JP2011210098A - Drive assistance system and drive assistance method - Google Patents

Abstract

A driving support device and a driving support method capable of reducing the troublesomeness of a driver are provided.
[Solution]
In the driving assistance device 1 according to the present invention, when the measurement time is shorter than the predetermined adjustment determination time τ, the support determination unit 18 sets the first risk level calculated by the risk map creation unit 14 to a lower risk level. The assistance determination unit 18 determines the content of driving assistance according to the second risk degree. Therefore, if the driver performs an avoidance operation early after paying attention to the risk object, the level of driving assistance can be reduced, and the situation of excessive driving assistance to the driver is suppressed, resulting in driving The troublesomeness of the driver at the time of assistance is effectively reduced.
[Selection] Figure 6

Description

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

  Conventionally, as a technical document in such a field, Japanese Patent Application Laid-Open No. 2007-133692 is known. This publication compares the area that the driver should pay attention to when checking safety (the area that requires attention) with the area that the driver is currently paying attention to (the attention area), and the attention area does not cover the area that requires attention In the case where it is determined that the vehicle is driving, a technology for performing driving support such as warning to the driver and collision avoidance is disclosed.

Japanese Patent Laid-Open No. 2007-133682

  The inventors have conducted research on driving support when it is determined that the driver has actually watched the collision object by comparing the attention area with the attention-necessary area described above, and the driver's troublesomeness can be reduced. I found a new technology.

  That is, an object of the present invention is to provide a driving support device and a driving support method that can reduce the troublesomeness of a driver.

  A driving support apparatus according to the present invention is a driving support apparatus that performs driving support for avoiding a risk target around a vehicle to a driver of the vehicle, the risk target detection means for detecting the risk target, and the risk target Detection results of the gaze detection means for detecting that the driver has gazed at the risk object detected by the detection means, the driving operation detection means for detecting the driving operation of the driver, and the detection results of the risk object detection means and the driving operation detection means And the avoidance operation determination means for detecting that the driver has performed the risk avoidance operation on the risk object, and the risk by the driver by the avoidance operation determination means from the time when the driver's attention is detected by the gaze detection means. The avoidance operation time measuring means for measuring the time until the time when the avoidance operation is performed, and the risk object detected by the risk object detection means, the first for the vehicle When the risk degree calculating means for calculating the risk degree and the measurement time measured by the avoidance operation time measuring means are compared with a predetermined adjustment determination time, and when it is determined that the measurement time is shorter than the adjustment determination time, A risk level adjusting unit that adjusts the first risk level calculated by the risk level calculating unit to a second risk level that is a lower risk level, and a support content determining unit that determines the content of driving support, which is avoided When the operation time measuring means determines that the measurement time is longer than the adjustment determination time, the content of driving support is determined according to the first risk degree calculated by the risk degree calculating means, and the avoidance operation time measuring means is When it is determined that the measurement time is shorter than the adjustment determination time, the content of the driving support is determined according to the second risk level adjusted by the risk level adjustment unit. It includes a content determining means.

  In this driving support device, when the measurement time is shorter than the predetermined adjustment determination time, the risk degree adjusting means changes the first risk degree calculated by the risk degree calculating means to a second risk degree that is a lower risk degree. The support content determination means adjusts and determines the content of the driving support according to the second risk degree. Therefore, if the driver performs an avoidance operation early after paying attention to the risk object, the level of driving assistance can be reduced, and the situation of excessive driving assistance to the driver is suppressed, and as a result The troublesomeness of the driver at the time of driving assistance is effectively reduced.

  The risk degree adjusting means is a mode in which the adjustment determination time is shortened according to the short time until the vehicle reaches the risk target, and the shortened adjustment determination time is compared with the measurement time. Also good. In this case, the risk level adjustment means can perform an appropriate risk level adjustment according to the level of danger.

  A driving support method according to the present invention is a driving support method for performing driving support for avoiding a risk target around a vehicle to a driver of the vehicle, the risk target detection step for detecting the risk target, and the risk target Detection results of a gaze detection step for detecting that the driver gazes at the risk target detected in the detection step, a driving operation detection step for detecting the driving operation of the driver, and a detection result of the risk target detection step and the driving operation detection step The avoidance operation determination step for detecting that the driver has performed the risk avoidance operation on the risk object, and the risk by the driver in the avoidance operation determination step from the time when the driver's attention is detected in the gaze detection step. The avoidance operation time measurement step that measures the time until the avoidance operation is performed, and the risk object detection step The risk level calculation step for calculating the first risk level for the vehicle of the risk target detected by the process, the measurement time measured by the avoidance operation time measurement step, and the predetermined adjustment determination time are compared and measured. A risk degree adjustment step for adjusting the first risk degree calculated by the risk degree calculation means to a second risk degree that is a lower risk degree when it is determined that the time is shorter than the adjustment determination time; When it is determined that the measurement time is longer than the adjustment determination time in the avoidance operation time measurement step, driving according to the first risk level calculated in the risk level calculation step The content of the support is determined, and if the measurement time is determined to be shorter than the adjustment determination time in the avoidance operation time measurement step, the risk level is adjusted. In response to a second risk potential which is adjusted in step comprises a support content determination step of determining the content of driving support, the.

  In this driving support method, when the measurement time is shorter than the predetermined adjustment determination time, the risk degree adjusting means changes the first risk degree calculated by the risk degree calculating step to a second risk degree that is a lower risk degree. In the support content determination step, the content of the driving support is determined according to the second risk degree. Therefore, if the driver performs an avoidance operation early after paying attention to the risk object, the level of driving assistance can be reduced, and the situation of excessive driving assistance to the driver is suppressed, and as a result The troublesomeness of the driver at the time of driving assistance is effectively reduced.

  Further, in the risk degree adjustment step, the adjustment determination time is shortened according to the short time until the vehicle reaches the risk target, and the shortened adjustment determination time is compared with the measurement time. Also good. In this case, an appropriate risk level adjustment according to the level of danger can be performed in the risk level adjustment step.

  ADVANTAGE OF THE INVENTION According to this invention, the driving assistance apparatus and driving assistance method which can aim at reduction of the troublesomeness of a driver are provided.

FIG. 1 is a diagram showing the details of driving assistance provided until a vehicle collides. FIG. 2 is a diagram showing driving assistance in the information provision stage. FIG. 3 is a diagram showing driving assistance in the avoidance guidance stage. FIG. 4 is a diagram illustrating driving assistance in the avoidance control stage. FIG. 5 is a diagram illustrating the state of the driver until the collision with the risk target is avoided. FIG. 6 is a schematic configuration diagram of the driving support apparatus according to the embodiment of the present invention. FIG. 7 is a diagram illustrating each function of the driving support apparatus illustrated in FIG. 6. FIG. 8 is a diagram showing a support form map used when the driving support apparatus of FIG. 6 determines the content of driving support. FIG. 9 is a diagram showing an assumed scene of risk degrees R0 to R3 in the present embodiment. FIG. 10 is a flowchart showing a processing procedure for performing driving assistance using the driving assistance apparatus of FIG. FIG. 11 is a graph showing the relationship between the adjustment determination time and the collision margin time in the present embodiment.

  Hereinafter, embodiments for carrying out the present invention will be described in detail with reference to the accompanying drawings. In addition, the same code | symbol is attached | subjected about the same or equivalent element, and the description is abbreviate | omitted when description overlaps.

  Prior to the description of the embodiment of the present invention, the contents of various driving assistances provided by the driving assistance device will be described with reference to FIGS.

As shown in FIG. 1, the driving assistance provided by the driving assistance device includes (a) an information provision stage, (b) an avoidance guidance stage, and (c) an avoidance control stage, depending on the time until the vehicle collides. In each stage, predetermined driving assistance is performed. Hereinafter, the content of these driving assistance is demonstrated.
(A) Information provision stage

In the information provision stage, the prediction time until the collision is relatively long (for example, 4.0 seconds), and the driving support device performs driving support for the purpose of driving away from danger based on the driver's own judgment. . That is, as shown in FIG. 2, an object (risk target) that has a possibility of collision existing ahead is detected by a radar or a camera, and the presence is notified to the driver. In the aspect shown in FIG. 2, a roadside object B1, a preceding vehicle B2, and a pedestrian B3 are present in front of the vehicle. That is, the driver is notified of three risk targets B1, B2, and B3.
(B) Avoidance guidance stage

In the avoidance guidance stage, the predicted time until the collision is short (for example, 2.5 seconds), and the driving support device performs driving support for the purpose of inviting the driver's own avoidance operation. That is, as shown in FIG. 3, the collision risk is calculated based on the risk target information, and the recommended course D and the optimum vehicle speed of the own vehicle are generated from the smallest area of the collision risk target B2. These “recommended route” and “optimum vehicle speed” are combined to define a “target route”. When the actual route of the vehicle is more than a predetermined value with respect to the target route, driving assistance for guiding the steering direction so as to approach the target route (for example, input of a single steering torque or Slow deceleration control).
(C) Avoidance control stage

  In the avoidance control stage, the predicted time until the collision is extremely short (for example, 1.0 second), and the driving assistance device performs driving assistance for the purpose of avoiding the collision by intervening in the driving operation of the driver. That is, as shown in FIG. 4B, in order to avoid a collision with the risk target B, the driving support device performs intervention control (steer / brake cooperative control) of deceleration (brake) and trajectory change (steer). Do. Conventionally, only brake control has been performed (see FIG. 4A).

  Here, when there is a risk object that may collide in front of the vehicle, the state of the driver until the collision with the risk object is avoided will be described with reference to FIG.

  In order to avoid a collision with a risk object, the driver must first look at the risk object. When the risk object is viewed, it is necessary to recognize the possibility of collision with the risk object and sense the danger. Furthermore, when a danger is detected, an actual avoidance operation must be performed.

  That is, the driver avoids the danger of a collision with the risk object by looking at the risk object, sensing the danger, and dealing with it.

  Next, the driving support device 1 according to the embodiment will be described with reference to FIG. The driving support device 1 is a device that performs driving support for avoiding a risk target around the vehicle for the driver of the own vehicle, and detects and detects an obstacle (risk target) that becomes a risk when the vehicle travels. The driver is provided with driving assistance corresponding to the time to collision (TTC [Time To Collision]) until the obstacle collides with the vehicle.

  The driving support device 1 includes a CPU [Central Processing Unit] that performs arithmetic processing, a ROM [Read Only Memory] and a RAM [Random Access Memory] that are storage units, an input signal circuit, an output signal circuit, a power supply circuit, and the like. It has driving support ECU [Electric Control Unit] 2 which controls an apparatus centrally. The driving support ECU 2 includes a driver state detection unit (gaze detection unit) 3, a white line detection unit 4, an obstacle detection unit (risk target detection unit) 5, a driving operation detection unit (driving operation detection unit) 6, a vehicle speed sensor 7, and a yaw rate. Each of the sensors 8 is electrically connected. Further, the driving support ECU 2 is electrically connected to each of an HMI [Human Machine Interface] 9 and a vehicle control unit 10.

  The driver state detection unit 3 includes a camera that detects the driver's line of sight, and is a part that detects that the driver has watched an obstacle detected by the obstacle detection unit 5 described later. When the driver state detection unit 3 detects the gaze of the obstacle by the driver, the driver state detection unit 3 transmits the detection result to the driving support ECU 2.

  The white line detection unit 4 includes a camera for recognizing the position of the white line in front of the vehicle, and is attached to the front of the vehicle so that the optical axis direction thereof coincides with the traveling direction of the vehicle. The camera of the white line detection unit 4 has a wide imaging range in the left-right direction that can sufficiently image a running road. The white line detection unit 4 transmits the captured image ahead of the vehicle and the position of the white line recognized from this image to the driving support ECU 2 as white line recognition information.

  The obstacle detection unit 5 includes a radar for detecting obstacles around the vehicle using radio waves. The radar includes a front radar having a fan-shaped detection range extending in front of the vehicle, and detection of the front radar. It is composed of a front side wide-angle short-range radar having a fan-shaped detection range that is closer and wider than the range (see FIG. 7A). The obstacle detection unit 5 transmits the detected position and size of the obstacle to the driving assistance ECU 2 as obstacle information.

  The driving operation detection unit 6 is a sensor that detects the driving operation of the vehicle by the driver. The driving operation detection unit 6 includes, for example, a steering angle sensor, an accelerator pedal sensor, a brake pedal sensor, and a direction instruction operation detection sensor. The driving operation detection unit 6 transmits the detected driving operation of the driver to the driving support ECU 2 as driving operation information.

  The vehicle speed sensor 7 is a sensor that detects the vehicle speed of the vehicle. The vehicle speed sensor 7 is attached to a wheel, for example, and detects the vehicle speed from the rotational speed of the wheel. The vehicle speed sensor 7 transmits the detected vehicle speed to the driving support ECU 2 as vehicle speed information. The yaw rate sensor 8 is a sensor that detects the yaw rate of the vehicle. The yaw rate sensor 8 is attached to the vehicle body, for example. The yaw rate sensor 8 transmits the detected yaw rate of the vehicle to the driving support ECU 2 as yaw rate information.

  The HMI 9 is an interface for exchanging information between the device and the driver. The HMI 9 includes a display panel and a speaker for providing information to the driver. The HMI 9 provides information to the driver as driving support when an information providing command is transmitted from the driving support ECU 2.

  The vehicle control unit 10 is a part that controls the vehicle in response to various commands transmitted from the driving support ECU 2. When the avoidance guidance command is transmitted from the driving support ECU 2, the vehicle control unit 10 performs avoidance guidance for the driver. The avoidance guidance is driving assistance that guides the avoidance operation of the driver by driving the vehicle handle, the brake pedal, and the accelerator pedal in a direction in which the vehicle avoids the obstacle. Driving the steering wheel or the like during avoidance guidance does not affect the running of the vehicle. Moreover, the vehicle control part 10 performs avoidance control of a vehicle, when the avoidance control command is transmitted from driving assistance ECU2. The avoidance control is driving assistance in which the vehicle control unit 10 intervenes in driving to forcibly stop or change the course of the vehicle.

  The driving support ECU 2 includes a departure allowance time calculation unit 12, a collision allowance time calculation unit 13, and a risk map creation unit (risk degree calculation means) 14. Further, the driving support ECU 2 includes an alarm timing calculation unit 15, a vehicle control target value calculation unit 16, a vehicle control amount calculation unit 17, a support determination unit (avoidance operation determination unit, avoidance operation time measurement unit, risk level adjustment unit, support content). Determination means) 18.

  The departure allowance time calculation unit 12 calculates a departure allowance time, which is a time until the running vehicle departs from the white line, based on various information. The departure margin time calculation unit 12 is transmitted from the white line recognition information transmitted from the white line detection unit 4, the driving operation information transmitted from the driving operation detection unit 6, the vehicle speed information transmitted from the vehicle speed sensor 7, and the yaw rate sensor 8. Based on the yaw rate information, the deviation margin time is calculated by a known method. The departure allowance time calculation unit 12 transmits the calculated departure allowance time to the risk map creation unit 14 as departure allowance time information.

  The collision margin time calculation unit 13 calculates a collision margin time (that is, TTC) that is a time until the traveling vehicle collides with an obstacle based on various information. The collision margin time calculation unit 13 transmits the obstacle information transmitted from the obstacle detection unit 5, the driving operation information transmitted from the driving operation detection unit 6, the vehicle speed information transmitted from the vehicle speed sensor 7, and the yaw rate sensor 8. Based on the obtained yaw rate information, TTC is calculated by a known method. The collision allowance time calculation unit 13 transmits the calculated TTC to the risk map creation unit 14 as TTC information.

  The risk map creation unit 14 includes the departure margin time information transmitted from the departure margin time calculation unit 12, the TTC information transmitted from the collision margin time calculation unit 13, the driving operation information transmitted from the driving operation detection unit 6, and a vehicle speed sensor. A risk map is created based on the vehicle speed information transmitted from 7 and the yaw rate information transmitted from the yaw rate sensor 8.

  As shown in FIG. 7B, the risk map represents an area where the risk of collision with each obstacle (column L, oncoming vehicle N, and preceding vehicle M) is high as an elliptical collision risk area. It is a map for producing | generating the recommended course of the vehicle which avoided the collision risk area | region. The collision risk area is set according to the degree of risk calculated from the TTC for each obstacle. The degree of risk is an index indicating a collision risk, and increases as the TTC is smaller, that is, the time until the vehicle collides with an obstacle is smaller.

  The collision risk area is composed of a plurality of hierarchies according to the degree of risk. For example, the collision risk area of the utility pole L is composed of three layers of a low risk degree area A, a medium risk degree area B, and a high risk degree area C. In order to facilitate understanding, the division of each hierarchy is illustrated using TTC. The low risk area A is an area where the TTC is 4.0 seconds or less, the medium risk degree area B is an area where the TTC is 2.5 seconds or less, The high risk degree area C is set as an area where TTC is 1.4 seconds or less. Note that, in a movable oncoming vehicle or the like, the collision risk area includes a low risk degree area A and a medium risk degree area B. When a vehicle enters these areas, driving assistance with different contents is performed for each area.

  Based on the created risk map, the risk map creation unit 14 performs calculation processing related to the recommended route of the vehicle, and generates optimal vehicle speed information when traveling on the recommended route. The risk map creation unit 14 transmits the generated recommended route information and optimum vehicle speed information to the vehicle control target value calculation unit 16 as target route information used for vehicle control. The risk map creation unit 14 transmits the created risk map as risk map information to the alarm timing calculation unit 15 and the vehicle control target value calculation unit 16.

  As shown in FIG. 1, the alarm timing calculation unit 15 performs calculation related to information provision, which is one of driving assistance, based on various information. Specifically, the alarm timing calculation unit 15 includes the risk map information transmitted from the risk map creation unit 14, the white line recognition information transmitted from the white line detection unit 4, and the obstacle information transmitted from the obstacle detection unit 5. Based on the above, image information displayed on the display panel of the HMI 9 as information provision and alarm information output from the speaker are generated. The alarm timing calculation unit 15 transmits the generated image information and alarm information to the support determination unit 18.

  The vehicle control target value calculation unit 16 determines a control target value related to avoidance guidance and avoidance control, which are driving assistance, based on the risk map information and target route information transmitted from the risk map creation unit 14. The vehicle control target value calculation unit 16 calculates the control target value in avoidance guidance, that is, the driving amount and driving direction of the vehicle steering wheel, brake pedal, and accelerator pedal for guiding the driver.

  Further, the vehicle control target value calculation unit 16 is based on the risk map information and the target route information transmitted from the risk map creation unit 14, and is a control target value in avoidance control, that is, steering control and braking control when intervening in driving. And each target value of acceleration control is calculated. The vehicle control target value calculation unit 16 transmits the calculated control target value in avoidance guidance and the control target value in avoidance control to the support determination unit 18 as control target value information. In addition, the vehicle control target value calculation unit 16 transmits the target route information transmitted from the risk map creation unit 14 to the support determination unit 18.

  The support determination unit 18 determines the content and execution timing of driving support based on various information. The contents of driving support include information provision (attention and warning) with different degrees of support, avoidance guidance (driver guidance), and avoidance control (intervention control). The provision of information has the lowest degree of support for the driver, and urges the driver to pay attention to obstacles through the HMI 9. In the avoidance guidance, the degree of support for the driver is the second lowest after information is provided, and the driver's avoidance operation is guided by driving the vehicle handle, the brake pedal, and the accelerator pedal in a direction in which the vehicle avoids the obstacle. The avoidance control has the highest degree of support for the driver, and forcibly stops or changes the course of the vehicle through driving.

  The support determination unit 18 uses a support form map as shown in FIG. 8 when determining the content of driving support. In this support form map, T1 (2.5 to 3.5 seconds), T2 (1.8 to 2.5 seconds), and T3 (up to 1.8 seconds) are set as TTC determination conditions. R0 to R3 are set as judgment conditions for the estimated risk level (risk level).

  Here, the assumed scenes of the risk degrees R0 to R3 will be described with reference to FIG. In the scene shown in FIG. 9, the pedestrian is an obstacle to be risked.

  In the risk degree R0 shown in FIG. 9A, the pedestrian does not enter the course of the own vehicle and there is no traffic rule that can enter the course.

  In the risk degree R1 shown in FIG. 9B, the pedestrian has not entered the course of his / her own vehicle, but has a traffic rule (crosswalk) that can enter the course.

  In the risk degree R2 shown in FIG. 9C, the pedestrian has not entered the course of the own vehicle, but has a traffic rule (pedestrian crossing) that can enter the course, and other obstacles This is a situation where there is a high possibility of entering the course due to the relationship with objects (other cars).

  In the risk degree R3 shown in FIG. 9 (d), the pedestrian is in a situation where he / she has entered the course of his / her own vehicle, or is in a situation where he / she is about to enter.

  The driving support device 1 uses various sensors to grasp the status of the risk target, and makes a determination in the driving support ECU 2 to obtain one risk level (first risk level) from the above risk levels R0 to R3. decide.

  The assistance determination unit 18 determines the content of driving assistance with reference to the assistance form map of FIG. 8 based on the risk target TTC and the degree of risk.

  The assistance determination unit 18 functions as an avoidance operation determination unit, and determines whether or not the driver has performed a risk avoidance operation based on the driving operation information provided from the driving operation detection unit 6. This risk avoidance operation includes a recognition operation and an avoidance operation.

  The operation at the time of recognition is an operation of trying to keep the vehicle away from an obstacle that the driver has recognized as a possibility of collision. The assistance determination unit 18 determines that an operation at the time of recognition is performed when the driver performs at least one operation of an accelerator operation, a brake operation, and a steering wheel operation by a predetermined operation amount or more. Note that the operation at the time of recognition includes an operation of releasing the accelerator pedal that was depressed. Even when the operation amount itself is less than the predetermined operation amount, the operation at the time of recognition is performed when the acceleration change of the vehicle due to the pedal operation exceeds a predetermined value or when the lane change is performed across the white line. It may be determined that it has been broken.

  The avoidance operation is an operation that tries to avoid an obstacle more clearly than the recognition operation. The determination whether or not the avoidance operation is performed is performed in the same manner as the recognition operation. In addition to the above, the determination of whether or not the avoidance operation has been performed is based on the determination that the avoidance operation has been performed when the vehicle speed becomes zero, or when the traveling direction of the vehicle clearly deviates from the obstacle. Also good. The support determination unit 18 stores a determination result as to whether or not the driver has performed a risk avoidance operation (that is, an operation during recognition or an operation during avoidance) for each obstacle.

  Here, although the driver state detection unit 3 described above can detect until the driver gazes at the obstacle, the presence or absence of attention to the obstacle is not clearly understood. Therefore, the support determination unit 18 confirms whether or not the driver is aware of the obstacle by confirming the presence or absence of the risk avoidance operation by the driver.

  Further, the support determination unit 18 functions as an avoidance operation time measurement unit, and measures the time after the driver state detection unit 3 detects that the driver has watched the obstacle, and from the driver's watch timing. The time until the timing of the risk avoidance operation is measured.

  The support determination unit 18 functions as a risk level adjustment unit, and compares the measurement time with a predetermined adjustment determination time. When it is determined that the measurement time is shorter than the adjustment determination time, the above-described risk level (first risk level) is adjusted to a second risk level that is a lower risk level. For example, when the first risk level is determined as R3 from the situation of the risk target, the risk level is adjusted to a lower risk level R2. The support determination unit 18 does not adjust the risk level when it is determined that the measurement time is longer than the adjustment determination time.

  The support determination unit 18 functions as support content determination means. When the measurement time is shorter than the adjustment determination time, the support determination unit 18 determines the content of driving support using the adjusted second risk degree. On the other hand, when the measurement time is longer than the adjustment determination time, the content of driving support is determined using the first risk degree.

  When the support determination unit 18 determines that it is necessary to perform driving support using the support content as information provision, the support determination unit 18 transmits to the HMI 9 an information provision command including image information and alarm information generated by the alarm timing calculation unit 15. When the support determination unit 18 determines that it is necessary to change the support content to avoidance guidance and perform driving support, the assistance determination unit 18 controls the avoidance guidance command including the control target value information generated by the vehicle control target value calculation unit 16. To the unit 10. Further, when the support determination unit 18 determines that it is necessary to change the support content to avoidance control and perform driving support, the assist determination unit 18 transmits an avoidance control command to the vehicle control unit 10.

  Next, a processing procedure for performing driving assistance using the above-described driving assistance device will be described with reference to FIG.

  First, the driving assistance ECU 2 acquires various information through the various sensors 4-8. Then, based on the obtained information, a collision allowance time TTC and a risk degree R are assigned to a risk target having a collision risk (step S10).

  Next, the driver state detection unit 3 detects the driver's line of sight (step S11), and further determines whether the driver has confirmed an obstacle that is a risk target (step S12). In step S12, if it is determined that the driver has confirmed the obstacle, the process proceeds to the next step S13. If it is not determined that the driver has confirmed, the process proceeds to step S16 described later.

  In step S13, an adjustment determination time τ corresponding to the TTC given in step S10 is determined.

  In the subsequent step S14, it is determined whether or not a risk avoidance operation (for example, a brake operation) by the driver has been performed within the adjustment determination time τ from the timing when the driver gazes at the risk target. If it is determined in step S14 that the risk avoiding operation has been performed within the adjustment determination time τ, the process proceeds to the next step S15. If it is not determined that the risk avoiding operation has been performed, the process proceeds to step S16 described later.

  In step S15, a risk level adjustment is performed to lower the risk level assigned in step S10 by one rank (for example, R3 → R2).

  In step S16, driving support according to the above-described driving support map is determined based on the collision margin time TTC and the risk degree R, and driving support with the content is performed.

  According to the driving support method by the driving support apparatus 1 described above, when the time (measurement time) from the timing at which the driver has looked at the obstacle to confirm the risk avoidance operation is shorter than the predetermined adjustment determination time τ. The first risk level determined from the status of the risk target is adjusted to a second risk level with a lower risk level, and driving support with content corresponding to the second risk level is performed. Therefore, if the driver performs an avoidance operation early after paying attention to the risk object, the level of driving assistance can be reduced, and the situation of excessive driving assistance to the driver is suppressed, resulting in driving The troublesomeness of the driver at the time of assistance is effectively reduced.

  The adjustment determination time τ may be shortened according to the shortness of the risk target collision margin time TTC, and the shortened adjustment determination time may be compared with the measurement time. For example, as shown in the graph of FIG. 11, the adjustment determination time τ is shortened as the collision margin time TTC is shorter. In this case, an appropriate risk level adjustment according to the level of danger can be performed.

  The present invention is not limited to the embodiment described above. For example, in the above-described embodiment, an obstacle that may collide with a vehicle has been described as a risk object. However, the risk object is not limited to an obstacle, and for example, a groove near a roadway or a recess in a road is used as a risk object. May be applied.

  In addition, the change of the content of driving support when it is determined that the driver recognizes the obstacle is not limited to the case of changing to the content of suspension of support, the content of driving support is changed to a content with low support level, For example, it may be possible to reduce the driver's troublesomeness by changing the content of driving assistance from avoidance control that intervenes in driving to avoidance guidance that does not intervene in driving. Here, in order to change the content of driving support to a content with a low degree of support, it is necessary to change the information output of the speaker to be smaller than the original information provision, or to handle etc. compared to the original avoidance guidance Change to a smaller avoidance guidance.

  DESCRIPTION OF SYMBOLS 1 ... Driving assistance device, 2 ... Driving assistance ECU, 3 ... Driver state detection part, 5 ... Obstacle detection part, 6 ... Driving operation detection part, 9 ... HMI, 10 ... Vehicle control part, 13 ... Collision allowance time calculation part , 14 ... Risk map creation unit, 18 ... Support determination unit.

Claims (4)

A driving support device that performs driving support for avoiding a risk target around the vehicle for a driver of the vehicle,
Risk object detection means for detecting the risk object;
Gaze detection means for detecting that the driver gazes at the risk object detected by the risk object detection means;
Driving operation detecting means for detecting the driving operation of the driver;
Based on the detection results of the risk object detection means and the driving operation detection means, an avoidance operation determination means for detecting that the driver has performed a risk avoidance operation on the risk object;
Avoidance operation time measuring means for measuring the time from when the driver's gaze is detected by the gaze detection means to when the driver performs the risk avoidance operation by the avoidance operation determination means;
A risk degree calculating means for calculating a first risk degree for the vehicle of the risk object detected by the risk object detecting means;
When the measurement time measured by the avoidance operation time measurement means is compared with a predetermined adjustment determination time, and when it is determined that the measurement time is shorter than the adjustment determination time, it is calculated by the risk degree calculation means. A risk level adjusting means for adjusting the first risk level to a second risk level that is a lower risk level;
Support content determination means for determining the content of the driving support, wherein when the measurement time is determined to be longer than the adjustment determination time by the avoidance operation time measurement means, the risk degree calculation means calculates the first The content of the driving support is determined according to the risk level of 1, and when the measurement time is determined to be shorter than the adjustment determination time by the avoidance operation time measurement unit, the risk level adjustment unit adjusts the risk Support content determination means for determining the content of the driving support according to the second risk level;
A driving support device comprising:   The risk degree adjusting means reduces the adjustment determination time according to a short time until the vehicle reaches the risk target, and compares the reduced adjustment determination time with the measurement time. The driving support apparatus according to claim 1. A driving support method for performing driving support for avoiding a risk target around the vehicle for a driver of the vehicle,
A risk object detection step of detecting the risk object;
A gaze detection step for detecting that the driver gazes at the risk target detected in the risk target detection step;
A driving operation detecting step for detecting the driving operation of the driver;
Based on the detection results of the risk object detection step and the driving operation detection step, an avoidance operation determination step for detecting that the driver has performed a risk avoidance operation on the risk object;
An avoidance operation time measuring step for measuring a time from when the driver's gaze is detected in the gaze detection step to a time when the risk avoidance operation is performed by the driver in the avoidance operation determination step;
A risk degree calculating step of calculating a first risk degree for the vehicle of the risk object detected by the risk object detecting step;
When the measurement time measured by the avoidance operation time measurement step is compared with a predetermined adjustment determination time, and when it is determined that the measurement time is shorter than the adjustment determination time, it is calculated by the risk degree calculation means. A risk level adjustment step for adjusting the first risk level to a second risk level that is a lower risk level;
The support content determination step for determining the content of the driving support, wherein when it is determined in the avoidance operation time measurement step that the measurement time is longer than the adjustment determination time, the risk degree calculation step calculates the first The content of the driving support is determined according to the risk level of 1. When the measurement time is determined to be shorter than the adjustment determination time in the avoidance operation time measurement step, the risk adjustment step is performed. A support content determination step for determining the content of the driving support according to a second risk level;
A driving support method comprising:   In the risk degree adjustment step, the adjustment determination time is shortened according to a short time until the vehicle reaches the risk target, and the reduced adjustment determination time is compared with the measurement time. The driving support method according to claim 3.

Images