JP5661089B2 - Driving assistance device - Google Patents

Description

  The present invention relates to a driving assistance device that assists the driving of a vehicle driver by operating an automatic brake or the like when there is a possibility that the vehicle may collide with an obstacle.

  In recent years, in the automobile industry, in order to ensure the safety of passengers, development of a driving support device that supports driving of a driver is in progress. As this type of device, there is a driving assistance device that avoids collision between the host vehicle and an obstacle by automatic brake control and reduces damage at the time of collision.

  For example, the driving support device described in Patent Document 1 is a collision avoidance control device that avoids a collision with an obstacle, and uses a radar or the like to calculate a predicted collision time (TTC [s]) between the host vehicle and the obstacle. The vehicle is calculated for each predetermined period, and the vehicle is stopped by a predetermined distance before the obstacle during the braking time from the vehicle speed of the vehicle at the calculation timing until the vehicle stops at the maximum deceleration that the automatic brake can exert. The collision avoidance limit time, which is the time obtained by adding the advance time for the above, is calculated. Then, by operating the automatic brake at the timing when the collision prediction time becomes shorter than the collision avoidance limit time, the own vehicle stops by a predetermined distance of the obstacle, so that the own vehicle collides with the obstacle. Can be avoided.

  The driving support device described in Patent Document 2 is a collision damage reduction control device that reduces damage when the host vehicle collides with an obstacle, and a collision prediction time between the host vehicle and the obstacle using a radar or the like. (TTC [s]) is calculated every predetermined period, and automatically when the predicted collision time becomes shorter than the judgment time calculated as the time for reducing the damage when the host vehicle collides with an obstacle. By activating the brakes, the damage to the passengers in the event of a collision is reduced.

Japanese Patent Laying-Open No. 2012-131312 (see paragraphs 0042-0046, FIG. 4 etc.) JP 2009-18721 A (see paragraphs 0029 to 0049, FIG. 3, etc.)

  By the way, in providing a driving support device capable of executing both the collision avoidance control and the collision damage reduction control described above, switching between the two controls is performed based on a predetermined relative speed between the host vehicle and the obstacle. Is considered, the collision avoidance control is executed below the predetermined relative speed, and the collision damage reduction control is executed when the relative speed is exceeded. If such a switching is simply combined with the collision avoidance control and the collision damage mitigation control of the conventional driving support apparatus described above, there may be a large difference in the execution timing of both controls at the time of switching. In such a case, when the relative speed between the host vehicle and the obstacle crosses the predetermined relative speed, one of the controls is suddenly executed or suddenly stopped, giving the driver a sense of incongruity. Occurs.

  The present invention has been made in view of the above problems, and can perform both collision avoidance control between the host vehicle and an obstacle and damage reduction control at the time of collision, and smoothly switch between the two controls. An object of the present invention is to provide a driving support device capable of performing the above.

In order to achieve the above object, in the driving support apparatus of the present invention, distance detection means for detecting the distance between the host vehicle and the obstacle, and relative speed detection means for detecting the relative speed between the host vehicle and the obstacle. And a collision prediction time calculation means for calculating a collision prediction time that is a prediction time until the vehicle collides with the obstacle based on the distance and relative speed between the vehicle and the obstacle. A collision avoidance means for performing a collision avoidance control for avoiding a collision while maintaining a predetermined distance with respect to the obstacle based on the predicted collision time when a relative speed between the host vehicle and the obstacle is equal to or less than a predetermined value. A collision damage mitigating means for executing a collision damage mitigation control for mitigating a collision damage to the obstacle based on the collision prediction time when a relative speed between the host vehicle and the obstacle is larger than the predetermined value; The collision prediction time to perform the collision damage reduction control by the collision damage mitigation means, wherein the distance between the host vehicle and the obstacle in case the relative speed between the vehicle and the obstacle of the predetermined value, the own Calculating means for calculating by dividing a difference from a distance correction amount set in advance so as to increase as the vehicle deceleration increases by the relative speed detected by the relative measurement detecting means; and the calculating means Correction means for correcting the collision prediction time for executing the collision damage mitigation control calculated by the calculation so as to decrease as the deceleration of the host vehicle increases (Claim 1).

  According to the first aspect of the present invention, the driving support device performs collision avoidance control for performing collision avoidance control for avoiding a collision while maintaining a predetermined distance with respect to an obstacle based on the predicted collision time, and based on the predicted collision time. Providing a driving support device capable of executing both collision avoidance control and collision damage mitigation control, since it comprises collision damage mitigation means for performing collision damage mitigation control for mitigating collision damage to the obstacle. it can.

Further, calculating means, the collision prediction time collision damage reduction control, the relative speed between the vehicle and the obstacle and the distance between the vehicle and the obstacle at the time of the predetermined value, the deceleration of the vehicle is large Switching between collision avoidance control and collision damage mitigation control is calculated by dividing the difference from the distance correction amount set in advance so as to increase with the relative speed detected by the relative speed detection means. There is no difference in the predicted collision time of both controls at the time (avoidance limit relative speed). Therefore, when the relative speed between the host vehicle and the obstacle crosses the avoidance limit relative speed, which is the basis for switching between the two controls, one of the controls is suddenly executed or suddenly stopped, giving the driver a sense of incongruity. It is possible to prevent the occurrence of the conventional problem of being generated.

  By the way, it is known that the distance from the predetermined speed until the own vehicle is stopped by the automatic brake is influenced by the state (for example, deceleration) of the own vehicle at the timing of operating the automatic brake. For example, when the deceleration of the host vehicle at the operation timing is large, the distance to stop by the automatic brake is shorter than when the deceleration is small. However, the avoidance limit relative speed described above is the maximum relative speed at which the distance to the obstacle can be kept at a predetermined distance and the collision can be avoided. For example, the avoidance limit relative speed is automatically adjusted to the avoidance limit relative speed at that time (timing for operating the automatic brake). When the vehicle deceleration is not taken into consideration, that is, the avoidance limit relative speed is the maximum relative speed at which the distance to the obstacle can be kept at a predetermined distance and the collision can be avoided when the deceleration of the own vehicle is 0 In such a case, if the collision damage mitigation control is executed when the host vehicle is decelerating at the operation timing of the automatic brake, for example, the following problems may occur. . In other words, if automatic brake control is executed as collision damage reduction control, and the deceleration of the host vehicle exceeds 0, the vehicle has the number m of obstacles even though the collision damage reduction control is executed. There is a risk of stopping before this.

  Therefore, in order to prevent such a problem from occurring, the driving support device according to the present invention corrects the execution timing of the collision damage reduction control calculated by the calculation means based on the deceleration index related to the deceleration of the host vehicle. Correction means is provided. Therefore, for example, if the correction means corrects the execution timing of the collision damage mitigation control so as to be delayed as the value of the deceleration index of the host vehicle increases, at the time of calculating the execution timing of the collision damage mitigation control (for example, automatic braking). When the deceleration index (for example, deceleration) of the host vehicle is large, the collision damage reduction control is executed with a delay. Therefore, the distance between the host vehicle and the obstacle when the host vehicle is stopped by automatic braking. And the above-described problem that the host vehicle stops a few meters before the obstacle can be prevented.

It is a block diagram of the driving assistance device concerning one embodiment of the present invention. It is operation | movement explanatory drawing of the driving assistance apparatus of FIG. It is a figure for demonstrating the execution timing of avoidance brake control and reduction brake control. It is a flowchart for operation | movement description of the driving assistance apparatus of FIG. It is a figure for demonstrating the other calculation method of the execution timing of reduction brake control.

  A driving support apparatus 2 according to an embodiment of the present invention will be described with reference to FIGS. 1 to 3. 1 is a block diagram of the driving support apparatus 2 of the present invention provided in the host vehicle 1, FIG. 2 is a correction map used when correcting execution timing of the reduction brake control, and FIG. 3 is an avoidance brake control and a reduction brake. It is a figure for demonstrating the execution timing of control, (a) is a figure for demonstrating the execution timing when combining the conventional avoidance brake control and the reduction brake control, (b) is applied to this embodiment. It is a figure for demonstrating the execution timing of the brake control (avoidance brake control, reduction brake control) of the driving assistance device.

  The driving support device 2 according to this embodiment, when there is a possibility of collision between the host vehicle 1 and an obstacle, is an automatic brake control (a collision avoidance in the present invention) for avoiding a collision while maintaining a predetermined distance with respect to the obstacle. 1) and automatic brake control (collision damage mitigation control in the present invention) for reducing the damage caused by collision with an obstacle is executed to support the driver's driving. As shown in FIG. Collision prediction, which is a prediction time until the vehicle 3 collides with an obstacle, and a radar 3 (corresponding to a distance detection means and a relative speed detection means in the present invention) that detects the distance and relative speed between the vehicle 1 and the obstacle. The calculation processing unit 4 (impact in the present invention) that calculates the time (TTC [s]), calculates the execution timing of collision avoidance control and collision damage reduction control, and corrects the execution timing of collision damage reduction control. And a brake control unit 5 (corresponding to collision avoiding means and collision damage reducing means in the present invention) for performing automatic brake control (collision avoidance control and collision damage mitigation control); Is provided.

  The radar 3 is configured by any one of radars such as a laser radar and a millimeter wave radar, and measures the distance from the own vehicle 1 to an obstacle by transmitting and receiving pulse waves, and ranging data (distance data) or Then, the information on the relative speed with the obstacle of the time change is sent to the arithmetic processing unit 4 formed by the pre-crash system ECU (PCSECU) having a microcomputer configuration via the in-vehicle network 6 such as CAN.

  The arithmetic processing unit 4 determines the possibility of collision between the host vehicle 1 and the obstacle based on each information (distance and relative speed between the host vehicle 1 and the obstacle) received via the in-vehicle network 6 such as CAN. An automatic brake for avoiding a collision while calculating a predicted collision time TTC [s] shown at a predetermined cycle (for example, 0.5 ms) and maintaining the vehicle 1 at a predetermined distance (for example, 0.5 m) from an obstacle. The execution timing of avoidance brake control (collision avoidance control), which is a control, and the execution timing of mitigation brake control (collision damage reduction control), which is an automatic brake control to reduce the damage caused by collision with obstacles, are calculated at predetermined intervals. To do. Further, the arithmetic processing unit 4 corrects the execution timing of the reduced brake control based on a deceleration index (for example, deceleration) of the host vehicle 1.

Specifically, the arithmetic processing unit 4 determines that the host vehicle 1 is decelerated when the deceleration index related to deceleration of the host vehicle 1 is a predetermined value or less (in this embodiment, the deceleration of the host vehicle 1 is 0 [m / s ² ]). Is the maximum relative speed (relative speed between the vehicle 1 and the obstacle) that can avoid a collision while keeping the distance to the obstacle at a predetermined distance (for example, 0.5 m), and the avoidance limit relative speed Vs [m / s]. When the relative speed between the host vehicle 1 and the obstacle is equal to or less than the avoidance limit relative speed Vs, the execution timing for executing the avoidance brake control is calculated, and the relative speed is calculated from the avoidance limit relative speed Vs. Is also larger, the execution timing for executing the reduced brake control is calculated. In this embodiment, the avoidance limit relative speed Vs is predetermined as 20 km / h.

  In this case, the arithmetic processing unit 4 automatically sets the execution timing of the avoidance brake control at the maximum deceleration that can be exhibited by the automatic brake (avoidance brake) from the relative speed between the vehicle 1 and the obstacle at the timing of the calculation cycle. A distance obtained by adding a predetermined distance (= 0.5 m) for stopping before the obstacle to the braking distance until the vehicle 1 stops is calculated as a collision avoidance limit distance, and the limit distance is calculated at that time (calculation cycle). ) Divided by the relative speed between the host vehicle 1 and the obstacle is calculated as the avoidance brake control operation TTC [s] which is a threshold for determining the execution timing of the avoidance brake control. The arithmetic processing unit 4 determines when the actual collision prediction time TTC is shorter than the avoidance brake control operation TTC as the execution timing of the avoidance brake control, and sends a signal indicating that the avoidance brake control is to be executed. The data is transmitted to the brake control unit 5 formed by the VSCUCU having a microcomputer configuration via the network 6. Various calculation methods can be used for the above limit distance. For example, a more accurate limit distance can be obtained by calculating the braking distance in consideration of the deceleration of the host vehicle 1 at the timing of the calculation cycle and the time until reaching the maximum deceleration by automatic braking. .

  Further, the arithmetic processing unit 4 sets the operation TTC [s], which is a threshold for determining the execution timing of the reduced brake control, to the host vehicle 1 and the obstacle at the execution timing of the avoidance brake control at the avoidance limit relative speed Vs. Is calculated as a reference, and when the actual collision prediction time TTC is shorter than the operation TTC is determined as the execution timing of the reduced brake control, a signal indicating that the reduced brake control should be executed is sent to the in-vehicle network 6 To the brake control unit 5.

At this time, the operation TTC of the reduced brake control is such that the distance between the host vehicle 1 and the obstacle at the execution timing of the avoidance brake control at the avoidance limit relative speed Vs is Dref [m], and a correction map Map (A [m / s ² ], Dcmp [m]), the distance correction amount calculated from Dcmp [m], and the relative speed between the vehicle 1 and the obstacle at the calculation timing is Vr [m / s]. 1) Calculated from the equation. The distance Dref is when the relative speed between the host vehicle 1 and the obstacle is the avoidance limit relative speed Vs (= 20 km / h), and the deceleration of the host vehicle 1 at that time (calculation timing) is zero. In some cases, a distance obtained by adding a target stop distance for stopping the host vehicle 1 while maintaining a predetermined distance (0.5 m) with respect to an obstacle to a braking distance until the host vehicle 1 stops due to execution of the avoidance brake control. In this embodiment, it is predetermined as 5 m (constant). A [m / s ² ] in the correction map indicates the deceleration of the host vehicle 1 at the calculation timing. When the relative speed Vr is a negative value, the obstacle is approaching the host vehicle 1, When it is a value of, it indicates a state of being separated.

  Here, in the expression excluding the correction term (correction map) of the expression (1) in Formula 1, the distance Dref (= 5 m) is divided by the relative speed Vr (= 20 km / h≈5.6 m / s). The execution timing of the reduced brake control determined by the required time (operation TTC) coincides with the execution timing of the avoidance brake control at the avoidance limit relative speed Vs.

  By the way, it is known that the distance until the own vehicle 1 is stopped from the predetermined speed by the automatic brake is influenced by the state (for example, deceleration) of the own vehicle 1 at the timing of operating the automatic brake. Therefore, when the deceleration of the host vehicle 1 at the execution timing of the reduction brake is large, the distance from the predetermined speed to the stop of the host vehicle 1 by the execution of the reduction brake control is shorter than when the deceleration is small.

  Here, the avoidance limit relative speed Vs in the expression (1) of Equation 1 is the predetermined distance (0.5 m) when the deceleration, which is one of the deceleration indexes related to vehicle deceleration, is 0. Since it is the maximum relative speed that can be avoided by avoiding a collision, if the reduced brake control is executed in a state where the deceleration of the own vehicle 1 is large, the own vehicle is several meters before the obstacle, even though it is in the reduced brake control state. 1 may stop. However, according to the technical guidelines for collision avoidance, it is shown that automatic stopping is performed when the distance from the obstacle is short (for the time being, 1 m or less), and it is necessary to observe these technical guidelines.

  Therefore, in the equation (1) of Equation 1, a correction term (correction map) for correcting the execution timing of the reduced brake control is provided. In this correction map, as shown in FIG. 2, the distance correction amount Dcmp is set so as to increase as the deceleration of the host vehicle 1 increases. With this setting, the deceleration increases. The value of the numerator of the formula (1) in Equation 1 becomes small. In other words, as the deceleration increases, the value of the reduced brake control operation TTC decreases, and the execution timing of the reduced brake control is delayed. Therefore, the reduced brake control as described above is executed. Nevertheless, it is possible to prevent the problem that the own vehicle 1 stops several meters before the obstacle.

  Note that the correction term (correction map) may be configured so that, for example, a lap amount indicating the degree of obstacle overlap with respect to the vehicle width of the host vehicle 1 can be taken into account. That is, when the lap amount is small, the possibility of avoiding a collision with an obstacle increases. Therefore, in order to reflect this in the operation TTC of the reduced brake control, the distance as the lap amount decreases with respect to the correction map of FIG. The distance correction amount Dcmp may be calculated based on a biaxial correction map of deceleration and lap amount so that the correction amount Dcmp increases. In this case, as the distance correction amount Dcmp increases as the lap amount decreases, the value of the reduction brake control operation TTC decreases. Therefore, when the lap amount is small, the execution timing of the reduction brake control is delayed. Become.

  The brake control unit 5 executes automatic brake control (avoidance brake control) when receiving a signal from the arithmetic processing unit 4 that the avoidance brake control is to be executed, and a signal that the reduction brake control is to be executed. Automatic brake control (reducing brake control) is executed when the signal is received. In this embodiment, the automatic brake control is performed at the maximum deceleration (for example, about 0.8 G) that can be exhibited by the host vehicle 1 in both controls.

  Next, the execution timing of avoidance brake control and mitigation brake control of the driving assistance device 2 according to the present embodiment and switching between both controls will be specifically described with reference to FIG.

  Conventional driving support devices execute either one of avoidance brake control for stopping the vehicle before a predetermined distance from an obstacle by automatic braking and reduction brake control for reducing damage at the time of collision. It has been known. Assuming that these controls are performed by a single driving support device, switching between both controls is performed at the avoidance limit relative speed Vs, as shown in FIG. A large difference occurs in TTC). This difference is that the avoidance brake control is a control for stopping the host vehicle in front of the obstacle, whereas the reduced brake control is, for example, that the host vehicle is below a predetermined relative speed (for example, 15 km / h). This is due to the fact that it is controlled so as to collide with an obstacle. Further, when switching between the two controls in this way, even if there is a possibility that collision can be avoided when the relative speed between the host vehicle and the obstacle exceeds the avoidance limit relative speed Vs, the relative speed is 15 km. Automatic brake control (reducing brake control) on the premise of colliding with an obstacle at / h or less is suddenly executed, and switching between avoidance brake control and reduced brake control cannot be performed smoothly.

  In contrast, in the driving support device 2 of the present embodiment, the execution timing of the avoidance brake control is the same as that in the above configuration, but the operation of the reduction brake control TTC is executed at the avoidance limit relative speed Vs. By calculating using the equation (1) of Formula 1 with the distance between the host vehicle 1 and the obstacle at the timing as a reference, as shown in FIG. The difference in execution timing in Vs) is almost eliminated.

  Further, when considering the expression excluding the correction term (correction map) of the expression (1) in Equation 1, the distance Dref between the host vehicle 1 and the obstacle at the execution timing of the avoidance brake control at the avoidance limit relative speed Vs is Since it is a constant (5 m in this embodiment), the value of the operation TTC of the reduced brake control gradually increases as the relative speed (relative speed between the host vehicle 1 and the obstacle) increases from the value at the time of switching between the two controls. Accordingly, the execution timing of the reduced brake control is gradually delayed. In other words, the distance Dref is a distance including a predetermined distance (0.5 m) for stopping the host vehicle 1 before the obstacle, and the relative speed between the host vehicle 1 and the obstacle in the reduction brake control. As the shift increases from the avoidance limit relative speed Vs at the time of switching between the two controls, the shift to the damage mitigation state based on the collision with the obstacle is made while gradually decreasing the predetermined distance. Can be performed smoothly.

  Further, since the distance correction amount Dcmp increases as the deceleration of the host vehicle 1 increases at the calculation timing, the value of the reduced brake control operation TTC calculated from the equation (1) in Equation 1 is, for example, FIG. At one relative speed Vt shown in (b), the speed decreases as the deceleration of the host vehicle 1 increases. That is, the execution timing of the reduced brake control is delayed as the deceleration increases.

  Next, automatic brake control processing by the arithmetic processing unit 4 and the brake control unit 5 of the driving support device 2 will be described with reference to FIG. FIG. 4 is a flowchart for explaining the automatic brake control process.

  First, the arithmetic processing unit 4 acquires the relative speed between the host vehicle 1 and the obstacle detected by the radar 3 via the in-vehicle network 6, and the relative speed is equal to or less than the avoidance limit relative speed Vs (= 20 km / h). (Step S1), and if it is equal to or less than the avoidance limit relative speed Vs, the operation TTC of the avoidance brake control for determining the execution timing of the avoidance brake control is calculated (step S2). The avoidance brake control operation TTC is stored as an automatic brake operation TTC in a RAM or the like included in itself (calculation processing unit 4) (step S3).

When the relative speed between the host vehicle 1 and the obstacle exceeds the avoidance limit relative speed Vs in step S1, the arithmetic processing unit 4 calculates a correction distance (distance correction) for calculating the operation TTC of the reduced brake control. The amount Dcmp) is calculated based on the correction map (Map (A [m / s ² ], Dcmp [m])) shown in FIG. 2 (step S7), and the reduced brake control is performed based on the equation (1) in equation (1). Is calculated (step S8). And the arithmetic processing part 4 memorize | stores operation TTC of the calculated reduction brake control in RAM etc. with which self is provided as brake operation TTC (step S9).

  Next, in step S4, the arithmetic processing unit 4 calculates the predicted collision time TTC (actual TTC) at that time (calculation timing) based on the distance and relative speed between the host vehicle 1 and the obstacle detected by the radar 3. calculate.

  Next, the arithmetic processing unit 4 determines whether or not the calculated collision predicted time TTC is smaller than the value of the brake operation TTC stored in the RAM (step S5), and if it is smaller, the brake operation timing (execution timing). When it is determined that the condition is satisfied (step S6), a signal indicating that automatic brake control (avoidance brake control or mitigation brake control) is to be executed is transmitted to the brake control unit 5, and the brake control unit 5 that has received this signal receives the signal. The automatic brake control is executed and the process is terminated.

  In step S5, when the calculated collision predicted time TTC is larger than the value of the brake operation TTC, the arithmetic processing unit 4 determines that the brake operation timing condition is not satisfied (step S10), and the brake control unit 5 The process is terminated without transmitting a signal to.

  Therefore, according to the above-described embodiment, the driving support device 2 uses the brake control unit 5 to avoid the collision brake while avoiding the collision while maintaining a predetermined distance with respect to the obstacle, and to reduce the brake control that reduces the damage caused by the collision with the obstacle. Therefore, it is possible to provide the driving support device 2 that can execute both the avoidance brake control and the mitigation brake control.

  In addition, the arithmetic processing unit 4 calculates the operation TTC of the reduction brake control based on the distance Dref between the host vehicle 1 and the obstacle at the execution timing of the avoidance brake control at the avoidance limit relative speed Vs, thereby avoiding the avoidance brake. A difference is less likely to occur in the execution timing of both controls when switching between control and reduced brake control (avoidance limit relative speed Vs). Therefore, when the relative speed between the host vehicle 1 and the obstacle crosses the avoidance limit relative speed Vs which is a reference for switching between the two controls, one of the controls is suddenly executed or suddenly stopped, and the driver feels uncomfortable. Can be prevented from occurring.

  Further, the value of the operation TTC of the reduced brake control is corrected so as to decrease as the deceleration of the host vehicle 1 increases by the arithmetic processing unit 4, and therefore, when the execution timing (operation TTC) of the reduced brake control is calculated. When the deceleration of the host vehicle 1 is large, the value of the activation brake control TTC is small. That is, since the reduced brake control is executed with a delay, the distance between the own vehicle 1 and the obstacle when the own vehicle 1 is stopped by the automatic brake is shortened, and the reduced brake control is executed. Regardless, it is possible to prevent the conventional problem that the own vehicle 1 stops a few meters before the obstacle.

  Further, in the expression (1) of Equation 1, the operation of the reduction brake control is performed by setting the distance Dref [m] between the host vehicle 1 and the obstacle at the execution timing of the avoidance brake control at the avoidance limit relative speed Vs as a constant. Since it is not necessary to calculate the braking distance when calculating the TTC, the operation TTC of the reduced brake control can be calculated with a simple calculation.

  The present invention is not limited to the above-described embodiment, and various modifications other than those described above can be made without departing from the spirit of the present invention.

  For example, a calculation map for calculating the operation TTC of the reduced brake control is calculated from the relative speed between the host vehicle 1 and the obstacle and the deceleration of the host vehicle 1 as shown in FIG. It is also possible to calculate the operation TTC of the reduced brake control. By doing in this way, since complicated arithmetic processing is unnecessary, operation | movement TTC (reduction brake control) can be calculated easily. In FIG. 5, the operation of the reduced brake control TTC obtained in advance by experiments or the like when the distance Dref between the host vehicle 1 and the obstacle at the execution timing of the avoidance brake control at the avoidance limit relative speed Vs is 5 m. Is set.

  In the above-described embodiment, the case where the execution timing of the reduced brake control is corrected based on the deceleration that is one of the deceleration indexes of the host vehicle 1 has been described. As another example, for example, the stroke of the brake pedal The execution timing may be corrected based on the amount or the brake fluid pressure.

DESCRIPTION OF SYMBOLS 1 ... Own vehicle 2 ... Driving assistance device 3 ... Radar (detection means, relative speed detection means)
4. Calculation processing unit (collision prediction time calculation means, calculation means, correction means)
5. Brake control unit (collision avoidance means, collision damage reduction means)

Claims (1)

Based on distance detection means for detecting the distance between the host vehicle and the obstacle, relative speed detection means for detecting a relative speed between the host vehicle and the obstacle, and the distance and relative speed between the host vehicle and the obstacle. In a driving assistance device comprising a collision prediction time calculation means for calculating a collision prediction time which is a prediction time until the host vehicle collides with an obstacle,
A collision avoidance means for performing collision avoidance control for avoiding a collision while maintaining a predetermined distance with respect to the obstacle based on the collision prediction time when a relative speed between the host vehicle and the obstacle is a predetermined value or less;
A collision damage mitigating means for executing a collision damage mitigation control for mitigating collision damage to the obstacle based on the collision prediction time when the relative speed between the host vehicle and the obstacle is greater than the predetermined value;
The collision prediction time for executing the collision damage mitigation control by the collision damage mitigation means is determined based on the distance between the own vehicle and the obstacle when the relative speed between the own vehicle and the obstacle is the predetermined value, A calculation means for calculating by dividing a difference from a distance correction amount set in advance so as to increase as the vehicle deceleration increases by the relative speed detected by the relative measurement detection means;
A driving support apparatus, comprising: a correction unit that corrects the collision prediction time for executing the collision damage reduction control calculated by the calculation unit so that the collision prediction time decreases as the deceleration of the host vehicle increases.

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