second time, the collision avoidance support is satisfied when the suppression condition is satisfied. The activation of is suppressed. As a result, the activation of the collision avoidance support is suppressed under a situation where the need for collision avoidance support is reduced, and the execution accuracy of the collision avoidance support is more in accordance with the actual traveling environment.

  The invention according to claim 11 is the driving support apparatus according to any one of claims 1 to 10, wherein the driving support by the driving support apparatus is installed in an application program or a vehicle installed in a multi-function telephone device. Is done by a navigation system.

  In recent years, multifunction telephone devices such as smartphones can perform a wide variety of processes using application programs. Then, according to the application program installed in the multi-function telephone device, various driving assistances can be performed by voice guidance, image guidance, or the like. In addition, the multi-functional telephone device often includes a GPS or the like, and can acquire latitude / longitude information of the multi-functional telephone device. Furthermore, the multi-function telephone device can acquire various information via an internetwork or the like.

  Therefore, in the above configuration, driving assistance by the driving assistance device is performed by an application program installed in the multi-function telephone device. For this reason, driving assistance and optimization thereof are achieved even in a vehicle that does not include a navigation system. In addition, since the multi-function telephone device has high versatility, driving support and optimization thereof in more scenes can be achieved.

  In addition to voice guidance and image guidance, a navigation system mounted on a vehicle can provide driving assistance by braking the vehicle in cooperation with an in-vehicle system. In this regard, according to the above-described configuration, the various driving assistances performed by the navigation system can be optimized.

1 is a block diagram showing a schematic configuration of a vehicle to which a driving support device and a driving support method are applied according to a first embodiment of a driving support device and a driving support method according to the present invention. The schematic diagram which shows the relative relationship of the vehicle and pedestrian which cross | intersect in an intersection. The map which shows the relative relationship of 1st time and 2nd time. The map which shows the relative relationship of 1st time and 2nd time. The flowchart which shows an example of the driving assistance procedure by a driving assistance device and the driving assistance method. The flowchart which shows an example of the driving assistance process by a driving assistance device and the driving assistance method. The flowchart which shows an example of the activation suppression determination process by a driving assistance device and a driving assistance method. The schematic diagram which shows the relative relationship between a vehicle and a pedestrian when suppression conditions are satisfied with operation of a blinker switch. The schematic diagram which shows the relative relationship between a vehicle and a pedestrian when a suppression condition is materialized with operation of a hazard switch. The schematic diagram which shows the relative relationship between a vehicle and a pedestrian when a suppression condition is materialized with the red display of a traffic light. The schematic diagram which shows the relative relationship between a vehicle and a pedestrian when a suppression condition is materialized with lighting of the arrow indication. The schematic diagram which shows the relative relationship between a vehicle and a pedestrian when suppression conditions are materialized with presence of the fence which divides a road and a sidewalk. The schematic diagram which shows the relative relationship between a vehicle and a pedestrian when a suppression condition is satisfied with the red display of the pedestrian traffic light. The block diagram which shows schematic structure of the vehicle to which a driving assistance apparatus and the driving assistance method are applied about 2nd Embodiment of the driving assistance apparatus and driving assistance method concerning this invention. The schematic diagram which shows the relative relationship between a vehicle and a pedestrian when a suppression condition is materialized with the course change guidance by a navigation system. The block diagram which shows schematic structure of the vehicle to which a driving assistance apparatus and the driving assistance method are applied about 3rd Embodiment of the driving assistance apparatus and driving assistance method concerning this invention. The flowchart which shows an example of the activation suppression determination process by the driving assistance device and the driving assistance method of the embodiment. The flowchart which shows an example of the integrated determination process by the driving assistance device and the driving assistance method of the embodiment. The schematic diagram which shows the relative relationship between a vehicle and a pedestrian when it determines with integrated determination "no" with the course change in multiple lanes. The schematic diagram which shows the relative relationship between a vehicle and a pedestrian when the suppression condition is materialized with the course change in the exact path about other embodiment of the driving assistance apparatus and driving assistance method of the embodiment. The schematic diagram which shows the relative relationship between a vehicle and a pedestrian when the suppression condition is materialized with the course change of the vehicle in a curve about other embodiments of the driving assistance device and the driving assistance method of the embodiment. The flowchart which shows the other example of a driving assistance procedure about other embodiment of the driving assistance apparatus and driving assistance method of the embodiment.

(First embodiment)
Hereinafter, a first embodiment in which a driving support device and a driving support method according to the present invention are embodied will be described with reference to FIGS.

  As shown in FIG. 1, a vehicle to which the driving support apparatus and driving support method of the present embodiment is applied is a movement that acquires information on a moving object such as a person or a vehicle that exists in the vicinity of the vehicle to be supported. It has a body information acquisition unit 100. Further, the vehicle has a surrounding situation acquisition unit 110 that acquires information related to the surrounding situation of the vehicle. The vehicle further includes a current position acquisition unit 120 that acquires the current location of the vehicle, and a vehicle operation information acquisition unit 130 that acquires information indicating vehicle operation by the driver.

  The mobile body information acquisition unit 100 includes an in-vehicle camera 101 that is mounted on a vehicle and images the surrounding environment of the vehicle, a millimeter wave radar 102 that detects an object existing around the host vehicle, and a communication device 103 having a wireless communication function. I have.

  The in-vehicle camera 101 images a predetermined range in front of the vehicle with an optical CCD camera or the like installed on the back side of the rearview mirror. The in-vehicle camera 101 outputs an image signal based on the captured image to the moving body position calculation unit 140 that calculates the position of the moving body.

  The millimeter wave radar 102 has, for example, a distance measuring function for measuring the distance between an object existing around the host vehicle and the vehicle, and a speed measuring function for measuring a relative speed between the object and the host vehicle. When the millimeter wave radar 102 detects an object existing around the host vehicle, the millimeter wave radar 102 outputs a signal indicating the detection result to the moving object position calculation unit 140.

  For example, the communication device 103 acquires information indicating the traveling speed and latitude / longitude of the other vehicle through inter-vehicle communication with other vehicles existing around the host vehicle. The communication device 103 outputs the acquired information to the moving object position calculation unit 140. The communication device 103 performs road-to-vehicle communication with an optical beacon antenna provided on the road. The communication device 103 acquires the infrastructure information signal through road-to-vehicle communication with the optical beacon antenna. Upon receiving the infrastructure information signal, the communication device 103 outputs the received infrastructure information signal to the moving body position calculation unit 140 and the driving support unit 150 that performs driving support. The infrastructure information signal includes, for example, the distance to the intersection, the signal cycle of the traffic signal provided at the intersection, the road alignment, and the road condition of the road where the optical beacon antenna is provided (intersection shape, curvature, gradient, lane) Including numbers). In addition, the infrastructure information signal includes accompanying information associated with the road and information on moving bodies such as other vehicles around the intersection detected by the ground equipment or the like.

  The peripheral status acquisition unit 110 includes the on-vehicle camera 101, the millimeter wave radar 102, the communication device 103, and a map information recording unit 111 in which map information is recorded. The map information includes information indicating curves, intersections, one-way streets, temporary stop positions, railroad crossings, and the latitude and longitude of traffic lights. The map information also includes information that the type of traffic signal is an arrow traffic light.

  The current position acquisition unit 120 includes, for example, a GPS 121 that specifies the latitude and longitude of the host vehicle. The GPS 121 receives a GPS satellite signal for detecting the absolute position of the vehicle on which the GPS 121 is mounted. The GPS 121 specifies the position of the host vehicle based on the received GPS satellite signal. The GPS 121 outputs latitude / longitude information indicating the specified position to the driving support unit 150.

  The vehicle operation information acquisition unit 130 includes, for example, a winker switch 131 that switches on and off of a winker provided in the host vehicle, and a steering angle sensor 132 that detects a steering angle of the steering. Further, the vehicle operation information acquisition unit 130 includes, for example, a gyro sensor 133 that detects an angular velocity with respect to the traveling direction of the host vehicle, and a yaw rate sensor 134 that detects a yaw rate that is a speed at which the rotation angle changes in the turning direction. . Furthermore, the vehicle operation information acquisition unit 130 includes, for example, a hazard switch 135 that switches on / off of a hazard lamp provided in the vehicle. The blinker switch 131 outputs a signal indicating on / off to the driving support unit 150 when on / off is switched by the driver. The steering angle sensor 132 detects the steering angle of the steering and outputs a signal indicating the detected steering angle to the driving support unit 150. When the gyro sensor 133 detects the angular velocity with respect to the traveling direction of the vehicle, the gyro sensor 133 outputs a signal indicating the detected angular velocity to the driving support unit 150. The yaw rate sensor 134 detects the yaw rate of the vehicle and outputs a signal indicating the detected yaw rate to the driving support unit 150. When the hazard switch 135 is switched on / off, the hazard switch 135 outputs a signal indicating on / off to the driving support unit 150.

  The moving body position calculation unit 140 calculates the position of the detected moving body based on the information input from the moving body information acquisition unit 100. For example, the moving body position calculating unit 140 identifies a moving body existing in the vicinity of the host vehicle and the position of the moving body by analyzing a captured image indicated by an image signal input from the in-vehicle camera 101. In addition, the moving body position calculation unit 140 obtains, for example, the distance from the moving body present in the vicinity of the own vehicle to the own vehicle and the moving speed of the moving body from the signal input from the millimeter wave radar 102. In addition, the moving body position calculation unit 140 specifies the moving direction of the moving body existing around the host vehicle based on, for example, a signal input from the millimeter wave radar 102. Further, when the infrastructure information is input from the communication device 103, the mobile body position calculation unit 140, based on the infrastructure information, the distance from the mobile body existing around the host vehicle to the host vehicle, the moving speed of the mobile body, And the moving direction of the moving body is specified. The moving body position calculation unit 140 outputs a signal indicating the specific result to the driving support unit 150.

  The identification of such a moving body is performed based on any one of the imaging result of the in-vehicle camera 101, the signal input from the millimeter wave radar 102, and the infrastructure information input from the communication device 103, for example.

  The driving support unit 150 includes a collision time prediction unit 151 that predicts the time until the host vehicle and the moving body reach an intersection where the host vehicle and a moving body existing in the vicinity of the driving vehicle 150 intersect. The driving support unit 150 is connected to an HMI (Human Machine Interface) 160 that transmits various types of information to the driver, and an intervention control device 161 that performs intervention control.

  The collision time prediction unit 151 includes a TTC calculation unit 151a that calculates a first time TTC (Time To Collation) when the host vehicle reaches an intersection where the vehicle intersects the moving body. The first time TTC in the present embodiment corresponds to the time until the host vehicle collides with the moving body when traveling while maintaining the current course and traveling speed.

  When the traveling speed of the host vehicle is “V”, the relative position of the moving body with respect to the host vehicle on the x axis is “x”, and the speed of the moving body on the x axis is “vx”, The first time TTC is calculated based on the equation (1).

TTC = x / (V−vx) (1)

The TTC calculation unit 151a obtains the traveling speed “V” of the host vehicle based on a detection result of a vehicle speed sensor or the like (not shown). Further, the TTC calculation unit 151a obtains the position “x” of the moving body on the x-axis and the speed “vx” of the moving body on the x-axis based on the signals input from the moving body information acquisition unit 100.

  Further, the collision time prediction unit 151 includes a TTV calculation unit 151b that calculates a second time TTV (Time To Vehicle) at which the moving body reaches the intersection. The second time TTV of the present embodiment corresponds to the time until the vehicle collides with the host vehicle when moving while maintaining the current course and travel speed.

  When the relative position of the moving body with respect to the host vehicle on the y-axis is “y” and the speed of the moving body on the y-axis is “vy”, the TTV calculation unit 151b Time TTV is calculated.

TTV = y / (vy) (2)

The TTV calculation unit 151b determines the relative position “y” of the moving body with respect to the host vehicle on the y-axis and the speed “vy” of the moving body on the y-axis based on the signals input from the moving body information acquisition unit 100. Ask.

  In addition, as illustrated in FIG. 2, it is assumed that the vehicle Cr and the pedestrian Tg to be supported are heading from an intersecting direction to the intersection SC where the traffic light SG is installed. In this example, the time for the vehicle Cr to reach the intersection Po between the vehicle Cr and the pedestrian Tg corresponds to the first time TTC. The time for the pedestrian Tg to reach the intersection Po corresponds to the second time TTV. That is, the intersection Po is an intersection of the predicted movement locus of the vehicle Cr and the expected movement locus of the moving object.

  Further, as shown in FIG. 1, the driving support unit 150 of the present embodiment has a map storage unit 152 in which a map indicating the relative positional relationship between the first time TTC and the second time TTV is stored. have.

  As shown in FIG. 3, the map storage unit 152 stores a map M in which the first time TTC [s] is defined on the y axis and the second time TTV [s] is defined on the x axis. In the map M, the origin “0” corresponds to the intersection Po between the vehicle Cr and the pedestrian Tg in FIG. In the map M, when the first time TTC or the second time TTV is increased, the intersection of the first time TTC and the second time TTV is separated from the origin. As the intersection of the first time TTC and the second time TTV is further away from the origin, the vehicle Cr and the pedestrian Tg at the time of calculation of the first time TTC and the second time TTV are separated from the intersection Po. Will be located.

  In addition, in the map M of the present embodiment, a driving assistance unnecessary area A1 in which collision avoidance assistance for avoiding collision between the vehicle Cr to be supported and a pedestrian Tg or a moving body such as another vehicle is not set is set. Has been. The map M includes a driving support area A2 in which collision avoidance support is activated. The driving assistance unnecessary area A1 and the driving assistance area A2 are areas defined based on, for example, experimental data. The driving assistance unnecessary area A1 and the driving assistance area A2 can be set based on a learning result of driving characteristics such as an accelerator characteristic and a brake characteristic of the driver.

  In the present embodiment, when the relative positions of the calculated first time TTC and second time TTV on the map M are located in the driving support unnecessary area A1, the condition for activating the collision avoidance support is not satisfied. On the other hand, when the relative positions of the calculated first time TTC and second time TTV on the map M are located in the driving support area A2, the condition for triggering the collision avoidance support is satisfied.

  The driving support area A2 is an area surrounded by a function y = fx (TTC, TTV). The two straight lines S1 and S2 forming the boundary between the driving support area A2 and the driving support unnecessary area A1 are set by the difference (TTC-TTV) between the first time TTC and the second time TTV. For example, a time corresponding to 1 to 3 seconds is set as the time T1 when the straight line S1 intersects the y-axis of the first time TTC. Similarly, for the time T2 when the straight line S2 intersects the x axis of the second time TTV, a time corresponding to, for example, 1 to 3 seconds is set.

As shown in FIG. 2, the driving support area A2 is divided into an HMI area A21, an intervention control area A22, and an emergency intervention control area A23 according to the emergency level of driving support.
The HMI area A21 is defined at a position farthest from the origin 0 of the first time TTC and the second time TTV in the driving support area A2. The HMI area A21 is an area where driving assistance is given to warn the driver of the presence of a moving body or abnormal approach between the vehicle Cr and the moving body. The driving assistance defined in the HMI area A21 is performed when the calculated first time TTC and second time TTV are located in the HMI area A21.

  The intervention control area A22 is an area where intervention control such as braking is performed, and is located closer to the origin 0 than the HMI area A21. The emergency intervention control area A23 is an area where emergency intervention such as sudden braking is performed in order to avoid a collision between the moving body and the vehicle Cr, and is located within a predetermined range from the origin 0. The emergency intervention control area A23 is located closest to the origin 0 in the driving support area A2, and is defined at a position closest to the intersection Po between the vehicle Cr and the moving body.

  The driving assistance unnecessary area A1 is a portion other than the driving assistance area A2, and is an area that does not require driving assistance for avoiding a collision between the vehicle Cr and the moving body. For example, in FIG. 3, the point Pa1 (TTV, TTC) located in the driving assistance unnecessary area A1 is the first time TTC << second time TTV. When the first time TTC << the second time TTV is established, the mobile body reaches the intersection Po after a certain time has elapsed since the vehicle Cr passed the intersection Po. Conversely, the point Pa2 (TTV, TTC) located in the driving assistance unnecessary area A1 is the first time TTC >> the second time TTV. When the first time TTC >> the second time TTV is established, the vehicle Cr reaches the intersection after a certain period of time has elapsed after the moving body passes the intersection Po. Therefore, in the driving assistance unnecessary area A1, the timing at which the vehicle Cr and the moving body reach the intersection Po is different by a certain time or more, and the distance between the vehicle Cr and the moving body is more than a certain distance. Become.

  As shown in FIG. 1, the support activating unit 153 constituting the driving support unit 150 determines whether or not the activation condition for the collision avoidance support is satisfied. Based on the calculated first time TTC, second time TTV, and map M, the support activation unit 153 determines whether the activation condition is successful. In the support activation unit 153, the calculated first time TTC and second time TTV are located in any one of the HMI area A21, the intervention control area A22, and the emergency intervention control area A23 constituting the driving support area A2. It is determined that the condition for activating the collision avoidance support is satisfied.

  When the first time TTC and the second time TTV are calculated, the support activation unit 153 is located in any area on the map M where the intersection of the first time TTC and the second time TTV intersects. Identify what to do.

  Here, as illustrated in FIG. 4, when the position (intersection) where the first time TTC and the second time TTV intersect is a point P1, the point P1 is located in the driving assistance unnecessary area A1. Therefore, the support activation unit 153 determines that the activation condition for the collision avoidance support is not satisfied. On the other hand, when the position where the first time TTC and the second time TTV intersect is the point P2, the point P2 is located in the driving support area A2. Therefore, the support activation unit 153 determines that the activation condition for the collision avoidance support is satisfied.

In the present embodiment, the relative relationship between the first time TTC and the second time TTV is indicated by the intersection of the first time TTC and the second time TTV.
As shown in FIG. 1, when the activation condition is satisfied, the support activation unit 153 has an area where the calculated first time TTC and the second time TTV intersect (HMI area A21, intervention control area). A22 and emergency intervention control area A23) are output to the support control unit 154 that performs collision avoidance support. In addition, when the activation condition is satisfied, the support activation unit 153 outputs, for example, a signal indicating the calculated first time TTC and second time TTV, the latitude and longitude of the intersection, and the like to the support control unit 154. To do.

  When various signals are input from the support activation unit 153, the support control unit 154 selects driving support corresponding to the HMI area A21, the intervention control area A22, and the emergency intervention control area A23. The support control unit 154 generates a warning instruction signal for activating a warning by the HMI 160 when a point where the calculated first time TTC and second time TTV intersect is located in the HMI area A21. Then, the support control unit 154 outputs the generated warning instruction signal to the HMI area A21. The warning instruction signal includes, for example, the position of the moving body where the collision with the vehicle Cr is predicted, the distance to the moving body, the predicted time until the collision, and the like.

  Further, the assistance control unit 154 performs intervention control by the intervention control device 161 when the intersection of the calculated first time TTC and second time TTV is located in the intervention control area A22 or the emergency intervention control area A23. Intervention control information for generating Then, the support control unit 154 outputs the generated intervention control information to the intervention control device 161. The intervention control information includes, for example, a control amount indicating a brake deceleration amount or the like that allows the first time TTC located in the driving support unnecessary area A1 to be out of the driving support unnecessary area A1. The control amount indicated by the intervention control information is greater in the emergency intervention control area A23 than in the intervention control area A22.

  The HMI 160 includes, for example, an audio device, a head-up display, a navigation system monitor, and a meter panel. When the warning instruction signal is input from the support control unit 154, the HMI 160 warns the driver that there is a person or a vehicle ahead in the traveling direction, or displays a warning text on the head-up display or the like. To do.

  The intervention control device 161 includes, for example, various control devices such as a brake control device that controls the brake actuator of the vehicle Cr, an engine control device that controls the engine, and a steering control device that controls the steering actuator. When intervention control information is input from the support control unit 154, the intervention control device 161 controls the brake control device and the like based on the intervention control information. Thereby, the relative position between the first time TTC and the second time TTV changes due to a decrease in the traveling speed of the vehicle Cr, and the moving body passes through the intersection before the vehicle Cr reaches the intersection. It will be. That is, abnormal approach between the vehicle Cr and the moving body is suppressed.

  In addition, the driving support unit 150 according to the present embodiment suppresses driving support invocation according to the determination result of the support determination unit 155 that determines necessity of driving support based on the specified suppression condition and the support determination unit 155. The support suppression part 156 which performs.

  In the present embodiment, as the suppression conditions, there are specific vehicle operations that change the state of the vehicle Cr to be supported, a travel environment that prompts a change in the state of the vehicle Cr, and conditions regarding a moving body that exists around the vehicle. It is prescribed.

  For example, the assistance determination unit 155 determines that the suppression condition regarding the specific vehicle operation is satisfied based on the operation of at least one of the blinker switch 131, the steering wheel, and the hazard switch 135. For example, when the support determination unit 155 receives a signal indicating that the blinker switch 131 or the hazard switch 135 is turned on, the support determination unit 155 determines that the suppression condition regarding the specific vehicle operation is satisfied. Further, when the change amount of the steering angle detected by the steering angle sensor 132 is equal to or greater than a predetermined value, the support determination unit 155 determines that the suppression condition is satisfied as the course change of the vehicle Cr has been performed. Note that the amount of change in the steering angle that satisfies the suppression condition is set to the amount of change that changes the course direction of the vehicle Cr within a predetermined travel distance by a predetermined angle or more. The amount of change can avoid the intersection Po.

  Further, the support determination unit 155 determines that the suppression condition is satisfied as the course of the vehicle Cr is changed even when the angular velocity of the vehicle Cr detected by the gyro sensor 133 is equal to or higher than a predetermined value. As the angular velocity at which the suppression condition is satisfied, a change amount that changes the course direction of the vehicle Cr within a predetermined travel distance by a predetermined angle or more is set, and specifically, the vehicle Cr passes the intersection Po. The angular velocity can be avoided.

  Similarly, when the change amount of the yaw rate detected by the yaw rate sensor 134 is equal to or greater than a predetermined amount, the support determination unit 155 determines that the suppression condition is satisfied as the course of the vehicle Cr has been changed. As the amount of change in the yaw rate that satisfies the suppression condition, the amount of change that changes the course direction of the vehicle Cr within a predetermined travel distance by a predetermined angle or more is set. The amount of change can avoid the point Po.

  Further, the support determination unit 155 includes an intersection in front of the traveling direction of the vehicle Cr, a one-way road that is permitted to travel in a direction different from the traveling direction of the vehicle, a temporary stop position, a railroad crossing, a red indication of a traffic light, and an arrow Based on the detection of at least one element of the arrow indication of the traffic light, it is determined that the suppression condition regarding the traveling environment has been established. The support determination unit 155 records the imaging result of the in-vehicle camera 101 constituting the surrounding state acquisition unit 110, the detection result of the millimeter wave radar 102, the information on the infrastructure information and other vehicles acquired by the communication device 103, and the map information record. Based on the map information recorded in the unit 111, the traveling environment around the vehicle Cr is detected. And the assistance determination part 155 determines with the suppression conditions having been satisfied, when at least 1 of each said element is contained in the detected driving environment.

  On the other hand, the support determination unit 155 detects at least one of detection of an obstacle existing between the vehicle Cr and the moving body, a change of direction of the moving body, and an indication of a traffic light that prompts a change in the moving mode of the moving body. As a result, it is determined that the suppression condition is satisfied. The assistance determination unit 155 changes the direction of the obstacle or the moving body existing between the vehicle Cr and the moving body, the imaging result of the in-vehicle camera 101 constituting the moving body information acquisition unit 100, and the detection result of the millimeter wave radar 102. Detecting based on infrastructure information acquired by the communication device 103, information on other vehicles, and the like. In addition, the support determination unit 155 detects the current signal indicating the change in the moving mode of the moving object based on the imaging result of the in-vehicle camera 101, the infrastructure information acquired by the communication device 103, information on other vehicles, and the like.

  The support determination unit 155 determines whether or not driving support is necessary based on whether or not the suppression condition is met. That is, the support determination unit 155 determines that the driving support is “No” when the suppression condition is satisfied, and determines that the driving support is “necessary” when the suppression condition is not satisfied. The support determination unit 155 outputs the determination result to the support suppression unit 156.

  When the determination result of the support determination unit 155 is “No” for driving support, the support suppression unit 156 outputs a suppression command for suppressing activation of driving support to the support control unit 154. When the suppression command is input from the support determination unit 155, the support control unit 154 stops the driving support even if the driving support trigger condition is satisfied. In addition, when the driving support is already being activated, the assistance control unit 154 stops the driving assistance being activated.

Next, the operation of the driving support apparatus and driving support method of the present embodiment will be described with reference to FIGS.
As shown in FIG. 5, first, when a moving body such as a pedestrian Tg or another vehicle existing around the vehicle Cr is detected in step S100, the position, moving direction, and moving speed of the moving body, that is, the speed. A vector is detected.

  Next, when the position, moving direction, and moving speed of the vehicle Cr are detected, the first time TTC and the second time TTV are calculated (steps S101 and S102). Then, the calculated first time TTC and second time TTV are applied on the map M, and the position where the first time TTC and the second time TTV intersect, that is, the first time TTC and the second time TTV. The relative relationship of the time TTV is specified (step S103).

  When the intersection of the first time TTC and the second time TTV is specified, it is determined whether or not this position belongs to the driving support area A2 (step S104). When the intersection of the first time TTC and the second time TTV belongs to the range of the driving support area A2 (step S104: YES), the activation suppression determination process in which it is determined whether or not the driving assistance is activated based on the suppression condition. Is executed (step S105: determination step).

  If it is determined that the driving support is unnecessary through the activation suppression determination process, the present process is terminated without performing the driving support for avoiding the collision with the moving object detected in step S100. In other words, even if the intersection of the first time TTC and the second time TTV belongs to the driving support area A2, the driving support is suppressed from being activated because the belonging period is temporary (suppression step).

On the other hand, when it is determined that driving support is necessary through the activation suppression determination process, driving support for avoiding a collision with the moving body is executed (step S107: driving support step).
On the other hand, in step S104, when the intersection of the first time TTC and the second time TTV does not belong to the driving support area A2, in other words, when the intersecting position belongs to the driving support unnecessary area A1, This processing is terminated because the support activation condition is not satisfied.

  When a new moving object is detected, the second time TTV is calculated based on the position, moving direction, and moving speed of the moving object. When the second time TTV based on the new moving object is calculated, whether or not the position where the second time TTV and the first time TTC intersect belongs to the driving support area A2 and the suppression condition is satisfied. It is determined whether or not to perform (steps S100 to S107). And according to this determination result, the driving assistance is activated or the activation of the driving assistance is suppressed.

Next, with reference to FIG. 6, the driving support process in step S107 of FIG. 5 will be described in detail.
As shown in FIG. 6, first, at the time of execution of this process, since the intersection of the first time TTC and the second time TTV belongs to the driving support area A2, the HMI operation flag for operating the HMI 160 is “ 1 "(step S200).

  Next, it is determined whether or not the intersection of the first time TTC and the second time TTV belongs to the intervention control area A22 in the driving support area A2 (step S201). When the intersection of the first time TTC and the second time TTV belongs to the intervention control area A22 (step S201: YES), the control amount of the intervention control is calculated based on, for example, the map M (step S202). Based on the calculated control amount, intervention control by the intervention control device 161 and warning by the HMI 160 are executed (step S203). Thereby, braking of the vehicle Cr heading to the moving body and a warning to the driver of the vehicle Cr are performed. As a warning to the driver of the vehicle Cr, deceleration guidance or the like is performed.

  On the other hand, when it is determined in step S201 that the intersection of the first time TTC and the second time TTV does not belong to the intervention control area A22 in the driving support area A2, the intersection is set in the emergency intervention control area A23. It is determined whether or not it belongs (step S204).

  When the intersection of the first time TTC and the second time TTV belongs to the emergency intervention control area A23 (step S204: YES), collision avoidance control which is a control amount for emergency avoidance between the vehicle Cr and the moving object The amount is calculated (step S205). Then, emergency intervention control by the intervention control device 161 and warning by the HMI 160 are executed based on the calculated collision avoidance control amount (step S206). Thereby, emergency braking of the vehicle Cr heading to the moving body and warning to the driver of the vehicle Cr are performed. As a warning to the driver of the vehicle Cr, guidance for sudden deceleration, guidance for steering operation for avoiding a collision, or the like is performed. Normally, the intersection of the first time TTC and the second time TTV belongs to the HMI area A21 or the intervention control area A22 until the intersection reaches the emergency intervention control area A23. Therefore, normally, before the emergency braking is activated, deceleration guidance by the HMI 160 and braking by the intervention control device 161 are performed, so that the intersection of the first time TTC and the second time TTV is the emergency intervention control area A23. Belonging to is avoided.

  On the other hand, when it is determined in step S204 that the intersection of the first time TTC and the second time TTV does not belong to the emergency intervention control area A23 (step S204: NO), the intersection belongs to the HMI area A21. Will be. Therefore, at this time, only the HMI control is executed, and a deceleration guide, a guide for informing the presence of the moving body, and the like are performed (step S205).

Next, with reference to FIGS. 7 to 13, the support suppression determination process in step S105 of FIG. 5 will be described in detail.
As shown in FIG. 7, in this process, first, in step S300, it is determined whether or not the blinker switch 131 has been operated. When this process is executed, the intersection of the first time TTC and the second time TTV belongs to the driving support area A2. Moreover, as illustrated in FIG. 8, the timing at which the vehicle Cr and the pedestrian Tg heading for the intersection SC from different directions reach the intersection Po where they intersect is approximated.

  However, as illustrated in FIG. 8, when the winker switch 131 is operated and the winker Crw on the right side in the traveling direction of the vehicle Cr is turned on, it is predicted that the vehicle Cr turns right at the intersection SC. Therefore, the vehicle Cr passes through the intersection SC while avoiding the intersection Po predicted that the vehicle Cr and the pedestrian Tg intersect at the approximate timing. For this reason, when the blinker switch 131 is operated (FIG. 7, Step S300: YES), it is determined that the driving support is unnecessary (Step S310) because the suppression condition is satisfied.

  Further, as shown in step S301 in FIG. 7, when the steering angle sensor 132 detects an operation of a predetermined amount or more of the steering, the vehicle Cr makes a right turn or a left turn at the intersection SC as in FIG. Thus, it is predicted that the vehicle Cr will avoid the intersection Po. Therefore, even when an operation of a predetermined amount or more of the steering is detected by the steering angle sensor 132, it is determined that the driving support is unnecessary because the suppression condition is satisfied (FIG. 7, steps S301: YES, S310).

  Further, as illustrated in FIG. 9, when the hazard lamp Crh is turned on by operating the hazard switch 135 (step S302: YES in FIG. 7), the vehicle Cr may be emergency stopped or decelerated due to the occurrence of an abnormality or the like. is expected. For this reason, when the hazard switch 135 is operated, abnormal approach between the vehicle Cr and the pedestrian Tg is naturally avoided by stopping or decelerating before the vehicle Cr reaches the intersection Po. Therefore, even when the hazard switch 135 is operated, it is determined that the driving support is unnecessary because the suppression condition is satisfied (steps S302: YES, S310 in FIG. 7).

  In addition, as illustrated in FIG. 10, when the red indication of the traffic light SG provided at the intersection SC ahead of the traveling direction of the vehicle Cr is detected (step S303: YES in FIG. 7), the red indication of the traffic light SG is followed. It is predicted that the vehicle Cr will decelerate and stop. Therefore, when the red indication of the traffic light SG existing ahead of the traveling direction of the vehicle Cr is detected, it is determined that the driving support is unnecessary because the suppression condition is satisfied (FIG. 7, steps S303: YES, S310). ). The red indication of the traffic light SG is detected based on the imaging result of the in-vehicle camera 101 and the infrastructure information received by the communication device 103.

  Further, as illustrated in FIG. 11, when an arrow traffic light SG2 is provided at an intersection SC ahead of the traveling direction of the vehicle Cr, and the arrow indication of the arrow traffic light SG2 is lit (FIG. 7, step S304). : YES), it is predicted that the vehicle Cr will turn right according to the arrow indication. Therefore, even when the arrow indication of the arrow traffic light SG2 existing ahead in the traveling direction of the vehicle Cr is detected, it is determined that the driving support is unnecessary as the suppression condition is satisfied (FIG. 7, step S304: YES, S310). The arrow indication of the arrow traffic light SG2 is also detected based on the imaging result of the in-vehicle camera 101 and the infrastructure information received by the communication device 103.

  Further, as illustrated in FIG. 12, when an obstacle such as a fence BK that partitions the roadway and the sidewalk is detected between the detected pedestrian Tg and the vehicle Cr (step S305 in FIG. 7), walking It is predicted that the pedestrian Tg moves so as to avoid the intersection Po when the pedestrian Tg walks along the fence BK. Further, it is predicted that the abnormal approach between the pedestrian Tg and the vehicle Cr is naturally avoided due to the presence of the fence BK. Therefore, when an obstacle such as a fence BK existing between the pedestrian Tg and the vehicle Cr is detected, it is determined that driving support is unnecessary because the suppression condition is satisfied (step S305 in FIG. 7: YES, S310). Obstacles such as the fence BK are detected based on, for example, the imaging result of the in-vehicle camera 101, the detection result of the millimeter wave radar 102, the map information recorded in the map information recording unit 111, and the like.

  Further, as illustrated in FIG. 13, a pedestrian traffic light SG3 is provided in front of the detected pedestrian Tg in the traveling direction, and when a red indication of the pedestrian traffic light SG3 is detected (FIG. 7). Step S306), the stop of the pedestrian Tg and the change of the moving direction are predicted. Therefore, when the red indication of the pedestrian traffic light SG3 is detected, it is determined that the driving support is unnecessary because the suppression condition is satisfied (step S306 in FIG. 7: YES, S310). The red indication of the pedestrian traffic light SG3 is also detected based on the imaging result of the in-vehicle camera 101 and the infrastructure information received by the communication device 103.

  And as shown as step S307 in FIG. 7, when it does not correspond to any of the suppression conditions, it is determined that the suppression condition is not satisfied and the driving support is “necessary”. If it is determined that the driving support is “necessary”, the HMI control, the intervention control, and the emergency intervention control are executed according to the intersection of the first time TTC and the second time TTV.

As described above, according to the driving support apparatus and the driving support method according to the present embodiment, the following effects can be obtained.
(1) The driving support unit 150 determines the necessity of driving support based on the prescribed suppression condition, and driving support according to the determination result of the driving support “No” of the support determining unit 155. And a support suppressing unit 156 that suppresses the activation of. For this reason, when the support determination unit 155 determines that the driving support is “No”, the driving support is suppressed even if the driving condition for driving support is satisfied. As a result, when the specified condition is satisfied, driving assistance is not executed regardless of whether the activation condition is satisfied. For this reason, driving support is not executed in situations where the suppression conditions are met, in other words, factors other than the triggering conditions are not necessary, and driving support is optimized through accurate activation of driving support. Will be illustrated.

  (2) A condition relating to a specific vehicle operation that changes the state of the vehicle Cr to be supported is defined as the suppression condition. Thus, it is determined whether or not driving assistance is required based on a vehicle operation that directly changes the state of the vehicle Cr. Further, it is determined whether or not driving assistance is activated based on the presence or absence of a specific vehicle operation that changes the state of the vehicle Cr, and whether or not driving assistance is activated before the vehicle state changes according to the vehicle operation. Can be determined. In addition, as a suppression condition, a condition related to a traveling environment that prompts a change in the state of the vehicle Cr to be supported is defined. For this reason, for example, when a driving environment that promotes a change in the state of the vehicle Cr is detected, the driving assistance required based on the driving conditions is also suppressed. For this reason, specific vehicle operation is performed according to driving | running | working environment, and the success or failure of a suppression condition is judged before a vehicle state changes according to this vehicle operation. Thereby, the success or failure of the suppression condition can be determined at an early stage, and the suppression can be accurately performed at an earlier stage than the activation of the driving support. Furthermore, a condition relating to a moving body existing around the vehicle Cr to be supported is defined as a suppression condition. For this reason, when the necessity of the driving support is reduced due to the change in the relative position between the moving body and the vehicle Cr to be supported by determining the success or failure of the suppression condition based on the moving body, the driving support is activated. It will be suppressed.

  (3) The suppression condition relating to the specific vehicle operation is that at least one element of the blinker switch 131, the steering whose operation is detected by the steering angle sensor 132, and the hazard switch 135 which is a hazard lamp lighting switch is operated. Established based on. For this reason, when a course change or stop of the vehicle Cr is predicted, it is assumed that the suppression condition is satisfied, and the driving assistance is suppressed. Therefore, when an operation with a high probability that can change the necessity of driving assistance, such as a change in the course of the vehicle Cr or a stop, is performed, the necessity of driving assistance is low and the activation thereof is suppressed.

  (4) It is defined that at least one element of the intersection SC in front of the traveling direction of the vehicle Cr, the red indication of the traffic light SG, and the arrow indication of the arrow type traffic signal SG2 is detected as a suppression condition related to the traveling environment. . Thus, the activation of driving assistance is suppressed when an element that promotes a change in the vehicle Cr state is detected, and the activation of driving assistance is suppressed with high accuracy.

  (5) The traveling environment of the vehicle Cr is detected based on the map information recorded in the map information recording unit 111. For this reason, the position of the traffic elements existing around the vehicle Cr is easily detected based on the map information including the positions of the traffic elements such as road alignment, intersections, traffic lights, temporary stop positions, and interchanges. It becomes. In addition, the traveling environment of the vehicle Cr is detected based on the latitude and longitude information of the vehicle. Based on the latitude and longitude information of the vehicle Cr, it is easy to specify the traveling environment. Therefore, by detecting the traveling environment based on the latitude and longitude information of the vehicle Cr, the traveling environment of the vehicle Cr to be supported is easily specified. On the other hand, the traveling environment of the vehicle Cr is detected based on the infrastructure information. The infrastructure information includes the types of traffic elements existing on the road and various types of traffic information. In addition, the infrastructure information includes, for example, a distance to a traffic light that is ahead in the traveling direction of the vehicle Cr, a display cycle, and the like. Therefore, based on the infrastructure information, the traveling environment ahead of the traveling direction of the vehicle Cr is specified in detail and with high accuracy. Furthermore, the traveling environment of the vehicle Cr was detected based on the imaging result of the in-vehicle camera 101. Based on the imaging result of the in-vehicle camera 101, it is possible to identify the type of traffic element existing in the forward direction of the vehicle, the person, the indication of the traffic light, and the like through the analysis. In addition, the imaging result of the in-vehicle camera 101 tends to approximate the driving environment that the driver recognizes visually. Therefore, the traveling environment is detected based on information approximate to the traveling environment recognized by the driver.

  (6) As a suppression condition related to a moving body that exists in the vicinity of the vehicle Cr, it is defined that the fence BK that is an obstacle existing between the vehicle Cr to be supported and the pedestrian Tg is detected. For this reason, when the fence BK exists between the vehicle Cr and the pedestrian Tg, and the abnormal approach between the vehicle Cr and the pedestrian Tg is suppressed by the fence BK, the activation of driving assistance is suppressed. As a result, the activation of the driving assistance under the situation where the necessity for the driving assistance is low is accurately suppressed. Moreover, it was prescribed | regulated that the pedestrian Tg direction change was detected as suppression conditions regarding a mobile body. For this reason, when the positional relationship among the pedestrian Tg, the vehicle Cr, and the moving body changes with the change of the direction of the pedestrian Tg, the driving support that is highly necessary before the positional relationship changes, However, the driving assistance is suppressed as the necessity decreases. As a result, the activation of the driving assistance under the situation where the necessity for the driving assistance is low is accurately suppressed. Furthermore, as a suppression condition related to the moving body, it is specified that the present indication of the pedestrian traffic light SG3 that prompts a change in the movement mode of the pedestrian Tg is detected. Therefore, before the movement mode of the pedestrian Tg actually changes, a change in the positional relationship between the vehicle Cr to be supported and the pedestrian Tg, in other words, whether or not driving assistance is required is determined. It becomes possible. As a result, the necessity of the driving assistance is determined at an early stage, and the driving assistance having a low necessity is accurately suppressed.

  (7) As driving assistance, collision avoidance assistance for assisting avoidance of collision between the target vehicle Cr and the object was performed. As a result, the collision avoidance support is restrained from being activated under a situation where the need for collision avoidance support is low, and the collision avoidance support is optimized.

  (8) A moving object is set as an object for collision avoidance support. In addition, as a collision avoidance support, the relative relationship between the first time TTC when the vehicle Cr reaches the intersection Po where the mobile body and the vehicle Cr intersect and the second time TTV when the mobile body reaches the intersection Po. Based on the driving assistance provided. As a result, even when no sudden braking or sudden braking is required, abnormal approach between the vehicle and the moving body is suppressed by slow deceleration, and smooth driving assistance is performed. This also suppresses the activation of the collision avoidance support when the suppression condition is satisfied even if the condition for the collision avoidance support is satisfied based on the relative relationship between the first time TTC and the second time TTV. Is done. As a result, the activation of the collision avoidance support is suppressed under a situation where the need for collision avoidance support is reduced, and the execution accuracy of the collision avoidance support is more in accordance with the actual traveling environment.

(Second Embodiment)
Next, a second embodiment of the driving support apparatus and driving support method according to the present invention will be described with reference to FIGS. 14 and 15 with a focus on differences from the first embodiment. The basic configuration of the driving support apparatus and driving support method according to the present embodiment is the same as that of the first embodiment, and FIGS. 14 and 15 are substantially the same as the first embodiment. The same elements are denoted by the same reference numerals, and duplicate descriptions are omitted.

  As shown in FIG. 14, the vehicle Cr to which the driving support apparatus and driving support method of the present embodiment are applied has a moving route estimation unit 170 that estimates the moving route of the vehicle Cr. The movement route estimation unit 170 is configured by, for example, a navigation system 171 that guides a recommended route to a destination.

  When the destination is set, the navigation system 171 searches for a route to the destination. Then, the searched route is guided to the driver by voice or image. In addition, the navigation system 171 outputs a signal indicating the search result to the support determination unit 155.

  The support determination unit 155 of the present embodiment determines whether the suppression condition is successful based on the search result of the navigation system 171. That is, when the driver of the vehicle Cr operates the vehicle according to the route change guidance of the navigation system 171, the traveling speed and the route direction of the vehicle Cr change. Therefore, the support determination unit 155 predicts that the vehicle Cr travels on a route that avoids the intersection Po with the moving body such as the pedestrian Tg based on the route change guidance of the navigation system 171. Further, the support determination unit 155 predicts that the arrival timing of the vehicle Cr at the intersection Po changes based on the route change guidance and the deceleration guidance of the navigation system 171. Therefore, the support determination unit 155 determines whether the suppression condition is successful based on the signal input from the navigation system 171.

Hereinafter, the driving support apparatus and driving support method of the present embodiment will be described with reference to FIG.
As shown in FIG. 15, in a situation where the vehicle Cr and the pedestrian Tg are heading from a different direction toward a certain intersection SC, if the search result by the navigation system 171 indicates a right turn route at the intersection SC, a support determination unit In step 155, it is determined that the suppression condition is satisfied. Under this circumstance, the driver of the vehicle Cr is guided to turn right by the navigation system 171. Therefore, the driver is likely to perform an operation for turning right at the intersection SC according to the right turn guidance. Therefore, the support suppression unit 156 suppresses the driving assistance based on the determination result by the support determination unit 155.

  As described above, according to the driving support apparatus and the driving support method according to the present embodiment, the effects (1) to (8) can be obtained, and the following effects can be further obtained.

  (9) The support determination unit 155 determines the success or failure of the suppression condition based on the search result of the navigation system 171. For this reason, the support determination part 155 can determine the success or failure of the suppression condition without identifying the traveling environment of the vehicle Cr. In particular, it is difficult to specify the traveling direction of the vehicle Cr at an intersection where there is no traffic signal. However, based on the search result of the navigation system 171, the course at the intersection where no traffic signal exists is predicted with high accuracy. It will be.

  (10) Further, since the driver tends to operate the vehicle according to the search guidance of the navigation system 171, it is possible to determine whether or not the suppression condition is satisfied before the vehicle operation is performed. As a result, the activation of the driving assistance is suppressed earlier, and the unnecessary activation of the driving assistance is accurately suppressed.

(Third embodiment)
Next, a third embodiment of the driving support apparatus and the driving support method according to the present invention will be described with reference to FIGS. 16 to 19 with a focus on differences from the first embodiment. Note that the basic configuration of the driving support apparatus and the driving support method according to the present embodiment is the same as that of the first embodiment, and FIGS. 16 to 19 are substantially the same as those of the first embodiment. The same elements are denoted by the same reference numerals, and duplicate descriptions are omitted.

  As shown in FIG. 16, the vehicle Cr to which the driving support apparatus and driving support method of the present embodiment is applied includes a moving body information acquisition unit 100, a surrounding situation acquisition unit as means for acquiring element information related to the suppression conditions. 110, a current position acquisition unit 120, a vehicle operation information acquisition unit 130, and a movement route estimation unit 170.

  In addition, the support determination unit 155A according to the present embodiment serves as a unit that acquires information on elements related to the suppression condition. And a determination element integration unit 157 that integrates the information acquired by the movement route estimation unit 170 and determines whether the suppression condition is successful.

Hereinafter, the operation of the driving support apparatus and the driving support method of the present embodiment will be described with reference to FIGS.
As shown in FIG. 17, in the activation suppression determination process of the present embodiment, when steps S300 to S306 of FIG. 7 are executed, it is further determined whether the suppression condition is successful based on the search result of the navigation system 171. (Step S320). And when the search result of the navigation system 171 shows the course change in the intersection etc. which exists ahead of the advancing direction of the vehicle Cr, it determines with the suppression conditions having been satisfied (step S320: YES). Conversely, when the search result of the navigation system 171 indicates that the vehicle passes directly through an intersection or the like existing ahead in the traveling direction of the vehicle Cr, it is determined that the suppression condition is not satisfied (step S320: NO).

  And as shown as step S307, when it does not correspond to any of each suppression conditions, it determines with the driving assistance "required" noting that the suppression conditions are not satisfied. If it is determined that the driving support is “necessary”, the HMI control, the intervention control, and the emergency intervention control are executed according to the intersection of the first time TTC and the second time TTV.

  On the other hand, in this embodiment, once it is determined that the suppression condition is satisfied, the moving body information acquisition unit 100, the surrounding situation acquisition unit 110, the current position acquisition unit 120, the vehicle operation information acquisition unit 130, and the movement route An integration determination process is performed in which the information acquired by the estimation unit 170 is integrated and the success or failure of the suppression condition is determined again (step S321).

  Then, as a result of the integration determination process, when the suppression condition is satisfied and it is determined that the integration determination is “No”, it is determined that the driving support is “No” (step S322: YES, S310). On the contrary, as a result of the integration determination process, when the suppression condition is not satisfied and it is determined that the integration determination is “necessary”, it is determined that the driving support is “necessary” (steps S322: NO, S307).

  Next, as shown in FIG. 18, in the integrated determination process, for example, based on the map information recorded in the map information recording unit 111, the road on which the vehicle Cr is running is composed of a single road and a plurality of lanes. It is determined which is a double track road (steps S400 and S401).

  When it is determined that the road is a double track (step S401: YES), as illustrated in FIG. 19, an operation of the winker switch 131 for turning on the winker Crw and a steering operation for changing the course of the vehicle Cr are performed. There is a high possibility that the change in the vehicle state according to each operation is caused by the lane change.

  Therefore, when it is determined in step S401 in FIG. 19 that the road on which the vehicle Cr is traveling is a double track, the integrated determination is “necessary” because the necessity of driving support is high. Then, driving support is executed according to the integrated determination “necessary”.

  On the other hand, when it is determined that the road on which the vehicle Cr is traveling is a single road, the integrated determination is “No” because the necessity of driving support is low. When the integrated determination is “No”, driving support is not performed.

  As described above, according to the driving support apparatus and the driving support method according to the present embodiment, the effects (1) to (8) can be obtained, and the following effects can be further obtained.

  (11) The support determination unit 155A includes a determination element integration unit 157 that integrates a plurality of elements and determines whether the suppression condition is successful. For this reason, even if the suppression condition is satisfied based on the individual determination factors, the suppression condition is not satisfied when driving support is required if the driving environment is comprehensively taken into consideration. Therefore, the success or failure of the suppression condition is determined from various angles, and the success or failure of the suppression condition is determined with higher accuracy. As a result, driving assistance that matches the actual driving environment is performed.

(Other embodiments)
In addition, each said embodiment can also be implemented with the following forms.
In each of the above-described embodiments, when it is determined that “required” suppression of collision avoidance support for a certain object, collision avoidance support for this object is not activated. Not limited to this, when the first time TTC and the second time TTV recalculated after the determination of “required” suppression of the collision avoidance support activation is included in the support area A2, the collision avoidance support is temporarily performed. Collision avoidance assistance may also be performed for an object that is determined to be “necessary” to suppress the activation of.

  In the third embodiment, it is determined whether the road is a single-track road or a multi-track road composed of a plurality of lanes (steps S400 and S401 in FIG. 18). Further, when the road on which the vehicle Cr is traveling is a double track, it may be determined whether or not the vehicle Cr is traveling on the extreme end of the double track. And the necessity of driving assistance is high on the condition that the road on which the vehicle Cr is traveling is a double track and that the vehicle Cr is not traveling on the outermost lane of the double track. The integrated determination is “necessary” and the activation of driving assistance may be permitted. Further, when it is determined that the road on which the vehicle Cr is traveling is a single-track road, or when the road on which the vehicle Cr is traveling is determined to be the outermost lane of the double-track road, The integrated determination may be “No” because the need for support is low. According to this, the integrated determination based on the lane is performed with higher accuracy.

  -In each of the above-described embodiments, the curve in the forward direction of the vehicle Cr, the intersection, the one-way road permitted to pass in a direction different from the traveling direction of the vehicle, the temporary stop position, the railroad crossing, the red indication of the traffic light, And, based on the fact that at least one element of the arrow indication of the arrow type traffic signal is detected, it is determined that the suppression condition regarding the traveling environment is satisfied. Not limited to this, as illustrated in FIG. 20, even when the presence of the narrow path SC <b> 2 that branches in two directions ahead of the traveling direction of the vehicle Cr is detected, whether or not the suppression condition is satisfied is determined based on this. Good. Under this circumstance, when the pedestrian Tg is walking along the sidewalk provided along the road of the exact path SC2, the pedestrian Tg walks toward the intersection Po with the vehicle Cr. However, the vehicle Cr naturally avoids the intersection Po by making a right turn or a left turn on the exact road SC2. Therefore, when the traveling direction of the vehicle Cr is changed due to the presence of the exact path SC2, and the avoidance of abnormal approach with the pedestrian Tg or the like is predicted, the activation of the driving assistance is suppressed as the suppression condition is satisfied. It becomes. Further, as illustrated in FIG. 21, when the presence of a curve having a predetermined curvature or more in front of the traveling direction of the vehicle Cr is detected, the success or failure of the suppression condition may be determined based on this. In addition, as a curvature more than predetermined, the curvature required in order for a road to detour the intersection Po of the vehicle Cr and the pedestrian Tg is set. In addition, the suppression condition regarding the traveling environment is established based on detection of at least one element of a one-way road, a temporary stop position, and a railroad crossing in which passage in a direction different from the traveling direction of the vehicle Cr is permitted. It may be a thing, and it should just relate to the traveling environment of the vehicle Cr.

  In the third embodiment, the support determination unit 155A includes the determination element integration unit 157. In addition, the vehicle Cr includes a movement route estimation unit 170. However, the configuration is not limited thereto, and the support determination unit 155A may not include the determination element integration unit 157 in the third embodiment. And even if the success or failure of the suppression condition is determined based on the information acquired by the moving body information acquisition unit 100, the surrounding situation acquisition unit 110, the current position acquisition unit 120, the vehicle operation information acquisition unit 130, and the movement route estimation unit 170. Good. According to this, for example, the success or failure of the suppression condition based on the information acquired by the moving body information acquisition unit 100, the surrounding situation acquisition unit 110, the current position acquisition unit 120, the vehicle operation information acquisition unit 130, and the movement route estimation unit 170. Is determined. Therefore, the success or failure of the suppression condition is determined based on more information.

  In the first embodiment, one piece of information acquired by the moving body information acquisition unit 100, the surrounding situation acquisition unit 110, the current position acquisition unit 120, and the vehicle operation information acquisition unit 130 is a suppression condition. The driving assistance is suppressed when the vehicle can be established. Moreover, in the said 3rd Embodiment, among each information which the mobile body information acquisition part 100, the periphery condition acquisition part 110, the present position acquisition part 120, the vehicle operation information acquisition part 130, and the movement route estimation part 170 acquire The activation of driving assistance is suppressed when at least one piece of information can satisfy the suppression condition. Not limited to this, for example, when two or more pieces of information that can be acquired can satisfy the suppression condition, the activation of driving assistance may be suppressed. According to this, for example, when the red indication of the traffic light SG existing ahead of the traveling direction of the vehicle Cr is detected and the deceleration operation of the vehicle Cr is detected, deceleration and stop of the vehicle Cr are predicted. The suppression condition is established as follows. Further, for example, when the arrow indication of the arrow traffic light SG2 existing ahead of the traveling direction of the vehicle Cr is detected and the operation of the blinker switch 131 is detected, the vehicle Cr is predicted to turn right or left. The suppression condition may be satisfied. Further, for example, the suppression condition may be satisfied on the condition that the search result by the navigation system 171 indicates a right turn or a left turn at the intersection SC, and the operation of the blinker switch 131 or the steering is detected. According to these, since the activation of the driving assistance is suppressed on the condition that the suppression condition based on a plurality of elements can be satisfied, the requirement for satisfying the suppression condition becomes strict. Therefore, in the situation where the necessity of driving assistance is extremely low, the driving assistance is suppressed, and the driving assistance is suppressed with higher accuracy. In addition, combinations of elements that can satisfy the suppression condition are arbitrary and can be appropriately changed.

  In the third embodiment, even when the course of the vehicle Cr is changed, the driving support is permitted to be activated when the road on which the vehicle Cr travels is a double-track road. Not limited to this, when the determination result of the suppression condition based on each element used for determining whether or not the suppression condition is successful is contradictory, the activation of the driving assistance may be permitted as the suppression condition is not satisfied. For example, even if the search result of the navigation system 171 indicates a right turn or a left turn at the intersection SC ahead of the traveling direction of the vehicle Cr, when the operation of the blinker switch 131 or the steering operation is not performed, The suppression condition may not be satisfied because the possibility that the traveling direction changes is low.

  In the first and third embodiments, the suppression condition is established when an obstacle such as the fence BK that partitions the roadway and the sidewalk is detected between the pedestrian Tg and the vehicle Cr. Not limited to this, the suppression condition may be satisfied that the possibility that the pedestrian Tg and the vehicle Cr are abnormally approached is low when the height difference between the roadway and the sidewalk on which the pedestrian Tg walks is a predetermined level or more. .

  In each of the above embodiments, as shown as steps S203 and S206 in FIG. 6, when intervention control or emergency intervention control is performed, HMI control by the HMI 160 is also performed. Not limited to this, as shown in FIG. 22 as a diagram corresponding to FIG. 6, only intervention control may be performed when an execution condition for intervention control is satisfied (step S <b> 203 </ b> A). Further, only the emergency intervention control may be performed when the execution condition of the emergency intervention control is satisfied (step S206A).

  In each of the above embodiments, the surrounding situation acquisition unit 110 is configured by the in-vehicle camera 101, the millimeter wave radar 102, and the communication device 103. However, the peripheral situation acquisition unit 110 may be configured by at least one of the in-vehicle camera 101, the millimeter wave radar 102, and the communication device 103. Moreover, the surrounding condition acquisition part 110 should just be what can acquire the information which shows the surrounding condition of the vehicle Cr, for example, various sensors etc. may be sufficient as it. Further, the peripheral situation acquisition unit 110 may be a multi-function telephone device that can acquire various traffic information and the like via an internetwork or the like, for example. According to this, the driving support unit 150 determines success or failure of the suppression condition based on various traffic information acquired from the multifunction telephone device. According to this, the driving support unit 150 can acquire information used for success or failure of the suppression condition by more means.

  In each of the above embodiments, the current position acquisition unit 120 is configured by the GPS 121 mounted on the vehicle Cr. For example, the current position acquisition unit 120 may be configured by a GPS mounted in a multifunction telephone device. According to this, the latitude / longitude information acquired by the GPS mounted on the multi-function telephone device is acquired by the driving support unit 150 via the predetermined communication. The current position acquisition unit 120 only needs to be capable of specifying the position of the vehicle Cr.

  In each of the first and third embodiments, the vehicle operation information acquisition unit 130 includes the winker switch 131, the steering angle sensor 132, the gyro sensor 133, the yaw rate sensor 134, and the hazard switch 135. The vehicle operation information acquisition unit 130 may be configured by at least one of the winker switch 131, the steering angle sensor 132, the gyro sensor 133, the yaw rate sensor 134, and the hazard switch 135. In addition, the vehicle operation information acquisition part 130 should just be what can detect vehicle operation by a driver, such as a sensor which detects the depression amount of an accelerator pedal or a brake pedal, for example.

  -At least one of the conditions regarding the moving object is the detection of an obstacle existing between the vehicle to be supported and the moving object, the direction change of the moving object, and the current signal indicating that the moving mode of the moving object is changed. It was established based on what was detected. Not only this but the conditions regarding a mobile body may specify the stop and speed change of a mobile body, for example. The speed change of the moving body may be a speed change that can change the intersection of the first time TTC and the second time TTV from the driving support area A2 to the driving support unnecessary area A1. Conversely, if the speed change of the vehicle to be supported is a speed change that can change the intersection of the first time TTC and the second time TTV from the driving support area A2 to the driving support unnecessary area A1, the suppression condition is It is also possible to be established.

  In each of the above embodiments, the suppression condition is a specific vehicle operation that changes the state of the vehicle Cr to be supported, a travel environment that prompts a change in the state of the vehicle Cr, and a moving body that exists around the vehicle Cr. The condition was related to at least one element. Not limited to this, conditions regarding at least two elements of a specific vehicle operation and a traveling environment that prompts a change in the state of the vehicle Cr, and a moving body around the vehicle Cr may be set as the suppression conditions. Moreover, as suppression conditions, you may determine based on whether the driver of vehicle Cr is visually recognizing a target object, for example. According to this, for example, when the driver's line of sight coincides with the position of the object by an in-vehicle camera or the like, the driving support activation condition is suppressed as the suppression condition is satisfied. In addition, any other conditions may be used as long as they are defined separately from the driving support activation conditions, and can be changed as appropriate.

  In each of the above embodiments, the pedestrian Tg existing around the vehicle Cr is the target for driving assistance. For example, a vehicle, an obstacle, or the like existing around the vehicle Cr may be a target for driving assistance.

  -As an example where the movement trajectory of the vehicle to be supported and the movement trajectory of the moving object intersect, it is assumed that the movement trajectories are orthogonal. Then, collision avoidance support was performed based on the first time TTC and the second time TTV indicating the respective movement trajectories. Not only this but each movement locus used for collision avoidance assistance should just be a locus which intersects at the same point, and the angle at the time of those intersections exceeds 90 degrees, even if it is an angle less than 90 degrees It may be an angle.

  In each of the above-described embodiments, the driving support area A2 of the map M used for selecting the driving support mode is divided into three, the HMI area A21, the intervention control area A22, and the emergency intervention control area A23. Furthermore, the driving assistance area A2 may be divided into four or more, and a driving assistance mode may be set for each divided area. Further, the driving support area A2 may be defined by two or one region, and various driving support modes may be set in the defined region. When the support area A2 to be divided is configured only by the HMI area A21, the intervention control device 161 is omitted. On the contrary, when the support area A2 to be divided is configured only by the intervention control area A22 or the emergency intervention control area A23, the HMI 160 is omitted. Further, the driving support mode set in the support area A2 is arbitrary and can be changed as appropriate.

  In each of the above embodiments, collision avoidance assistance is performed based on the map M stored in the map storage unit 152. However, the present invention is not limited to this, as long as collision avoidance support is performed based on the relative relationship between the first time TTC and the second time TTV, and each value of the first time TTC and the second time TTV is defined. Whether or not the trigger condition for the collision avoidance support is satisfied may be determined based on whether or not this value is met.

  In each of the above embodiments, the collision avoidance support is performed based on the relative relationship between the first time TTC and the second time TTV. Not limited to this, the collision avoidance support may be performed based only on the first time TTC. According to this, for example, when an object such as a person exists in front of the traveling direction of the vehicle Cr, the collision avoidance assistance is performed based on the first time TTC until the vehicle Cr reaches the object. Then, when the suppression condition is satisfied, the activation of the collision avoidance support is suppressed.

  In each of the above-described embodiments, the collision avoidance support that supports the avoidance of the collision between the target vehicle Cr and the target object is targeted as the driving support to be suppressed. The driving assistance to be suppressed is not limited to this, for example, ACC (Adaptive Cruise Control), a lane departure warning system (lane keeping assistance) that provides assistance for the vehicle to run while maintaining the driving lane, and the like. Also good. According to this, for example, even if the ACC activation condition is satisfied due to the deceleration of the vehicle to be supported and the distance between the vehicle and the preceding vehicle becomes a predetermined distance or more, the blinker switch or the steering When the operation is performed, the suppression condition is established because the deceleration of the vehicle to be supported is the deceleration accompanying the course change. As a result, the activation of the ACC is suppressed by the suppression condition, and the activation of the ACC under a situation where the necessity is present is suppressed. Similarly, for example, even if the trigger condition of the lane departure warning system is satisfied due to the derailment of the vehicle to be supported from the driving lane, if the parking lot or the like exists in the derailed direction, the vehicle course change is appropriate. The suppression condition is established as follows. As a result, the activation of the lane departure warning system in a situation where the necessity is present is suppressed. In addition, the driving assistance may be anything that is activated on condition that a prescribed activation condition is satisfied, and the present invention can be applied regardless of the driving assistance mode.

  In each of the above embodiments, the driving support unit 150 including the support control unit 154 and the support determination unit 155 is mounted on the vehicle Cr. Not limited to this, the support control unit 154, the support determination unit 155, and the driving support unit 150 may be configured by, for example, an application program installed in the multi-function telephone device. According to this, the multi-function telephone device determines success or failure of the suppression condition based on the map information held in the multi-function phone device, traffic information that can be acquired via the internetwork, or the like. As a result, driving assistance and optimization are achieved even in a vehicle that does not include a navigation system. In addition, since the multi-function telephone device has high versatility, driving support and optimization thereof in more scenes can be achieved.

  DESCRIPTION OF SYMBOLS 100 ... Mobile body information acquisition part, 101 ... Car-mounted camera, 102 ... Millimeter wave radar, 103 ... Communication apparatus, 110 ... Peripheral condition acquisition part, 111 ... Map information recording part, 120 ... Current position acquisition part, 121 ... GPS, 130 DESCRIPTION OF SYMBOLS ... Vehicle operation information acquisition part, 131 ... Winker switch, 132 ... Steering angle sensor, 133 ... Gyro sensor, 134 ... Yaw rate sensor, 135 ... Hazard switch, 140 ... Moving body position calculation part, 150 ... Driving support part, 151 ... Collision Time prediction unit, 151a ... TTC calculation unit, 151b ... TTV calculation unit, 152 ... map storage unit, 153 ... support activation unit, 154 ... support control unit, 155 ... support determination unit, 155A ... support determination unit, 156 ... support suppression Unit, 157 ... determination element integration unit, 160 ... HMI, 161 ... intervention control device, 170 ... movement route estimation unit, 171 ... navigation System, A1 ... driving assistance unnecessary area, A2 ... driving assistance area, A21 ... HMI area, A22 ... intervention control area, A23 ... emergency intervention control area, BK ... fence (obstacle), Cr ... vehicle to be supported , Po ... intersection of vehicle to be supported and moving body, SC ... intersection, SG ... traffic light, Tg ... pedestrian (moving body), Crh ... hazard lamp, Crw ... winker, SC2 ... choji, SG2 ... arrow Type traffic light, SG3 ... Pedestrian traffic light.

Claims (16)

In a driving support device that supports driving of a vehicle,
A support determination unit that determines the necessity of driving support based on the prescribed suppression conditions;
A driving suppression device that suppresses driving assistance in response to a determination result of driving support “no” by the support determination unit. The suppression condition relates to at least one element of a specific vehicle operation that changes the state of the vehicle to be supported, a driving environment that prompts a change in the state of the vehicle to be supported, and a moving body that exists around the vehicle. The driving support device according to claim 1, wherein the driving support device is a condition. The driving support device according to claim 2, wherein the suppression condition relating to the specific vehicle operation is established based on an operation of at least one element of a blinker switch, a steering wheel, and a hazard lamp lighting switch. The suppression conditions related to the traveling environment are curves in front of the vehicle in the traveling direction, intersections, one-way roads permitted to travel in a direction different from the traveling direction of the vehicle, a temporary stop position, a railroad crossing, a red indication of a traffic light, and The driving support device according to claim 2 or 3, wherein the driving support device is established based on detection of at least one element of an arrow indication of an arrow signal. The driving support device according to claim 4, wherein the travel environment is detected based on at least one element of map information, vehicle latitude / longitude information, infrastructure information, and an imaging result of an in-vehicle camera. The driving support device according to any one of claims 2 to 5, wherein the suppression condition related to the traveling environment is established based on route change guidance performed by a navigation system. The condition of the moving body is a signal indicating the detection of an obstacle existing between the vehicle to be supported and the moving body, the direction change of the moving body, and the change of the moving mode of the moving body. The driving assistance device according to any one of claims 2 to 6, wherein the driving assistance device is established based on detection of at least one of the two. The driving assistance device according to any one of claims 1 to 7, wherein the driving assistance is collision avoidance assistance that assists in avoiding a collision between a vehicle to be supported and an object. The object is a moving object;
The collision avoidance support is based on a relative relationship between a first time when the vehicle reaches the intersection where the mobile body and the vehicle intersect, and a second time when the mobile body reaches the intersection. The driving assistance apparatus according to claim 8, wherein the driving assistance is performed. In a driving support device that supports driving of a vehicle,
A driving support unit that performs collision avoidance support for avoiding a collision between a vehicle to be supported and a moving object;
A support determination unit that determines the necessity of driving support based on the prescribed suppression conditions;
A support suppression unit that suppresses driving assistance in response to the determination result of the driving determination of the support determination unit as `` No '',
The driving support unit is based on a relative relationship between a first time when the vehicle reaches the intersection where the mobile body and the vehicle intersect and a second time when the mobile body reaches the intersection. A driving assistance device that performs the collision avoidance assistance. In the driving assistance device according to any one of claims 1 to 10,
The driving support device is characterized in that the driving support by the driving support device is performed by an application program installed in a multi-function telephone device or a navigation system installed in a vehicle. In a driving support method for supporting driving of a vehicle,
A determination step for determining the necessity of driving support based on the prescribed suppression conditions;
And a suppression step for suppressing the activation of the driving support according to the determination result of the driving support “no” in the determination step. The suppression condition relates to at least one element of a specific vehicle operation that changes the state of the vehicle to be supported, a driving environment that prompts a change in the state of the vehicle to be supported, and a moving body that exists around the vehicle. The driving support method according to claim 12, which is a condition. The driving assistance method according to claim 12 or 13, wherein the driving assistance is collision avoidance assistance that assists in avoiding a collision between a vehicle to be supported and an object. The object is a moving object;
The collision avoidance support is based on a relative relationship between a first time when the vehicle reaches the intersection where the mobile body and the vehicle intersect, and a second time when the mobile body reaches the intersection. The driving support method according to claim 14, wherein the driving support is performed. In a driving support method for supporting driving of a vehicle,
A driving support step for performing collision avoidance support for avoiding a collision between a vehicle to be supported and a moving object;
A determination step for determining the necessity of driving support based on the prescribed suppression conditions;
A suppression step of suppressing activation of driving assistance according to a determination result of driving support "No" in the determination step,
In the driving support step, based on a relative relationship between a first time when the vehicle reaches the intersection where the vehicle and the vehicle intersect, and a second time when the mobile arrives at the intersection. A driving assistance method comprising performing the collision avoidance assistance.

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