JP2013250781A - Drive support device and drive support method - Google Patents

Abstract

A driving support device and a driving support method capable of appropriately determining whether driving support is necessary and performing effective driving support.
A driving support device and a driving support method are provided that can appropriately determine whether driving support is necessary and perform effective driving support. The driving support device 1 includes a TTC until the host vehicle reaches the intersection where the host vehicle and the moving body intersect in the traveling direction of the host vehicle and the direction intersecting the traveling direction, and the moving body reaches the intersection. TTV until the vehicle is determined, and based on the relative relationship between TTC and TTV, it is determined whether or not to provide driving support in the host vehicle, and the content of driving support to be executed is determined. When the relative relationship of the vehicle satisfies the intervention control condition, the intervention control in the host vehicle is performed. When the relative relationship does not satisfy the intervention control condition once, the notification is performed until the moving body reaches the intersection. .
[Selection] Figure 5

Description

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

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

JP 2010-257298 A

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

  In the same situation, if the driving support is completed before the moving body starts crossing the road or before it finishes crossing, the driving support is completed in the situation where the moving body still exists in the traveling direction of the host vehicle. The case where it is done is assumed. In this case, the driving assistance will be terminated in a situation where the moving body is not necessarily moved to a safe position, so the driver may feel that the driving assistance is finished too early, or the driving may be hindered. Is assumed.

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

  In order to solve the above-described problem, a driving support device according to the present invention is a driving support device that performs driving support that avoids a collision between the host vehicle and a moving body, and the driving support device according to the present invention has A first time until the host vehicle reaches the intersection where the host vehicle and the moving body intersect with each other in the intersecting direction and a second time until the mobile body reaches the intersection are obtained, respectively. On the basis of the relative relationship between the vehicle and the second time, it is determined whether or not to provide driving support in the host vehicle, and the content of driving support to be performed is determined. The intervention control is performed, and when the relative relationship does not satisfy the intervention control condition once, the notification is performed until the moving body reaches the intersection.

  In this driving support device, the first time until the own vehicle reaches the intersection in the traveling direction and the second time until the moving body reaches the intersection in the direction intersecting the traveling direction, that is, in the lateral direction of the own vehicle. Time is obtained, and it is determined whether or not driving assistance in the host vehicle is to be implemented based on the relative relationship between the first time and the second time, and the content of driving assistance to be implemented is determined. When the relative relationship satisfies the intervention control condition, the vehicle performs intervention control. When the relative relationship does not satisfy the intervention control condition, the notification is made until the moving object reaches the intersection. carry out. As a result, even if the intervention control is terminated before the moving body moves to a safe position, the notification is performed until the moving body reaches the intersection, so if the driver finishes driving support too early It is possible to suppress the feeling or the trouble of driving. As a result, it is possible to accurately determine whether driving assistance is necessary and to determine the details of driving assistance to be implemented, thereby implementing effective driving assistance.

  The driving support device includes a first time prediction means for predicting a first time until the host vehicle reaches the intersection in the traveling direction, and a second time until the mobile body reaches the intersection in the direction intersecting the traveling direction. Whether to provide driving support in the host vehicle by applying the second time prediction means for predicting the time and the first and second times predicted by the first and second time prediction means to a preset map Driving support determination means for determining the contents of driving support to be performed and driving support control means for controlling driving support when it is determined by the driving support determination means that the driving support is to be performed. The driving support determination means determines that the intervention control is performed when the first and second times satisfy the intervention control condition on the map, and once the first and second times satisfy the intervention control condition on the map. If is not satisfied, may continuously determine the implementation of the notification to the moving body reaches the intersection. In this way, by applying the first time and the second time to a preset map, it is possible to more accurately determine whether driving assistance is necessary and determine the content of driving assistance to be implemented. .

  In the map, a first area where driving assistance is determined to be unnecessary and a second area where driving assistance is determined to be necessary are set. When a point representing the relationship with 2 hours exists in the second region, it may be determined that driving assistance is performed. By using such a map, the necessity of driving assistance can be determined more accurately.

  In the second area, notification and intervention control are set in advance as the contents of the driving assistance according to the degree of urgency, and the driving assistance control means responds to the contents of the driving assistance set in the second area of the map. The control details of the driving assistance to be performed may be determined. According to such a configuration, appropriate driving assistance can be implemented according to the relative relationship between the host vehicle and the moving body.

  A driving support method according to the present invention is a driving support method for avoiding a collision between the host vehicle and a moving body, and the host vehicle and the moving body intersect in a traveling direction of the host vehicle and a direction intersecting the traveling direction. The first time until the host vehicle reaches the intersection and the second time until the moving body reaches the intersection are obtained, and the self time is determined based on the relative relationship between the first time and the second time. Determining whether or not to provide driving support in the vehicle, determining the content of the driving support, and performing intervention control in the host vehicle when the relative relationship between the first time and the second time satisfies the intervention control condition; When the relative relationship does not satisfy the intervention control condition once, the notification is performed until the moving body reaches the intersection.

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

It is a figure showing a driving support device concerning one embodiment of the present invention. It is a figure which shows a map. It is a figure for demonstrating the determination method of the necessity for driving assistance in a driving assistance judgment part. It is a flowchart which shows operation | movement of a driving assistance device. It is a figure for demonstrating operation | movement of a driving assistance device.

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

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

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

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

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

  The ECU 3 includes a collision time predicting unit (first time predicting unit, second time predicting unit) 31, a map storage unit 33, a driving support determining unit (driving support determining unit) 35, and a driving support control unit (driving support control). Means) 37.

  The collision time prediction unit 31 is a part that predicts the time until the host vehicle and the moving body reach the intersection. When the collision time prediction unit 31 receives the moving body information output from the moving body detection sensor 5 and the vehicle information output from the vehicle sensor 7, the collision time prediction unit 31 determines whether the own vehicle and the moving body are based on the moving body information and the vehicle information. Collision time, that is, the time until the host vehicle and the moving body reach the intersection where the host vehicle and the moving body cross each other is calculated.

  The collision time predicting unit 31 obtains the predicted trajectory of the own vehicle based on the vehicle information, and how many seconds it takes for the own vehicle to travel in the traveling direction in the current state, that is, the time until the own vehicle reaches the intersection. TTC (Time To Collation, 1st time) which is a value which shows whether it collides with a moving body later is calculated. Further, the collision time prediction unit 31 obtains the speed vector of the moving body based on the moving body information, and the time until the moving body reaches the intersection, that is, the moving body is in the traveling direction of the host vehicle in the current state. TTV (Time To Vehicle, 2nd time) which is a value which shows how many seconds after colliding with the own vehicle when moving in the crossing direction (lateral direction of the own vehicle) is calculated.

The collision time prediction unit 31 calculates TTC and TTV by the following equations (1) and (2).
TTC = x / (V−vx) (1)
TTV = y / vy (2)
In the above formulas (1) and (2), V: speed of the host vehicle, x, y: relative position of the moving body, vx, vy: speed of the moving body. The collision time prediction unit 31 outputs TTC information and TTV information indicating the calculated TTC and TTV to the driving support determination unit 35.

  The map storage unit 33 stores a map M. FIG. 2 is a diagram showing a map. As shown in FIG. 2, in the map M, the vertical axis is TTC (s) and the horizontal axis is TTV (s), which shows the relative relationship between TTC and TTV. In the map M, the origin O is set at the intersection of the host vehicle and the moving body. In the map M, as the distance from the origin O increases (as TTC and TTV increase), the map M is located away from the intersection. In the map M, a driving assistance unnecessary area (first area) A1 and a driving assistance area (second area) A2 are set. The map M will be specifically described below.

  The driving support area A2 is an area surrounded by a function y = fx (TTC, TTV). Two straight lines that define the driving support area A2 are set by the difference between TTC and TTV (TTC-TTV). In the map M, t1 and t2 are set to 1 to 3 seconds, for example.

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

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

  In the map M, a driving support area A2 and a driving support unnecessary area A1 may be set based on experimental data or the like, or a driving support area by learning the driving characteristics (accelerator characteristics, brake characteristics) of the driver. A2 and driving support unnecessary area A1 may be set. In the map M, the driving assistance control amounts may be set in the intervention control area A22 and the emergency intervention control area A23, respectively. The map M stored (stored) in the map storage unit 33 can be rewritten (update of the map M).

  The driving support determination unit 35 is a part that determines whether or not driving support is to be performed in the host vehicle and determines the content of driving support to be performed. The driving support determination unit 35 applies TTC and TTV to the map M, and determines whether or not driving support is to be performed in the host vehicle. Specifically, the driving support determination unit 35 applies the TTC information and the TTV information output from the collision time prediction unit 31 to the map M, and determines the intersection where TTC and TTV intersect (the relative relationship between TTC and TTV). It is determined in which area of the map M the point to be represented is located.

  For example, as shown in FIG. 3, when the TTC and the TTV intersect at the point P1, the driving support determination unit 35 is basically a driving support unnecessary area A1, and therefore basically does not provide driving support in the own vehicle. Judge. That is, when the vehicle intersects at the point P1, when the moving body reaches the intersection, the host vehicle passes through the intersection.

  On the other hand, when the TTC and the TTV intersect at the point P2, the driving support determination unit 35 determines that the driving support is performed in the own vehicle because the driving support area A2 (intervention control area A22). When it is determined that the driving support is to be performed, the driving support determination unit 35 determines the content of the driving support to be performed. Then, the driving support determination unit 35 outputs support execution information indicating the content of the driving support to the driving support control unit 37.

  Specifically, when the relative relationship between TTC and TTV satisfies the notification condition, the driving support determination unit 35 determines to perform notification to the driver of the host vehicle. The notification condition is satisfied when the intersection of TTC and TTV is within HMI area A21. When the relative relationship between the TTC and the TTV satisfies the intervention control condition, the driving support determination unit 35 determines to perform notification and intervention control (or emergency intervention control) in the host vehicle. The intervention control condition is satisfied when this intersection is in the intervention control area A22 (or emergency intervention control area A23).

  Subsequently, when the relative relationship between TTC and TTV does not satisfy the intervention control condition once, the driving support determination unit 35 determines the end of the intervention control (or emergency intervention control). The execution of the notification is determined without determining the end. This corresponds to a case where the intersection moves out of the intervention control area A22 (or emergency intervention control area A23) and moves into the HMI area A21 or the driving assistance unnecessary area A1.

  Here, when the relative relationship between TTC and TTV does not satisfy the intervention control condition once, the driving support determination unit 35 notifies until the moving body reaches the intersection, that is, until TTV becomes less than zero. Continue to decide on implementation. And the driving assistance judgment part 35 will determine completion | finish of alerting | reporting, when a mobile body arrives at an intersection. In this case, the TTV is in the position of TTV = 0 in the driving support unnecessary area A1.

  Returning to FIG. 1, the driving support control unit 37 is a part that controls driving support in the host vehicle. When the driving support control unit 37 receives the support execution information output from the driving support determination unit 35, the driving support control unit 37 controls the driving support based on the support execution information. The driving support control unit 37 outputs a notification instruction signal to the HMI 9 when information indicating notification is included in the support execution information.

  In addition, the driving support control unit 37 calculates the control amount of the intervention control when the support execution information includes information indicating the execution of the intervention control or the emergency intervention control. Here, the intervention control means, for example, braking control or steering control, and the assistance execution information includes TTC information and TTV information used for calculating the control amount. The driving support control unit 37 outputs an intervention control signal including the calculated control amount to the intervention control ECU 11.

When the control amount is set in the intervention control area A22 and the emergency intervention control area A23 of the map M, the driving support control unit 37 determines the braking control amount (target acceleration (deceleration), Speed). In addition, when the control amount is not set in the map M, the driving support control unit 37 calculates the braking control amount based on the following equation (3).
α × TTC + β × TTV + γ (3)
Here, α and β are coefficients, and γ is a constant. α, β, and γ are set based on experimental values and the like. Further, the steering control amount is calculated based on experimental values, predetermined formulas, and the like.

  The HMI 9 is, for example, a buzzer, HUD (Head Up Display), a navigation system monitor, a meter panel, and the like. When the HMI 9 receives the notification instruction signal output from the ECU 3, the HMI 9 plays a sound for notifying or warning the driver that the moving body is present ahead, or displays a notification sentence or a warning sentence. For example, when the HMI 9 is HUD, a pop-up indicating that a moving body is present on the windshield is displayed.

  Intervention control ECU11 is ECU which performs intervention control in the own vehicle. The intervention control ECU 11 is composed of a brake ECU, an engine ECU (not shown), and the like. Upon receiving an intervention control signal output from the ECU 3, for example, a brake actuator, Automatic intervention control is performed by controlling a steering actuator (both not shown).

  Then, operation | movement of the driving assistance apparatus 1 is demonstrated. FIG. 4 is a flowchart showing the operation of the driving support device. FIG. 5 is a diagram for explaining the operation of the driving support apparatus.

  As shown in FIG. 4, first, the state of the moving body is detected by the moving body detection sensor 5 (step S01). Further, the traveling state of the host vehicle is detected by the vehicle sensor 7 (step S02). Next, TTC and TTV are calculated by the collision time prediction unit 31 based on the moving body information and the vehicle information detected by the moving body detection sensor 5 and the vehicle sensor 7 (step S03).

  Subsequently, the TTC and TTV calculated by the collision time prediction unit 31 are applied to the map M stored in the map storage unit 33 (step S04), and it is determined whether or not driving assistance is to be performed in the host vehicle. This is performed in the support determination unit 35.

  In the driving support determination unit 35, it is determined whether or not there is an entry history in the intervention control area A22 (or emergency intervention control area A23), that is, the intersection of TTC and TTV enters the intervention control area A22 (or emergency intervention control area A23). It is determined whether the vehicle has not entered yet (step S05). If it is determined that there is no entry history, it is determined whether or not this intersection is in the HMI area A21, that is, whether or not it is in the driving support area A2 (step S06).

  When it is determined that the intersection between the TTC and the TTV is within the HMI area A21, it is determined whether the intersection is within the intervention control area A22 (or the emergency intervention control area A23) inside the HMI area A21. (Step S07). When it is determined that this intersection is in the intervention control area A22 (or emergency intervention control area A23), an entry history to the intervention control area A22 (or emergency intervention control area A23) is recorded (step S08).

  If it is not determined in step S05 that there is no entry history, or if it is not determined in step S07 that the intersection of TTC and TTV is within the intervention control area A22 (or emergency intervention control area A23), The process proceeds to step S09. If it is not determined in step S06 that the intersection is within the HMI area A21, the process returns to step S01.

  Next, the driving support determination unit 35 determines the content of driving support (step S09). That is, when it is determined that there is no entry history in step S05, the driving support determination unit 35 determines the details of driving support according to the area on the map where the intersection is located. Specifically, when this intersection is within the HMI area A21, notification is determined. When this intersection is in the intervention control area A22, notification and implementation of intervention control are determined. Similarly, when this intersection is in the emergency intervention control area A23, it is determined to perform notification and emergency intervention control. If there is no entry history and this intersection moves to the driving assistance unnecessary area A1, execution of notification and intervention control (or emergency intervention control) is not determined.

  On the other hand, if it is not determined that there is no entry history in step S05, the driving support determination unit 35 determines the content of driving support in consideration of other conditions. Specifically, when the intersection of TTC and TTV deviates from intervention control area A22 (or emergency intervention control area A23) and moves to HMI area A21, it is determined to perform only notification. Subsequently, when the intersection moves out of the HMI area A21 and moves to the driving support unnecessary area A1, execution of notification is determined instead of determining the end of notification.

  When the content of driving support is determined in step S09, the driving support control unit 37 performs driving support of the determined content (step S10). That is, in the driving support control unit 37, when the notification is determined to be performed, the notification by the HMI 9 is controlled by outputting the notification instruction signal. When execution of intervention control is determined, execution of intervention control by the intervention control ECU 11 is controlled by calculating a control amount of intervention control and outputting an intervention control signal.

  When driving support is implemented in step S10, the driving support determination unit 35 determines whether or not there is an entry history to the intervention control area A22 (or emergency intervention control area A23), that is, the intersection of TTC and TTV is the intervention control area. It is determined whether or not the vehicle has already entered A22 (or emergency intervention control area A23) (step S11). When it is determined that there is an entry history, it is determined whether or not TTV is less than 0, that is, whether or not the moving body has reached the intersection (step S12).

  Here, when it is determined that the TTV is less than 0, the driving support is terminated and the notification is terminated (step S13). On the other hand, if it is not determined in step S11 that there is an entry history, or if it is not determined in step S12 that TTV is less than 0, the process returns to step S01.

  FIG. 5 shows the movement state of the intersection of TTC and TTV. FIG. 5 shows the movement situation M1 when the vehicle has already passed the intersection when the mobile body reaches the intersection, and the vehicle still passes the intersection when the mobile body reaches the intersection. The movement situation M2 in the case of not being performed is shown.

  In the movement situation M1 in FIG. 5, this intersection enters the HMI area A21 from the driving assistance unnecessary area A1 (P11 in FIG. 5), but has moved to the driving assistance unnecessary area A1 without entering the intervention control area A22 (FIG. 5). P12 in 5). In this case, since the intersection has not entered the intervention control area A22, the notification is terminated when the intersection moves to the driving support unnecessary area A1 according to the area on the map where the intersection is located.

  On the other hand, as shown in the movement situation M2 in FIG. 5, when this intersection enters the HMI area A21 from the driving assistance unnecessary area A1 (P21 in FIG. 5), a notification is performed. Subsequently, when this intersection enters the intervention control area A22 from the HMI area A21 (P22 in FIG. 5), notification and intervention control are performed. At this time, since the intersection has entered the intervention control area A22, the entry history is recorded. Subsequently, when this intersection moves out of the intervention control area A22 and moves to the HMI area A21 (P23 in FIG. 5), the intervention control is terminated and only notification is performed.

  Here, it is assumed that this intersection further moves away from the HMI area A21 and moves to the driving support unnecessary area A1 (P24 in FIG. 5). In this case, if the content of the driving support is determined according to the area on the map where the intersection is located, the notification ends because the intersection is in the driving support unnecessary area A1. Therefore, even before the vehicle and the moving body reach the intersection, that is, before the moving body moves to a safe position, even the notification will be terminated, and the driver feels that driving assistance is finished too early. Or may interfere with driving.

  However, considering the entry history, it can be seen that this intersection has entered the intervention control area A22 (P22 in FIG. 5) and then moved to the driving assistance unnecessary area A1 (P24 in FIG. 5). Then, although this intersection is located in the driving assistance unnecessary area A1, the notification is performed until the TTV becomes less than 0, that is, until the moving body reaches the intersection. Therefore, since the notification is still carried out after the intervention control is finished before the moving body moves across the road to a safe position, the driver finishes driving support too early. It can be suppressed that it feels like, or troubles driving.

  As described above, in the present embodiment, the collision time prediction unit 31 calculates and predicts the TTC and TTV, and applies the TTC and TTV to the map M to determine whether or not to perform driving support in the host vehicle. Is determined by the driving support determination unit 35. Thus, it is possible to appropriately determine whether or not driving assistance is necessary by predicting the collision time in the direction in which the moving body reaches the intersection, that is, the direction in which the moving body approaches the host vehicle.

  Further, when the relative relationship between TTC and TTV does not satisfy the intervention control condition once, notification is performed until the moving body reaches the intersection. As a result, even if the intervention control is terminated before the moving body moves to a safe position, the notification is performed until the moving body reaches the intersection, so if the driver finishes driving support too early It is possible to suppress the feeling or the trouble of driving.

  The map M includes a driving assistance unnecessary area A1 and a driving assistance area A2, and the driving assistance area A2 includes an HMI area A21, an intervention control area A22, and an emergency intervention control area A23. Has been. By using such a map M, it is possible to more accurately determine whether driving assistance is necessary and determine the details of driving assistance to be implemented.

  The present invention is not limited to the above embodiment. For example, in the above embodiment, when the intervention control by the intervention control ECU 11 is performed, the notification by the HIM 9 is also performed at the same time. However, when the intervention control is performed, the notification by the HIM 9 may not be performed. Moreover, in the said embodiment, although HMI area A21 is set in driving assistance area A2, it is not necessary to set HMI area A21.

  Further, in addition to the above-described embodiment, there is provided a means for acquiring surrounding information (environment) of the own vehicle, and driving assistance is performed according to the situation around the own vehicle (for example, the presence or absence of an oncoming vehicle). May be.

  DESCRIPTION OF SYMBOLS 1 ... Driving assistance device, 3 ... ECU, 5 ... Moving body detection sensor, 7 ... Vehicle sensor, 31 ... Collision time prediction part (1st time prediction part, 2nd time prediction part), 33 ... Map storage part, 35 ... Driving support determination unit (driving support determination unit), 37... Driving support control unit (driving support control unit), M.

Claims (6)

A driving support device that performs driving support to avoid a collision between the host vehicle and a moving body,
A first time until the host vehicle reaches the intersection where the host vehicle and the moving body intersect in the direction of travel of the host vehicle and the direction intersecting the traveling direction, and the moving body at the intersection And the second time until
Based on the relative relationship between the first time and the second time, determine whether to implement the driving support in the host vehicle and determine the content of the driving support to be performed,
When the relative relationship between the first time and the second time satisfies the intervention control condition, the intervention control in the host vehicle is performed, and when the relative relationship once does not satisfy the intervention control condition, A driving support device that performs notification to a driver of the host vehicle until the moving body reaches the intersection. First time prediction means for predicting the first time until the host vehicle reaches the intersection in the traveling direction;
Second time predicting means for predicting the second time until the moving body reaches the intersection in a direction intersecting the traveling direction;
Applying the first and second times predicted by the first and second time predicting means to a preset map to determine whether or not to implement the driving support and the driving support to be performed Driving support judgment means for determining the contents of
Driving assistance control means for controlling the driving assistance when it is determined by the driving assistance judgment means to implement the driving assistance;
With
The driving support determination means determines the implementation of the intervention control when the first and second times satisfy the intervention control condition on the map, and the first and second times determine the intervention on the map. The driving support device according to claim 1, wherein, when the control condition is once satisfied and is no longer satisfied, the execution of the notification is continuously determined until the moving body reaches the intersection. In the map, a first area where the driving support is determined to be unnecessary and a second area where the driving support is determined to be necessary are set.
The driving support apparatus according to claim 2, wherein the driving support determination unit determines that the driving support is to be performed when a point representing the relationship between the first time and the second time exists in the second region. . In the second area, the notification and the intervention control are set in advance as the content of the driving support according to the degree of urgency,
The driving support device according to claim 3, wherein the driving support control means determines the control content of the driving support to be implemented according to the content of the driving support set in the second region of the map. A driving support method for avoiding a collision between a host vehicle and a moving body,
A first time until the host vehicle reaches the intersection where the host vehicle and the moving body intersect in the direction of travel of the host vehicle and the direction intersecting the traveling direction, and the moving body at the intersection And the second time until
Based on the relative relationship between the first time and the second time, determine whether or not to implement the driving support in the host vehicle and determine the content of the driving support,
When the relative relationship between the first time and the second time satisfies the intervention control condition, the intervention control in the host vehicle is performed, and when the relative relationship once does not satisfy the intervention control condition, A driving support method, comprising: informing a driver of the host vehicle until the moving body reaches the intersection. A first time prediction step of predicting the first time until the host vehicle reaches the intersection in the traveling direction;
A second time prediction step of predicting the second time until the moving body reaches the intersection in a direction intersecting the traveling direction;
Applying the first and second times predicted in the first and second time prediction steps to a preset map to determine whether or not to perform the driving support and to perform the driving support to be performed Driving support determination step for determining the content of
A driving support control step for controlling the driving support when the driving support is determined to be performed in the driving support determination step;
Including
In the driving support determination step, when the first and second times satisfy the intervention control condition on the map, the intervention control is determined to be performed, and the first and second times are determined on the map. The driving support method according to claim 5, wherein when the control condition is once satisfied and is no longer satisfied, execution of the notification is continuously determined until the moving body reaches the intersection.

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