JP5018733B2 - Driving assistance device - Google Patents

Driving assistance device Download PDF

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JP5018733B2
JP5018733B2 JP2008272357A JP2008272357A JP5018733B2 JP 5018733 B2 JP5018733 B2 JP 5018733B2 JP 2008272357 A JP2008272357 A JP 2008272357A JP 2008272357 A JP2008272357 A JP 2008272357A JP 5018733 B2 JP5018733 B2 JP 5018733B2
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JP2010100138A (en
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正裕 岩崎
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Toyota Motor Corp
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Description

本発明は、自動車等の自車両と障害物との衝突を回避するための運転支援装置に関する。   The present invention relates to a driving support device for avoiding a collision between an own vehicle such as an automobile and an obstacle.

従来の運転支援装置としては、例えば、特許文献１に記載されてものが知られている。このような運転支援装置では、自車両の車両挙動変化に基づいて基準横移動量（将来経路）が求められると共に、接触回避のための必要な回避必要横移動量（目標経路）が求められる。そして、基準横移動量と回避必要横移動量との比較結果に基づいて目標操舵量が求められ、この目標操舵量に応じて自動的に操舵装置が制御（走行制御）される。
特開２０００−６６７２６号公報 As a conventional driving assistance device, for example, one described in Patent Document 1 is known. In such a driving support device, the reference lateral movement amount (future route) is obtained based on the vehicle behavior change of the host vehicle, and the necessary avoidance lateral movement amount (target route) for contact avoidance is obtained. Then, the target steering amount is obtained based on the comparison result between the reference lateral movement amount and the avoidance-needed lateral movement amount, and the steering device is automatically controlled (running control) according to the target steering amount.
JP 2000-66726 A

ここで、上記の運転支援装置では、前述したように、走行制御が常に実行されるため、例えば運転支援装置によって衝突が自動的に回避されるだろうというような運転支援装置に対する運転者の依存や過信が増大してしまうおそれがある。   Here, in the above driving assistance device, as described above, since the traveling control is always executed, the driver's dependence on the driving assistance device such that the collision is automatically avoided by the driving assistance device, for example. And overconfidence may increase.

そこで、運転者の依存や過信を抑制することができる運転支援装置を提供することを課題とする。   Then, let it be a subject to provide the driving assistance device which can control a driver's dependence and overconfidence.

上記課題を解決するため、本発明に係る運転支援装置は、障害物との衝突を回避するための運転支援装置であって、自車両の目標経路を演算する演算手段と、自車両の将来経路を推定する推定手段と、演算手段で演算した目標経路及び推定手段で推定した将来経路に基づいて、自車両における運転者の回避操作の適否及び回避操作量の適否を判定する判定手段と、判定手段によって回避操作が適切で且つ回避操作量が不適切と判定された場合、衝突を回避するように自車両の走行支援を行う走行支援手段と、判定手段によって回避操作が不適切と判定された場合、衝突を回避するように運転者へ警報を発する警報手段と、を備えたことを特徴とする。   In order to solve the above problems, a driving support apparatus according to the present invention is a driving support apparatus for avoiding a collision with an obstacle, and includes a calculation means for calculating a target route of the own vehicle, and a future route of the own vehicle. A determination means for determining whether the driver's avoidance operation is appropriate and the avoidance operation amount is appropriate based on the target route calculated by the calculation means and the future route estimated by the estimation means. When the avoidance operation is determined to be appropriate and the avoidance operation amount is determined to be inappropriate by the means, the travel support means for supporting the traveling of the host vehicle so as to avoid the collision, and the determination means determined that the avoidance operation is inappropriate And a warning means for issuing a warning to the driver so as to avoid a collision.

この運転支援装置では、運転者の回避操作が適切ではあるものの、その回避操作量が不適切の場合にのみ走行支援が行われ、回避操作が不適切の場合には、警報装置で警報が発せられ運転者自身による適切な回避操作が促されることになる。よって、走行支援装置に対する運転者の依存や過信を抑制することができる。   In this driving assistance device, although the driver's avoidance operation is appropriate, the driving assistance is performed only when the avoidance operation amount is inappropriate. When the avoidance operation is inappropriate, the alarm device issues a warning. Therefore, an appropriate avoidance operation by the driver himself is urged. Therefore, the dependence and overconfidence of the driver with respect to the driving support device can be suppressed.

また、走行支援手段は、目標経路と将来経路とを互いに近づけるように走行制御を行うこと好ましい。この場合、運転者の回避操作量が適切である程、走行支援の程度が減少されるため、当該走行支援が運転者の回避操作と干渉するのを抑制することができる。   Further, it is preferable that the driving support means performs the driving control so that the target route and the future route are brought close to each other. In this case, as the driver's avoidance operation amount is appropriate, the degree of travel support is reduced, so that the travel support can be prevented from interfering with the driver's avoidance operation.

また、走行支援手段は、運転者に気づかれないような走行支援を行うことが好ましい。この場合、走行支援の作動を運転者が認知し難くなるため、走行支援装置に対する運転者の依存や過信を一層抑制することができる。   In addition, it is preferable that the driving support means performs driving support that is not noticed by the driver. In this case, since it becomes difficult for the driver to recognize the operation of the driving support, the driver's dependence and overconfidence with respect to the driving support device can be further suppressed.

なお、「気づかれないような走行支援」とは、運転者に認識されないように走行経路が微修正される走行支援であり、運転者に対する違和感（体感度）の度合いが所定値よりも小さいものである。ここでの「運転者」は、広く一般的な運転者を意味し、「所定値」は、例えば人間工学等に基づき適宜設定される（以下の「運転者」及び「所定値」について同じ）。   Note that “driving support that is not noticed” is driving support in which the travel route is finely corrected so that it is not recognized by the driver, and the degree of discomfort (body sensitivity) for the driver is smaller than a predetermined value. It is. Here, “driver” means a general driver, and “predetermined value” is appropriately set based on, for example, ergonomics (the same applies to “driver” and “predetermined value” below). .

また、運転者の覚醒度を検出する検出手段を備え、走行支援手段は、検出手段で検出した覚醒度が所定値よりも高い場合、運転者に気づかれないような走行支援を行うと共に、検出手段で検出した覚醒度が所定値以下の場合、運転者に気づかれるような走行支援を行うことが好ましい。この場合、例えば運転者が通常の意識状態であると、覚醒度が所定値よりも大きいとされ、運転者に気づかれないような走行支援が行われるため、走行支援装置に対する運転者の依存や過信が一層抑制されることとなる。一方、例えば運転者が居眠りや脇見等をしている状態であると、覚醒度が所定値以下とされ、運転者に気づかれるような走行支援が行われるため、衝突回避が確実に実現されると共に、運転者の覚醒度が向上されることとなる。   In addition, the vehicle is provided with a detecting means for detecting the driver's arousal level, and the driving support means performs driving support that is not noticed by the driver when the awakening level detected by the detecting means is higher than a predetermined value. When the arousal level detected by the means is less than or equal to a predetermined value, it is preferable to provide driving support that is noticed by the driver. In this case, for example, when the driver is in a normal state of consciousness, the arousal level is assumed to be greater than a predetermined value, and driving assistance that is not noticed by the driver is performed. Overconfidence will be further suppressed. On the other hand, for example, when the driver is asleep or looking aside, the arousal level is set to a predetermined value or less, and driving assistance that is noticed by the driver is performed, so collision avoidance is reliably realized. At the same time, the driver's arousal level is improved.

なお、「気づかれるような走行支援」とは、運転者に認識されるように走行経路が修正される走行支援であり、運転者に対する違和感（体感度）の度合いが所定値以上のものである。   Note that “travel assistance that is noticed” is travel support in which the travel route is corrected so as to be recognized by the driver, and the degree of discomfort (body sensitivity) for the driver is greater than or equal to a predetermined value. .

また、運転者の回避操作を実行する運転者操作手段を判別する判別手段を備え、走行支援手段は、判別手段で判別した運転者操作手段を選択し制御することで、運転者に気づかれないような走行支援を行うことが好ましい。この場合、走行支援の作動を運転者が一層認知し難くなるため、走行支援装置に対する運転者の依存や過信をより一層抑制することができる。   In addition, a determination unit that determines a driver operation unit that performs the driver's avoidance operation is provided, and the driving support unit selects and controls the driver operation unit that is determined by the determination unit, so that the driver is not noticed. It is preferable to perform such driving support. In this case, since it becomes more difficult for the driver to recognize the operation of the driving support, the driver's dependence and overconfidence with respect to the driving support device can be further suppressed.

このとき、走行支援手段は、具体的には、判別手段が複数の運転者操作手段を判別した場合、複数の運転者操作手段においての運転者の操作割合に応じて、判別手段で判別した複数の運転者操作手段を制御する場合がある。   At this time, the driving support means, specifically, when the determining means determines a plurality of driver operation means, the plurality of driving means determined by the determining means according to the operation ratio of the driver in the plurality of driver operation means. The driver operation means may be controlled.

本発明によれば、運転支援装置に対する運転者の依存や過信を抑制することが可能となる。   ADVANTAGE OF THE INVENTION According to this invention, it becomes possible to suppress a driver's dependence and overconfidence with respect to a driving assistance device.

以下、添付図面を参照して、本発明の好適な実施形態について詳細に説明する。なお、以下の説明において、同一又は相当要素には同一符号を付し、重複する説明は省略する。   Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In the following description, the same or equivalent elements will be denoted by the same reference numerals, and redundant description will be omitted.

［第１実施形態］
まず、本発明の第１実施形態について説明する。図１は本発明の第１実施形態に係る運転支援装置を示す概略構成図である。図１に示すように、本実施形態の運転支援装置１０は、自動車等の自車両１に搭載され、障害物との衝突を回避するためのものである。障害物としては、周辺車両、歩行者、及び路上／路外工作物（例えば、壁、電柱及び中央分離体）等が挙げられる。この運転支援装置１０は、周辺認識センサ１１と、走行状態検出センサ１２と、ＥＣＵ（Electronic Control Unit）１３と、を備えている。 [First Embodiment]
First, a first embodiment of the present invention will be described. FIG. 1 is a schematic configuration diagram showing a driving support apparatus according to the first embodiment of the present invention. As shown in FIG. 1, the driving support device 10 of the present embodiment is mounted on a host vehicle 1 such as an automobile and is for avoiding a collision with an obstacle. Obstacles include surrounding vehicles, pedestrians, and on / off road structures (eg, walls, utility poles and central separators). The driving support device 10 includes a periphery recognition sensor 11, a traveling state detection sensor 12, and an ECU (Electronic Control Unit) 13.

周辺認識センサ１１は、自車両１の周辺を認識するためのものであり、ここでは、周辺認識センサ１１として、走行車線の車線区分線（白線）を認識するカメラ、及び周辺の障害物を認識するミリ波センサ等が用いられている。周辺認識センサ１１は、ＥＣＵ１３に接続され、認識結果をＥＣＵ１３へ出力する。   The periphery recognition sensor 11 is for recognizing the periphery of the host vehicle 1, and here, as the periphery recognition sensor 11, a camera for recognizing a lane division line (white line) of a traveling lane and a surrounding obstacle are recognized. Millimeter wave sensors are used. The peripheral recognition sensor 11 is connected to the ECU 13 and outputs a recognition result to the ECU 13.

走行状態検出センサ１２は、自車両１の走行状態を検出するためのものであり、ここでは、走行状態として、車速やヨーレート等の車両状態及び運転者の操作状態を検出する。走行状態検出センサ１２は、ＥＣＵ１３に接続され、検出した走行状態をＥＣＵ１３へ出力する。   The traveling state detection sensor 12 is for detecting the traveling state of the host vehicle 1, and here detects the vehicle state such as the vehicle speed and the yaw rate and the operation state of the driver as the traveling state. The traveling state detection sensor 12 is connected to the ECU 13 and outputs the detected traveling state to the ECU 13.

ＥＣＵ１３は、例えばＣＰＵやＲＯＭ等を含むコンピュータを主体として構成されており、このＥＣＵ１３には、障害物との衝突を回避するための走行支援を行う走行支援装置１７が接続されている。具体的には、ＥＣＵ１３には、自車両１を操舵するためのステアリング装置１４と、自車両１を制動させるためのブレーキ装置１５とが接続されている。また、ＥＣＵ１３には、自車両１の運転者へ警報（警報音及び警報表示を含む）を発する警報装置（警報手段）１６が接続されている。   The ECU 13 is configured mainly by a computer including a CPU, a ROM, and the like, for example, and is connected to the ECU 13 with a driving support device 17 that performs driving support for avoiding a collision with an obstacle. Specifically, a steering device 14 for steering the host vehicle 1 and a brake device 15 for braking the host vehicle 1 are connected to the ECU 13. The ECU 13 is connected to an alarm device (alarm means) 16 for issuing an alarm (including an alarm sound and an alarm display) to the driver of the host vehicle 1.

このＥＣＵ１３は、目標経路を演算する目標経路演算部（演算手段）１３ａ、将来経路を推定する将来経路推定部（推定手段）１３ｂ、運転者の回避操作及び回避操作量の適否を判定する判定部（判定手段）１３ｃ、及び判定部１３ｃの判定結果に基づいて装置１４〜１６の動作を制御する制御部１３ｄを有している。   The ECU 13 includes a target route calculation unit (calculation unit) 13a that calculates a target route, a future route estimation unit (estimation unit) 13b that estimates a future route, and a determination unit that determines whether the driver's avoidance operation and avoidance operation amount are appropriate. (Decision means) 13c and a control unit 13d that controls the operations of the devices 14 to 16 based on the determination result of the determination unit 13c.

このＥＣＵ１３では、周辺認識センサ１１による認識結果及び走行状態検出センサ１２による走行状態に基づいて、運転者の回避操作及び回避操作量を判定し、回避操作が適切で且つ回避操作量が不適切の場合、衝突回避をアシスト（補完）するようステアリング装置１４及びブレーキ装置１５の少なくとも一方を制御して自車両１の走行支援を行う一方、運転者の回避操作が不適の場合、警報装置１６を作動させる（詳しくは、後述）。   The ECU 13 determines the avoidance operation and the avoidance operation amount of the driver based on the recognition result by the periphery recognition sensor 11 and the travel state by the travel state detection sensor 12, and the avoidance operation is appropriate and the avoidance operation amount is inappropriate. In this case, at least one of the steering device 14 and the brake device 15 is controlled so as to assist (complement) collision avoidance, and the vehicle 1 is supported for driving. On the other hand, if the driver's avoidance operation is inappropriate, the alarm device 16 is activated. (Details will be described later).

次に、説明した運転支援装置１０の処理について、図２に示すフローチャートを参照しつつ説明する。   Next, the process of the drive assistance apparatus 10 demonstrated is demonstrated, referring the flowchart shown in FIG.

この運転支援装置１０においては、まず、周辺認識センサ１１で自車両１の周辺が認識されると共に、車両状態検出センサ１２で自車両１の車両状態が検出される。そして、これら認識結果及び走行状態に基づいて、ＥＣＵ１３にて以下の処理が実行される。   In this driving support device 10, first, the periphery of the host vehicle 1 is recognized by the periphery recognition sensor 11, and the vehicle state of the host vehicle 1 is detected by the vehicle state detection sensor 12. Then, based on these recognition results and the running state, the ECU 13 executes the following processing.

すなわち、図３に示すように、認識結果及び走行状態に基づき自車両１と障害物Ｍとの位置関係及び相対速度が演算され、障害物Ｍとの衝突を回避するための目標軌跡としての目標経路Ａが演算される（Ｓ１）。ここでの目標経路Ａは、障害物Ｍとの衝突可能性が最も低くなるような経路とされている。これと共に、自車両１の走行状態に基づき、自車両１の予測軌跡としての将来経路Ｂが推定される（Ｓ２）。   That is, as shown in FIG. 3, the positional relationship and relative speed between the host vehicle 1 and the obstacle M are calculated based on the recognition result and the running state, and the target as a target locus for avoiding the collision with the obstacle M is obtained. The route A is calculated (S1). The target route A here is a route that has the lowest possibility of collision with the obstacle M. Along with this, a future route B as a predicted trajectory of the host vehicle 1 is estimated based on the traveling state of the host vehicle 1 (S2).

続いて、目標経路Ａと将来経路Ｂとが比較され、障害物Ｍに対する運転者の回避操作の適否が判定される（Ｓ３）。具体的には、回避操作に必要な時間Ｔ秒後において、目標経路Ａ上の位置ＰＡと将来経路Ｂ上の位置ＰＢとの間の距離Ｘが求められる。また、時間Ｔ秒後において距離Ｘの変化率ΔＸが求められる。そして、求めた距離Ｘ及び変化率ΔＸが、図４（ａ）に示す位相平面α上において所定関数ｆより外側の（大きい）回避操作不適切領域Ｎに位置するとき、回避操作が不適切と判定される。一方、それ以外のとき、回避操作が適切と判定される。   Subsequently, the target route A and the future route B are compared, and the suitability of the driver's avoidance operation for the obstacle M is determined (S3). Specifically, the distance X between the position PA on the target route A and the position PB on the future route B is obtained after a time T seconds necessary for the avoidance operation. Further, the rate of change ΔX of the distance X is obtained after time T seconds. When the obtained distance X and change rate ΔX are located in the avoidance operation inappropriate area N outside (large) the predetermined function f on the phase plane α shown in FIG. Determined. On the other hand, in other cases, it is determined that the avoidance operation is appropriate.

ここで、上述した位相平面α上の判定（以下、「位相平面判定」という）のみでは、場合によっては、ノイズ等による瞬間的な変動で誤判定するおそれがある。そのため、本実施形態では、過去の距離Ｘの履歴情報を用いることで、位相平面判定の誤判定が抑制され、回避操作の適否が精度よく判定されている。具体的には、例えば、図４（ｂ）に示すように、距離Ｘが予め設定された閾値Ｉを超えたときから距離Ｘを積分し、その積分値ΣＸが一定以上に達した場合、上記位相平面判定を有効（ＯＮ）としている。なお、予め設定された閾値Ｉを距離Ｘが超えたときから一定時間経過Ｔｉしている場合に、上記の位相平面判定を有効とする場合もある。   Here, only with the above-described determination on the phase plane α (hereinafter referred to as “phase plane determination”), in some cases, there is a risk of erroneous determination due to instantaneous fluctuations due to noise or the like. For this reason, in the present embodiment, by using the history information of the past distance X, erroneous determination of the phase plane determination is suppressed, and the suitability of the avoidance operation is accurately determined. Specifically, for example, as shown in FIG. 4B, when the distance X is integrated from when the distance X exceeds a preset threshold value I and the integration value ΣX reaches a certain value or more, Phase plane determination is enabled (ON). Note that the phase plane determination described above may be valid when a predetermined time has elapsed Ti from when the distance X exceeds a preset threshold I.

続いて、回避操作が不適切と判定された場合には、警報装置１６が作動され、衝突を回避するように運転者へ警報が出力され、処理が終了される（Ｓ４→Ｓ５）。回避操作が適切と判定された場合には、運転者による回避操作の程度（量）である回避操作量の適否が判定される（Ｓ６）。具体的には、距離Ｘ（図３参照）が所定距離よりも小さい場合には、回避操作量が適切と判定される。そしてその後、そのまま処理が終了される。一方、距離Ｘが所定距離以上の場合には、回避操作量が必要操作量から不足しているとして、回避操作量が不適切と判定される。   Subsequently, when it is determined that the avoidance operation is inappropriate, the alarm device 16 is activated, an alarm is output to the driver so as to avoid the collision, and the process is terminated (S4 → S5). When it is determined that the avoidance operation is appropriate, it is determined whether or not the avoidance operation amount is the degree (amount) of the avoidance operation by the driver (S6). Specifically, when the distance X (see FIG. 3) is smaller than a predetermined distance, it is determined that the avoidance operation amount is appropriate. Thereafter, the process is terminated as it is. On the other hand, when the distance X is equal to or greater than the predetermined distance, it is determined that the avoidance operation amount is inappropriate because the avoidance operation amount is insufficient from the necessary operation amount.

回避操作量が不適切と判定された場合、目標経路Ａと将来経路Ｂとを互いに近づけるような（これらの差分を減少させるような）走行支援が実行され、これにより、回避操作量の不足分のみが補完される（Ｓ７）。そしてその後、処理が終了される。ここで、本実施形態においては、運転者に気づかれないような走行支援が実行されており、例えば、下記（１）（２）に示す走行支援が実行される。なお、以下の説明では、便宜上、このような「運転者に気づかれないような走行支援」を「低感度走行支援」と称す。   When it is determined that the avoidance operation amount is inappropriate, travel support is performed so as to bring the target route A and the future route B closer to each other (decrease the difference between them). Only is supplemented (S7). Thereafter, the process is terminated. Here, in the present embodiment, driving assistance that is not noticed by the driver is executed, and for example, driving assistance shown in the following (1) and (2) is executed. In the following description, for the sake of convenience, such “running assistance not noticed by the driver” is referred to as “low-sensitivity running assistance”.

（１）ステアリング操作量が過多の場合
運転者のステアリング操作量が過多の場合には、ステアリング装置１４が制御され、当該ステアリング装置１４における増速装置がステアリング応答の遅延する方向に変化される（例えば、ギヤ比を変化される）。これにより、運転者に違和感を与えることなく、運転者の回避操作量よりもタイヤの切れ角が小さくなり、自車両１の進路が微修正されることになる。 (1) When the steering operation amount is excessive When the driver's steering operation amount is excessive, the steering device 14 is controlled, and the speed increasing device in the steering device 14 is changed in a direction in which the steering response is delayed ( For example, the gear ratio is changed). As a result, the tire turning angle becomes smaller than the driver's avoidance operation amount without giving the driver a sense of incongruity, and the course of the host vehicle 1 is finely corrected.

（２）運転者がカーブ途中で回避操作を行った場合
運転者がカーブ途中で回避操作を行った場合には、例えば路面μ推定手段（不図示）で推定された走行路の路面μ値が低いとき、ステアリング装置１４の増速装置によって実舵角が小さくなるようにされると共に、ブレーキ装置１５によって内側タイヤと外側タイヤとのブレーキ量が調整される。これにより、運転者に違和感を与えることなく、運転者の回避操作によるステアリング角と等しくなるようなヨーレートが発生されることになる。 (2) When the driver performs an avoidance operation in the middle of the curve When the driver performs an avoidance operation in the middle of the curve, for example, the road surface μ value estimated by the road surface μ estimation means (not shown) is When the speed is low, the actual steering angle is reduced by the speed increasing device of the steering device 14, and the brake amount between the inner tire and the outer tire is adjusted by the brake device 15. As a result, a yaw rate equal to the steering angle by the driver's avoidance operation is generated without causing the driver to feel uncomfortable.

なお、上述した路面μ推定手段については、従来のあらゆる手段を適用することができ、一般的なものとしては、例えば、特開２００１−１３３３９０号公報及び特開２００２−２７４３５６号公報を参照されたい。   Note that any conventional means can be applied to the above-mentioned road surface μ estimation means. For general examples, see, for example, Japanese Patent Application Laid-Open Nos. 2001-133390 and 2002-274356. .

以上、本実施形態の運転支援装置１０では、運転者の回避操作が適切ではあるものの、その回避操作量が不適切の場合にのみ走行支援が行われる。一方、回避操作が不適切の場合、警報装置１６で警報が発せられ、運転者自身による適切な回避操作が促される。従って、運転支援装置１０に対する運転者の依存や過信を抑制することができる。   As described above, in the driving support device 10 of the present embodiment, although the driver's avoidance operation is appropriate, the driving support is performed only when the avoidance operation amount is inappropriate. On the other hand, when the avoidance operation is inappropriate, an alarm is issued by the alarm device 16 and an appropriate avoidance operation by the driver himself is prompted. Therefore, the driver's dependence and overconfidence with respect to the driving assistance device 10 can be suppressed.

さらに、上述したように、目標経路Ａと将来経路Ｂとの比較によって判定された回避操作の適否に基づいて警報の実行が制御される。つまり、現在の状態のみでなく将来にわたり予測される運転者の回避操作の不適切量の予測値を用いて、警報の実行が判断されている。よって、運転者が回避操作を適切に行っているにもかかわらず発せられる不要警報を抑制することができ、運転者に対する煩わしさや違和感をも低減することが可能となる。   Furthermore, as described above, the execution of the alarm is controlled based on the suitability of the avoidance operation determined by comparing the target route A and the future route B. That is, the execution of the warning is determined using the predicted value of the inappropriate amount of the driver's avoidance operation predicted not only in the current state but also in the future. Therefore, it is possible to suppress unnecessary warnings that are issued even though the driver appropriately performs the avoidance operation, and it is possible to reduce bothersomeness and discomfort to the driver.

また、本実施形態では、上述したように、目標経路Ａと将来経路Ｂとを互いに近づけるように走行制御が行われる。よって、運転者の回避操作量が適切である程、走行支援の程度が減少されるため、当該走行支援が運転者の回避操作と干渉するのを抑制することができる。その結果、一層好適且つ安全に衝突回避を実現することが可能となる。   In the present embodiment, as described above, the travel control is performed so that the target route A and the future route B are close to each other. Therefore, the more the driver's avoidance operation amount is appropriate, the less the degree of travel support is, so that the travel support can be prevented from interfering with the driver's avoidance operation. As a result, collision avoidance can be realized more suitably and safely.

また、本実施形態では、上述したように、運転者に気づかれないような走行支援である低感度走行支援が行われる。つまり、運転者の走行のバックグラウンドでかげながらに走行支援が実行される。よって、運転者が走行支援の作動を認知し難くなるため、運転支援装置１０に対する運転者の依存や過信を一層抑制することができる。   In the present embodiment, as described above, the low-sensitivity driving support that is a driving support that is not noticed by the driver is performed. That is, the driving assistance is executed while raising the background of the driving of the driver. Therefore, since it becomes difficult for the driver to recognize the operation of driving support, the driver's dependence and overconfidence with respect to the driving support device 10 can be further suppressed.

なお、低感度走行支援は、上述したものに限定されず、運転者に認識されないように走行経路が微修正されるものや、運転者に対する違和感（体感度）の度合いが所定値よりも小さいものであれば、種々の走行支援であってもよい。以上において、走行支援装置１７（ステアリング装置１４及びブレーキ装置１５）並びにＥＣＵ１３の制御部１３ｄが、走行支援手段を構成する。   Note that the low-sensitivity driving support is not limited to the above-described one, and the driving route is finely corrected so as not to be recognized by the driver, or the degree of uncomfortable feeling (body sensitivity) for the driver is smaller than a predetermined value. If so, various types of driving assistance may be used. In the above, the travel support device 17 (the steering device 14 and the brake device 15) and the control unit 13d of the ECU 13 constitute a travel support means.

［第２実施形態］
次に、本発明の第２実施形態について説明する。なお、本実施形態の説明においては、上記第１実施形態と異なる点について主に説明する。 [Second Embodiment]
Next, a second embodiment of the present invention will be described. In the description of the present embodiment, differences from the first embodiment will be mainly described.

図５は本発明の第２実施形態に係る運転支援装置を示す概略構成図、図６は図５の運転支援装置の処理を示すフローチャートである。図５に示すように、本実施形態の運転支援装置２０が上記運転支援装置１０と異なる点は、ＥＣＵ１３（図１参照）に代えて、操作装置判別部（判別手段）２３ｅを有するＥＣＵ２３を備えた点である。   FIG. 5 is a schematic block diagram showing a driving support apparatus according to the second embodiment of the present invention, and FIG. 6 is a flowchart showing processing of the driving support apparatus of FIG. As shown in FIG. 5, the driving support device 20 of the present embodiment is different from the driving support device 10 in that an ECU 23 having an operating device determination unit (discriminating means) 23e is provided instead of the ECU 13 (see FIG. 1). It is a point.

操作装置判別部２３ｅは、走行支援装置１７であって運転者の回避操作を実行するものである操作装置（運転者操作手段）を判別する。ここでの操作装置判別部２３ｅは、運転者による回避操作がステアリング装置１４及びブレーキ装置１５で実行されているか否かを検知し、ステアリング装置１４及びブレーキ装置１５の少なくとも一方を操作装置として判別する。そして、制御部１３ｄは、操作装置判別部２３ｅで判別した操作装置を制御対象として選択して制御し、低感度走行支援を行う。   The operation device determination unit 23e determines the operation device (driver operation means) that is the driving support device 17 and that performs the driver's avoidance operation. Here, the operation device determination unit 23e detects whether or not the avoidance operation by the driver is performed by the steering device 14 and the brake device 15, and determines at least one of the steering device 14 and the brake device 15 as the operation device. . And the control part 13d selects and controls the operating device discriminate | determined by the operating device discrimination | determination part 23e as a control object, and performs low sensitivity driving assistance.

この本実施形態の運転支援装置２０では、回避操作量が不適切と判定された場合（上記Ｓ６にてＹｅｓ）、操作装置が判別される（Ｓ８）。そして、判別された操作装置が選択され制御されて、低感度走行支援が実行される（Ｓ９）。   In the driving support device 20 of the present embodiment, when the avoidance operation amount is determined to be inappropriate (Yes in S6), the operation device is determined (S8). Then, the determined operating device is selected and controlled, and low-sensitivity driving support is executed (S9).

具体的には、運転者がステアリング装置１４による回避操作を実行していると判別された場合、ステアリング装置１４が選択されて制御され、必要な走行支援が実現される。また、運転者がブレーキ装置１５による回避操作を実行していると判別された場合、ブレーキ装置１５が選択されて制御され、必要な走行支援が実現される。さらにまた、ステアリング装置１４及びブレーキ装置１５の双方を利用して回避操作を実行していると判別された場合、ステアリング装置１４及びブレーキ装置１５が選択されると共に、運転者によるこれらの回避操作の割合（操作割合）に応じて（ここでは、同じ操作割合で）、ステアリング装置１４及びブレーキ装置１５の双方がそれぞれ制御され、必要な走行支援が実現される。   Specifically, when it is determined that the driver is performing an avoidance operation by the steering device 14, the steering device 14 is selected and controlled, and necessary driving support is realized. Further, when it is determined that the driver is performing the avoidance operation by the brake device 15, the brake device 15 is selected and controlled, and necessary travel support is realized. Furthermore, when it is determined that the avoidance operation is being performed using both the steering device 14 and the brake device 15, the steering device 14 and the brake device 15 are selected, and the avoidance operation of the driver by the driver is performed. Depending on the ratio (operation ratio) (here, the same operation ratio), both the steering device 14 and the brake device 15 are controlled, and necessary travel support is realized.

以上、本実施形態の運転支援装置２０では、操作装置が判別され、この判別された操作装置が選択されて制御されることで、低感度走行支援が行われる。よって、走行支援の作動を運転者が一層認知し難くなるため、運転支援装置２０に対する運転者の依存や過信をより一層抑制することができる。   As described above, in the driving support device 20 of the present embodiment, the operating device is determined, and the determined operating device is selected and controlled to perform low-sensitivity driving support. Therefore, since it becomes more difficult for the driver to recognize the operation of driving support, the driver's dependence and overconfidence with respect to the driving support device 20 can be further suppressed.

［第３実施形態］
次に、本発明の第３実施形態について説明する。なお、本実施形態の説明においては、上記第２実施形態と異なる点について主に説明する。 [Third Embodiment]
Next, a third embodiment of the present invention will be described. In the description of the present embodiment, differences from the second embodiment will be mainly described.

図７は本発明の第３実施形態に係る運転支援装置を示す概略構成図、図８は図７の運転支援装置の処理を示すフローチャートである。図５に示すように、本実施形態の運転支援装置３０が上記運転支援装置２０と異なる点は、運転者状態検出センサ３１をさらに備えると共に、ＥＣＵ２３（図５参照）に代えて、自車両１の運転者の覚醒度を検出する覚醒度検出部３３ｆを有するＥＣＵ３３を備えた点である。   FIG. 7 is a schematic configuration diagram showing a driving support apparatus according to the third embodiment of the present invention, and FIG. 8 is a flowchart showing processing of the driving support apparatus of FIG. As shown in FIG. 5, the driving support device 30 of this embodiment is different from the driving support device 20 in that it further includes a driver state detection sensor 31 and replaces the ECU 23 (see FIG. 5) with the host vehicle 1. It is the point provided with ECU33 which has the arousal level detection part 33f which detects the arousal level of the driver | operator of.

運転者状態検出センサ３１は、自車両１の運転者の状態を検知するものであり、例えば、運転者の目線や瞬き等を検知する車内カメラや、運転者の生理状態を検知する生体センサ等が用いられる。覚醒度検出部３３ｆは、運転者状態検出センサ３１で検知した運転者の状態に基づいて、運転者の覚醒度を推定し検出する。そして、制御部１３ｄは、運転者の覚醒度に基づいて走行支援を行う。   The driver state detection sensor 31 detects the state of the driver of the host vehicle 1, for example, an in-vehicle camera that detects the driver's eyes or blinks, a biosensor that detects the physiological state of the driver, and the like. Is used. The arousal level detection unit 33f estimates and detects the driver's arousal level based on the driver's state detected by the driver state detection sensor 31. Then, the control unit 13d performs driving support based on the driver's arousal level.

この本実施形態の運転支援装置３０では、回避操作量が不適切と判定されて操作装置が判別された後（Ｓ８）、運転者状態検出センサ３１で運転者の状態が検知され、この運転者の状態に基づいて覚醒度が検出される。そして、運転者の覚醒度が所定値よりも高い場合、上記Ｓ８で判別された操作装置が選択されて制御され、低感度走行支援が実行される（Ｓ１０→Ｓ９）。   In the driving support device 30 of this embodiment, after it is determined that the avoidance operation amount is inappropriate and the operating device is determined (S8), the driver's state is detected by the driver state detection sensor 31, and this driver is detected. The degree of arousal is detected based on the state. When the driver's arousal level is higher than a predetermined value, the controller device determined in S8 is selected and controlled, and low-sensitivity driving support is executed (S10 → S9).

一方、運転者の覚醒度が所定値以下の場合、運転者に気づかれるような走行支援（以下、「高感度走行支援」という）が実行される。ここでは、上記Ｓ８で判別された操作装置とは異なる走行支援装置１７を選択して制御し、自車両１の挙動を運転者の意図に反するものとすることで、高感度走行支援が実行される（Ｓ１０→Ｓ１１）。   On the other hand, when the driver's arousal level is less than or equal to a predetermined value, the driving support that is noticed by the driver (hereinafter referred to as “high-sensitivity driving support”) is executed. Here, a high-sensitivity driving support is executed by selecting and controlling the driving support device 17 different from the operation device determined in S8 and making the behavior of the host vehicle 1 contrary to the driver's intention. (S10 → S11).

なお、高感度走行支援は、上述したものに限定されず、運転者に認識されるよう走行経路が修正されるものや、運転者に対する違和感（体感度）の度合いが所定値以上のものであれば、種々の走行支援であってもよい。   Note that the high-sensitivity driving support is not limited to the above-described one, and the driving route is corrected so that it can be recognized by the driver, or the degree of uncomfortable feeling (body sensitivity) for the driver is a predetermined value or more. For example, various driving assistances may be used.

以上、本実施形態の運転支援装置３０では、介入される走行支援の種別が覚醒度に基づいて適宜選択されて変更される。すなわち、例えば運転者が通常の意識状態であると、覚醒度が所定値よりも大きいとされ、低感度走行支援が行われる。よって、走行支援装置に対する運転者の依存や過信を一層抑制できると共に、自らの意志で回避操作を行ったのにもかかわらずに走行制御が作動するために違和感や煩わしさを感じてしまうということを防ぐことが可能となる。   As described above, in the driving support device 30 of the present embodiment, the type of driving support to be intervened is appropriately selected and changed based on the arousal level. That is, for example, when the driver is in a normal conscious state, the arousal level is assumed to be greater than a predetermined value, and low-sensitivity driving assistance is performed. Therefore, it is possible to further suppress the driver's dependence and overconfidence with respect to the driving support device, and to feel uncomfortable and annoying because the driving control operates even though the avoidance operation is performed at his own will. Can be prevented.

一方、例えば運転者が居眠りや脇見等をしている状態であると、覚醒度が所定値以下とされ、高感度走行支援が行われる。よって、衝突回避が確実に実現されると共に、走行支援の介入が体感され易くなるため、運転者の覚醒度を向上させることができる。つまり、例えば、居眠りや脇見等で運転者が適切な操舵操作を行っていないときには、ステアリング装置１４が制御されて、ステアリングの動きと車両に発生する横Ｇとで覚醒度向上効果が運転者に付与されることとなる。   On the other hand, for example, when the driver is asleep or looking aside, the arousal level is set to a predetermined value or less, and high-sensitivity driving support is performed. Accordingly, collision avoidance can be reliably realized, and driving assistance intervention can be easily experienced, so that the driver's arousal level can be improved. In other words, for example, when the driver is not performing an appropriate steering operation due to falling asleep or looking aside, the steering device 14 is controlled, and the effect of improving the arousal level is given to the driver by the movement of the steering and the lateral G generated in the vehicle. Will be granted.

従って、本実施形態によれば、検出した覚醒度に応じて走行支援を切り替えることで、運転支援装置３０への依存や過信を抑制しながら、意図せぬ自車両１の挙動でもって運転者の覚醒度向上を図ることが可能となる。   Therefore, according to the present embodiment, by switching the driving support according to the detected arousal level, the driver's unintentional behavior of the vehicle 1 is suppressed while suppressing dependence on the driving support device 30 and overconfidence. It is possible to improve the arousal level.

なお、本実施形態では、上記Ｓ８で判別した操作装置を制御することで低感度走行支援を実行したが、低感度走行支援が実行されれば、操作装置以外の走行支援装置１７を制御してもよい。以上において、運転者状態検出センサ３１及びＥＣＵ３３における覚醒度検出部３３ｆが、検出手段を構成する。   In the present embodiment, low-sensitivity driving support is executed by controlling the operating device determined in S8. However, if low-sensitive driving support is executed, the driving support device 17 other than the operating device is controlled. Also good. In the above, the driver state detection sensor 31 and the arousal level detection unit 33f in the ECU 33 constitute detection means.

以上、本発明の好適な実施形態について説明したが、本発明は上記実施形態に限定されるものではない。例えば、上記実施形態においては、上記Ｓ３で経路Ａ，Ｂを比較する前に、衝突予測時間であるＴＴＣ（Time To Collision）を演算し、このＴＴＣが設定値よりも小さいときに、上記Ｓ３に移行するように処理してもよい。   The preferred embodiment of the present invention has been described above, but the present invention is not limited to the above embodiment. For example, in the above embodiment, before comparing the routes A and B in S3, a TTC (Time To Collision) that is a collision prediction time is calculated, and when this TTC is smaller than a set value, the process returns to S3. You may process so that it may transfer.

また、上記実施形態では、位相平面判定によって運転者の回避操作の適否を判定したが、これに限定されるものではない。例えば、Ｔ秒後における目標経路Ａの位置と将来経路Ｂの位置との差である上記距離Ｘが、予め定められた所定距離を超える場合に、回避操作不適とし、閾値以内の場合は回避操作適切として判定してもよい。   Moreover, in the said embodiment, although the propriety of the driver | operator's avoidance operation was determined by phase plane determination, it is not limited to this. For example, when the distance X, which is the difference between the position of the target route A and the position of the future route B after T seconds, exceeds a predetermined distance, the avoidance operation is inappropriate. It may be determined as appropriate.

また、上記第３実施形態においては、走行状態検出センサ１２による走行状態に基づき覚醒度検出部３３ｆが覚醒度を検出する場合もある。この場合、運転者状態検出センサ３１は不要となる。   In the third embodiment, the wakefulness detection unit 33f may detect the wakefulness based on the travel state by the travel state detection sensor 12. In this case, the driver state detection sensor 31 is not necessary.

図１は、本発明の第１実施形態に係る運転支援装置を示す概略構成図である。FIG. 1 is a schematic configuration diagram showing a driving assistance apparatus according to the first embodiment of the present invention. 図１の運転支援装置における処理を示すフローチャートである。It is a flowchart which shows the process in the driving assistance device of FIG. 図１の運転支援装置における処理を説明するための図である。It is a figure for demonstrating the process in the driving assistance device of FIG. 図１の運転支援装置における回避操作の判定処理を説明するための図である。It is a figure for demonstrating the determination process of avoidance operation in the driving assistance device of FIG. 本発明の第２実施形態に係る運転支援装置を示す概略構成図である。It is a schematic block diagram which shows the driving assistance device which concerns on 2nd Embodiment of this invention. 図５の運転支援装置における処理を示すフローチャートである。It is a flowchart which shows the process in the driving assistance device of FIG. 本発明の第３実施形態に係る運転支援装置を示す概略構成図である。It is a schematic block diagram which shows the driving assistance device which concerns on 3rd Embodiment of this invention. 図７の運転支援装置における処理を示すフローチャートである。It is a flowchart which shows the process in the driving assistance device of FIG.

符号の説明Explanation of symbols

１…自車両、１０，２０，３０…運転支援装置、１３ａ…目標経路演算部（演算手段）、１３ｂ…将来経路推定部（推定手段）、１３ｃ…判定部（判定手段）、１３ｄ…制御部（走行支援手段）、１６…警報装置（警報手段）、１７…走行支援装置（走行支援手段）、２３ｅ…操作装置判別部（判別手段）、３１…運転者状態検出手段（検出手段）、３３ｆ…覚醒度検出部（検出手段）、Ａ…目標経路、Ｂ…将来経路、Ｍ…障害物。   DESCRIPTION OF SYMBOLS 1 ... Own vehicle 10, 20, 30 ... Driving assistance device, 13a ... Target route calculating part (calculating means), 13b ... Future route estimating part (estimating means), 13c ... Determining part (determining means), 13d ... Control part (Running support means), 16 ... alarm device (alarm means), 17 ... travel support device (running support means), 23e ... operating device discrimination section (discrimination means), 31 ... driver state detection means (detection means), 33f ... Arousal level detection unit (detection means), A ... target route, B ... future route, M ... obstacle.

Claims (6)

障害物との衝突を回避するための運転支援装置であって、
自車両の目標経路を演算する演算手段と、
前記自車両の将来経路を推定する推定手段と、
前記演算手段で演算した前記目標経路及び前記推定手段で推定した前記将来経路に基づいて、前記自車両における運転者の回避操作の適否及び回避操作量の適否を判定する判定手段と、
前記判定手段によって前記回避操作が適切で且つ前記回避操作量が不適切と判定された場合、前記衝突を回避するように前記自車両の走行支援を行う走行支援手段と、
前記判定手段によって前記回避操作が不適切と判定された場合、前記衝突を回避するように前記運転者へ警報を発する警報手段と、を備えたことを特徴とする運転支援装置。 A driving assistance device for avoiding a collision with an obstacle,
A calculation means for calculating a target route of the host vehicle;
Estimating means for estimating a future route of the host vehicle;
A determination unit that determines whether the driver's avoidance operation is appropriate and the avoidance operation amount is appropriate based on the target route calculated by the calculation unit and the future route estimated by the estimation unit;
A travel support means for supporting travel of the host vehicle so as to avoid the collision when the determination means determines that the avoidance operation is appropriate and the avoidance operation amount is inappropriate;
And a warning means for issuing a warning to the driver so as to avoid the collision when the avoidance operation is determined to be inappropriate by the determination means. 前記走行支援手段は、前記目標経路と前記将来経路とを互いに近づけるように前記走行制御を行うことを特徴とする請求項１記載の運転支援装置。   The driving support device according to claim 1, wherein the driving support means performs the driving control so that the target route and the future route are brought close to each other. 前記走行支援手段は、前記運転者に気づかれないような前記走行支援を行うことを特徴とする請求項１又は２記載の運転支援装置。   The driving support device according to claim 1, wherein the driving support means performs the driving support so that the driver does not notice. 前記運転者の覚醒度を検出する検出手段を備え、
前記走行支援手段は、
前記検出手段で検出した前記覚醒度が所定値よりも高い場合、前記運転者に気づかれないような前記走行支援を行うと共に、
前記検出手段で検出した前記覚醒度が所定値以下の場合、前記運転者に気づかれるような前記走行支援を行うことを特徴とする請求項１又は２記載の運転支援装置。 Comprising detection means for detecting the driver's arousal level,
The driving support means includes
When the arousal level detected by the detection means is higher than a predetermined value, the driving support is performed so that the driver does not notice,
3. The driving support device according to claim 1, wherein, when the arousal level detected by the detection unit is equal to or less than a predetermined value, the driving support is performed so that the driver notices the driving level. 前記運転者の前記回避操作を実行する運転者操作手段を判別する判別手段を備え、
前記走行支援手段は、前記判別手段で判別した前記運転者操作手段を選択し制御することで、前記運転者に気づかれないような前記走行支援を行うことを特徴とする請求項３又は４記載の運転支援装置。 A determination means for determining a driver operation means for executing the avoidance operation of the driver;
5. The driving support unit performs the driving support so as not to be noticed by the driver by selecting and controlling the driver operation unit determined by the determination unit. 6. Driving assistance device. 前記走行支援手段は、前記判別手段が複数の前記運転者操作手段を判別した場合、複数の前記運転者操作手段においての運転者の操作割合に応じて、前記判別手段で判別した複数の前記運転者操作手段を制御することを特徴とする請求項５記載の運転支援装置。   When the determination means determines a plurality of the driver operation means, the travel support means determines the plurality of the driving determined by the determination means according to the operation ratio of the driver in the plurality of driver operation means. The driving support device according to claim 5, wherein the driving operation device is controlled.
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