DRIVING ASSISTANCE SYSTEM, DRIVING ASSISTANCE PROCEDURES, PROGRAM AND DRIVING ASSISTANCE DEVICE

Abstract

A driver assistance ECU initiates monitoring to determine whether a driver has performed a preparatory action, based on a motion sensor output signal, in response to the appearance of an object with a time to collision (TTC) less than a predetermined starting value. If the preparatory action is successfully detected within a specified time period (from when the TTC falls below the starting value to when the TTC reaches the starting value), the driver assistance ECU sets the warning tone output time to a later time than the default. If the preparatory action is not successfully detected within the specified time period, the driver assistance ECU sets the warning tone output time to the default time or to a time earlier than the default.

Description

CROSS-REFERENCE TO RELATED REGISTRATIONS

[0001] This application is based on the Japanese patent application number 2023-076990, filed on May 9, 2023, the contents of which are incorporated herein by reference. TECHNICAL AREA

[0002] The present disclosure relates to a technology for assisting or supporting a driver's driving operation. STATE OF THE ART

[0003] Patent document 1 discloses a technology for a driver assistance device that notifies a driver of a potential collision between the driver's vehicle and another object, such as a vehicle ahead, by means of a warning tone, and that adjusts the timing of the warning tone according to the degree of driver distraction. A configuration disclosed in patent document 1 evaluates the degree of driver distraction based on the driver's line of sight direction, which is captured using a camera. LITERATURE ON THE STATE OF TECHNOLOGY PATENT LITERATURE

[0004] Patent document 1: Japanese patent no. 4534789 OVERVIEW OF THE INVENTION

[0005] Various configurations for controlling the output of warning tones using the driver's line of sight are considered. In a hypothetical example, if an object is located in the driver's line of sight, the volume of the warning could be reduced or the timing of the warning tone could be delayed. According to this hypothetical example, the aim is to reduce the potential for causing the driver inconvenience. The object in question could be one that might come into contact with the vehicle.

[0006] The developers of the present disclosure examined the hypothetical example above and recognized that there are cases in which the driver does not recognize the object even though the object is in their line of sight (so-called "cognitive looking away"). If the driver does not recognize the object with their eyes fixed on it, the hypothetical example above may provide an inappropriate timing for the warning tone to sound.

[0007] The present disclosure was prepared with regard to the foregoing and one of its purposes is to provide a technology that can perform an assistive control more appropriately.

[0008] One of the driver assistance systems disclosed herein comprises: an external sensor that detects the environment around a vehicle; a motion sensor that detects the movement of a driver; and a controller that performs assistance control for the vehicle to avoid a collision with an object, the controller being configured to: determine whether a current situation is a risk situation in which there is a possibility of collision with the object, based on an output signal from the external sensor; perform the assistance control based on the determination that the current situation is the risk situation; and determine whether a preparatory action to avoid the collision has been performed by the driver, based on an output signal from the motion sensor.and to change the execution time of the assistance control depending on whether the preparatory action was carried out within a specified time period or not.

[0009] If the driver is aware of the risk, he or she is expected to take action to avoid it. If no such preparatory action is observed, the driver may paradoxically fail to recognize the object, even though the object is in his or her line of sight.

[0010] According to the driver assistance system of the present disclosure, the execution time of the assistance control is determined based on the presence or absence of the preparatory action. Therefore, even in a situation where an object is in the driver's line of sight but the driver is unaware of the object, the assistance control can be carried out appropriately.

[0011] A driver assistance method included in the present disclosure is a driver assistance method for a vehicle for avoiding a collision with an object, comprising: determining whether a current situation is a risk situation in which there is a possibility of collision with the object, based on an output signal from an external sensor that detects an environment around the vehicle; executing an assistance control action for the vehicle to avoid the collision with the object, based on the determination that the current situation is the risk situation; determining whether a preparatory action to avoid the collision has been performed by the driver, based on an output signal from a motion sensor that detects the driver's movement;and changing the execution time of the assistance control depending on whether the preparatory action was carried out within a specified time period or not.

[0012] A program included in the present disclosure has instructions that cause a computer to perform the following: determine whether a current situation is a risk situation in which there is a possibility of collision with an object, based on an input signal from an external sensor that detects the environment around a vehicle; execute an assistance control for the vehicle to avoid the collision with the object, based on the determination that the current situation is the risk situation; determine whether a preparatory action to avoid the collision has been performed by a driver, based on an input signal from a motion sensor that detects the driver's movement; and change the execution time of the assistance control depending on whether the preparatory action was performed within a predetermined determination period.

[0013] A first driver assistance device included in the present disclosure comprises: a communication unit for communicating with another device; and a controller that performs assistance control for a vehicle to avoid a collision with an object, based on data received by the communication unit, wherein the controller is configured to: obtain, by means of the communication unit, a detection result from an external sensor that detects an environment around the vehicle; determine whether a current situation is a risk situation or not in which there is a possibility of collision with the object, based on an output signal from the external sensor; and execute the assistance control based on the determination that the current situation is the risk situation.to obtain, by means of the communication unit, a reading from a motion sensor that detects a movement of the driver; to determine whether or not the driver has performed a preparatory action to avoid the collision, based on the reading from the motion sensor; and to change the execution time of the assistance control depending on whether or not the preparatory action was performed within a predetermined time period.

[0014] The aforementioned driver assistance procedure, program and driver assistance device correspond to the driver assistance system and provide the same operational effects as the driver assistance system.

[0015] A second driver assistance device included in the present disclosure comprises: a communication unit for communicating with another device; and a controller that performs behavior control for a vehicle to avoid a collision with an object, based on data received by the communication unit, wherein the behavior control includes steering control or braking control, and wherein the controller is configured to: obtain, by means of the communication unit, a detection result from an external sensor that detects an environment around the vehicle; determine whether a current situation is a risk situation in which there is a possibility of collision with the object, based on an output signal from the external sensor; and initiate the behavior control based on the determination that the current situation is the risk situation.to obtain, by means of the communication unit, a reading from a motion sensor that detects a movement of the driver; to determine whether or not the driver has performed a preparatory action to avoid the collision, based on the reading from the motion sensor; and to change an operating pattern of the behavior control depending on whether or not the preparatory action was performed within a predetermined time period.

[0016] According to the aforementioned second driver assistance system, the operational pattern of behavior control is determined based on whether or not the driver has performed the preparatory action. Therefore, even in a situation where the driver is unaware of the object, behavior control can be implemented appropriately. Behavior control can be understood as a form of assistance control.

[0017] Reference numerals in parentheses in claims indicate a correspondence relationship with specific means which are described as a form in the following embodiments and are not intended to limit the technical scope of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a diagram illustrating the overall configuration of a driver assistance system. Fig. Figure 2 is a diagram illustrating a variation of a motion sensor. Fig. Figure 3 is a functional block diagram of a driver assistance ECU. Fig. Figure 4 is a flowchart illustrating a warning time determination process. Fig. Figure 5 is a flowchart illustrating another example of warning time determination processing. Fig. Figure 6 is a diagram illustrating an example of a variation of a warning threshold. DESCRIPTION OF EXECUTION FORMS

[0018] Embodiments of the present disclosure are described with reference to the drawings. The present disclosure is not limited to the following embodiments and can be implemented with various modifications within the spirit and scope of the present disclosure. Different variations can be implemented in suitable combinations to the extent that no technical contradictions arise. The present disclosure also includes configurations not explicitly stated that combine several variations. In the following description, the same reference numerals are used for components with the same functions to avoid a specific description. If only part of a configuration is mentioned, the description elsewhere can be applied to the other part.

[0019] Fig. Figure 1 shows an example of a schematic configuration of the driver assistance system 100 according to the present disclosure. In the following, an "own vehicle" may refer to a single vehicle including the driver assistance system 100. An "own vehicle lane" in the present disclosure may refer to the lane in which the own vehicle travels among the multiple lanes of the road. An "adjacent lane" may refer to a lane adjacent to the own vehicle lane. The own vehicle lane may be paraphrased as an "ego lane." A "preceding vehicle" in the present disclosure may be understood, among vehicles ahead of the own vehicle, as a vehicle traveling in the same lane as the own vehicle and closest to the own vehicle.

[0020] The driver in this disclosure can refer to a person sitting in the driver's seat, that is, a driver's seat occupant. The driver can be understood as a person who has authority and responsibility for driving operations or controls. The vehicle itself can be a remotely controlled vehicle operated by an operator present outside the vehicle. The operator can refer to a person authorized to remotely control the vehicle from outside the vehicle. The operator is included in the driver. The driver's seat can be the operator's cockpit located outside the vehicle.

[0021] The following Driver Assistance System 100 can be implemented with modifications to suit local laws and customs and the specific features / equipment of the vehicle. Unless otherwise stated, any system described below may refer to Driver Assistance System 100. <Gesamtkonfiguration des Fahrassistenzsystems>

[0022] The Driver Assistance System 100 includes various components, such as those shown in the following examples: Fig. Figure 1 shows. In other words, the driver assistance system 100 includes an environment monitoring sensor 11, a vehicle status sensor 12, a motion sensor 13, a driver status monitor (DSM) 14, and a wireless communication unit 15. The driver assistance system 100 further includes a display 21, a speaker 22, a drive actuator 23, and a driver assistance ECU 30. ECU is an abbreviation for Electronic Control Unit.

[0023] The driver assistance ECU 30 is connected to each of the devices / sensors described above, such as the environmental monitoring sensor 11, via an in-vehicle network for mutual communication. The in-vehicle network is a communication network located within the vehicle. Standards for in-vehicle networks can include a Controller Area Network (hereinafter referred to as CAN: registered trademark), Ethernet (registered trademark), etc. Some devices / sensors can be directly connected to the driver assistance ECU 30 via dedicated signal lines. The form of connection between devices can be modified as needed.

[0024] The environmental monitoring sensor 11 is a sensor that detects an object within a detection range. The environmental monitoring sensor 11 performs a detection of the environment around the vehicle. The environmental monitoring sensor 11 can be described as an external sensor or an autonomous sensor. The driver assistance system 100 can include multiple environmental monitoring sensors 11. The driver assistance system 100 can include a front camera and a millimeter-wave radar as environmental monitoring sensors 11.

[0025] The front camera is a camera mounted on the vehicle to capture images of the front of the vehicle from a specific angle. The front camera can be located at the top of the windshield, on a side of the vehicle cabin, on the front grille, or on the roof. The front camera may include a camera body unit and a camera ECU. The camera body unit is a module containing an image sensor and a lens. The camera body unit sequentially generates image frames at predetermined frame rates. The camera ECU includes a processor and memory (or RAM). The processor may include a CPU (Central Processing Unit), a GPU (Graphics Processing Unit), etc. The camera ECU is an ECU that detects predefined objects by applying recognition processing to image frames or individual images.The camera ECU can be configured to detect and specify an object registered as a detection target using a deep learning-based classifier. The camera ECU also calculates the relative positional coordinates of the detected object relative to the vehicle itself, based on the object's positional information in the image frame.

[0026] Objects detected by the front camera include moving objects, such as pedestrians and other vehicles. The front camera's detection targets can include geophysical objects, including road edges, ground features such as road surface markings, and structures arranged along the road. Road surface markings include lane markings, which represent lane boundaries, pedestrian crossings, stop lines, guidance zones, safety zones, and regulating arrows. Structures arranged along roads include road signs, guardrails, curbs, utility poles, and traffic signals.

[0027] In addition to the front camera, the Driver Assistance System 100 can include a side camera that captures images of the sides of the vehicle and a rear camera that captures images of the rear of the vehicle. The ability to detect target objects by analyzing camera images can be provided by other ECUs, such as the Driver Assistance ECU 30. The arrangement of functions within the Driver Assistance System 100 can be modified as needed.

[0028] The millimeter-wave radar is a device that transmits a measuring wave in a predetermined direction and analyzes received data from a reflected wave, generated by the reflection of the transmitted search wave off an object, thereby determining the object's relative position and speed relative to the vehicle. The search wave can be a millimeter wave or a quasi-millimeter wave. The Driver Assistance System 100 can include a front millimeter-wave radar and a rear millimeter-wave radar. The front millimeter-wave radar transmits search waves toward the front of the vehicle. The rear millimeter-wave radar transmits search waves toward the rear of the vehicle. Each millimeter-wave radar generates data indicating the relative position and speed of the detected object and transmits this data to the Driver Assistance ECU 30, etc.as detection results. In addition to the aforementioned moving object, the detection targets of the millimeter-wave radar can include three-dimensional structures as reference points.

[0029] The environmental monitoring sensor 11 can include LiDAR or sonar. LiDAR is an abbreviation for Light Detection and Ranging or Laser Imaging Detection and Ranging. LiDAR is a device that emits laser beams to generate 3D point cloud data, indicating the location of reflected points in each detection direction. The combination of environmental monitoring sensors 11 in the driver assistance system 100 can be modified as needed. The data indicating the detection result of each environmental monitoring sensor 11 are entered into the driver assistance ECU 30.

[0030] The vehicle state sensor 12 is a sensor that acquires information about the state of the vehicle. The vehicle state sensors 12 can include a vehicle speed sensor, a steering angle sensor, an acceleration sensor, a yaw rate sensor, and a shift position sensor. The vehicle speed sensor is a sensor that acquires the vehicle's speed. The steering angle sensor is a sensor that acquires the steering angle. The acceleration sensor is a sensor that acquires acceleration acting in the forward-backward direction of the vehicle, lateral acceleration acting in the left-right direction, and so on. The yaw rate sensor is a sensor that acquires the vehicle's angular velocity. The shift position sensor is a sensor that acquires the transmission's shift position. The vehicle state sensor 12 outputs data indicating a current value of the physical state quantity being a detection target (i.e.,, a detection result) to the network in the vehicle. The data flowing in the vehicle network are used by the driver assistance ECU 30 as needed. The sensor type used by the driver assistance system 100 as the vehicle status sensor 12 can be designed as required.

[0031] The motion sensor 13 is a sensor that detects the driver's movement. The motion sensor 13 can include multiple sensors. As shown in Fig. As shown in 2, the motion sensor 13 can be used to control an accelerator pedal sensor (APS in Fig. 13A), a brake pedal sensor (BPS in Fig. 13B), a foot camera 13C, a surface pressure sensor 13D, a handle sensor 13E and a room camera 13F.

[0032] The accelerator pedal sensor 13A is a sensor that detects the amount of pressure applied to the accelerator pedal. The brake pedal sensor 13B is a sensor that detects the amount of pressure applied to the brake pedal. The pedal pressure can refer to the amount by which the driver depresses the pedal. The pedal can be interpreted as either an accelerator pedal or a brake pedal. The pedal sensor described below can be referred to as either the accelerator pedal sensor 13A or the brake pedal sensor 13B.

[0033] The amount of pedal depressor can be expressed in terms of angles, etc. The term "accelerator pedal angle" can refer to the amount of pedal depressor. The term "brake pedal angle" can refer to the amount of brake pedal depressor. A state in which the pedal depressor / pedal angle is 0 corresponds to a state in which the pedal is not depressed by the driver. The accelerator pedal sensor 13A and the brake pedal sensor 13B each output the data indicating the pedal angle (i.e., the amount of pedal depressor) to the driver assistance ECU 30.

[0034] The Foot Camera 13C is a camera for recording the position / movement of the driver's foot near the pedal. The Foot Camera 13C can be positioned above the brake or accelerator pedal. The Foot Camera 13C can be positioned to the right of the accelerator pedal or to the left of the brake pedal. The Foot Camera 13C can be positioned at any location in an orientation that allows it to image the driver's foot. The signal from the recorded video by the Foot Camera 13C is output to the ECU 30 for driver assistance. The Driver Assistance System 100 can include a Foot Sonar / Foot Radar in addition to or instead of the Foot Camera 13C. The Foot Sonar / Foot Radar is a sonar / millimeter-wave radar for detecting the position of the foot. The Foot Sonar / Foot Radar can be positioned around the driver's foot area, such as above or to the side of the pedals. The position of the foot can be defined as the position of a segment from the toe to the ankle / heel.

[0035] The accelerator pedal sensor 13A, the brake pedal sensor 13B, and the foot camera 13C are sensors for detecting the driver's foot movement. In the present disclosure, a sensor for detecting the movement of the driver's foot, as above, is also referred to as a foot sensor 13X. The foot sonar / foot radar may be included in the foot sensor 13X.

[0036] The foot camera 13C, the foot sonar, and the foot radar all correspond to a foot position sensor that detects the position of the driver's foot. The term "foot position sensor" can be replaced by "foot camera 13C," "foot sonar," or "foot radar" in the following. The surface pressure sensor 13D, described next, is also a sensor that indirectly detects foot movement. Therefore, the surface pressure sensor 13D can be interpreted as a type of foot sensor 13X and a type of foot position sensor. The pedal sensor can be paraphrased as a first sensor, and the foot position sensor can be paraphrased as a second sensor or sub-sensor.

[0037] The 13D surface pressure sensor is a sensor that detects the pressure acting on a seat surface. The 13D surface pressure sensor can be a sheet-like module, a so-called pressure sensor sheet, in which several pressure-sensitive points are arranged in a two-dimensional matrix. The 13D surface pressure sensor can be positioned across the entire seat surface. It can also be positioned only in the area where the driver's knee or thigh makes contact. Finally, it can be positioned only in the area within 5 cm of the front edge of the seat surface. The 13D surface pressure sensor can be configured to detect the pressure distribution acting near the front edge of the seat surface or across the entire seat surface. The 13D surface pressure sensor outputs data indicating the pressure distribution to the driver assistance ECU 30.

[0038] The driver assistance system 100 can include one or more load sensors in addition to / instead of the surface pressure sensor 13D. The load sensors can be distributed, for example, in the four corners and the center of the driver's seat surface. The multiple load sensors can also function as a single sensor to detect the distribution of pressure acting on the seat surface.

[0039] The Grip Sensor 13E is a sensor that detects whether the driver is gripping the steering wheel. The Grip Sensor 13E can be configured to detect grip force in addition to whether the steering wheel is being gripped. Grip force serves as a parameter indicating whether the driver is firmly gripping the steering wheel or simply touching it with one hand. Grip force can be paraphrased as grip pressure. The Grip Sensor 13E can be a capacitive touch sensor located on the outer surface of the steering wheel. The Grip Sensor 13E can be a pressure sensor on the steering wheel. The pressure sensor detects the pressure with which the driver grips the steering wheel. The Grip Sensor 13E can be a piezoelectric ceramic sensor that uses a piezoelectric ceramic. The Grip Sensor 13E outputs data indicating the driver's grip status on the steering wheel to the driver assistance ECU 30. The Grip Sensor 13E is equivalent to a hand sensor.

[0040] The 13F room camera is positioned to record the driver's face and upper body. It can be mounted, for example, on top of the instrument panel, the top edge of the windshield, or the A-pillar on the driver's side. The 13F room camera can be mounted inside the vehicle in a position and orientation that allows it to capture the driver's upper body and head movements. The video signal from the 13F room camera is output to the ECU 30 driver assistance system.

[0041] The 13F room camera can be integrated with the DSM 14 described below. The 13F room camera or the DSM 14 is equivalent to a head sensor. The 13F room camera can be configured to detect driver hand movements in addition to upper body / head movements. The 13F room camera can have a location, orientation, and viewing angle that allow it to capture hand movements relative to the gearshift lever and steering wheel. The 13 motion sensors can include a touch sensor located at the gearshift position.

[0042] The DSM14 is a device that sequentially detects the driver's status by analyzing the driver's facial image. The driver's status can include the driver's face orientation (neck angle) and the degree of eye opening. The DSM14 also detects the driver's line of sight direction by synthesizing a driver's face orientation vector and a driver's line of sight direction vector relative to the face. The DSM14 incorporates a visible light / infrared camera positioned in the cabin to capture images of the driver's face. The DSM14 can be mounted on the upper surface of the steering column cover with its optical axis facing the driver's headrest. Data indicating a detection result (e.g., line of sight direction) from the DSM14 is transmitted to the driver assistance ECU 30. The DSM14 functions as a line of sight detector. The DSM14 can also be used as a head sensor.

[0043] The Wireless Communication Unit 15 is a device for the vehicle to establish wireless communication with an external device. The external device may include some or all of the following: a server, a traffic information center, a roadside unit, and another vehicle. The Wireless Communication Unit 15 can be configured to perform short-range communications. Short-range communication can include vehicle-to-vehicle communication, which is direct communication between vehicles, and roadside-to-vehicle communication, which is direct communication between a vehicle and a roadside unit. Short-range communication can be wireless communication with a communication range of several hundred meters. The short-range communication method (protocol) can be Dedicated Short Range Communications (DSRC) according to IEEE 802.The wireless communication unit 15 can be either 11p or cellular V2X (PC5 / SideLink / Uu). It can receive vehicle information from surrounding vehicles. This vehicle information can include speed, current position, turn signal operation status, acceleration, motion trajectory, etc. The surrounding vehicle in this context refers to any vehicle within the vehicle-to-vehicle communication range. The wireless communication unit 15 can also receive information about other vehicles from the roadside unit. The information about surrounding vehicles received by the wireless communication unit 15 can be used by the driver assistance ECU 30 to detect another vehicle in the blind spot of the surround-view sensor 11 or the driver.

[0044] Display 21 is a device that displays images according to the video signal input from the driver assistance ECU 30. Display 21 can be a head-up display (HUD), an instrument cluster display, or a center display. The HUD is a device that projects an image onto a predetermined area of ​​the windshield, which the driver can perceive. The instrument cluster display is located in the area in front of the driver's seat within the instrument panel. The center display is located in the center of the instrument panel, parallel to the width of the vehicle. The instrument cluster display and center display can be LCD or OLED displays.

[0045] The loudspeaker 22 is a device that emits sound in accordance with a signal input from the driver assistance ECU 30. The term "sound" in this disclosure can include notification sound (warning tone), voice, music, etc. The display 21 and the loudspeaker 22 are information devices for notifying the driver of information. The driver assistance system 100 may include a vibration generator or ambient light as another notification device. The vibration generator is a device used to provide vibration stimulation to the driver's body, such as the hands, back, or chest. The vibration generator may be located on the steering wheel or the driver's seat. The vibration generator may be a device that vibrates the seat belt.Ambient lighting is a lighting device including several light-emitting diodes (LEDs) whose emission color and intensity can be adjusted. Ambient lights can be located on the instrument panel or the steering wheel.

[0046] The driving actuator 23 is an actuator for driving the vehicle, that is, accelerating, decelerating, and steering. The driving actuator 23 includes a brake actuator and a steering actuator. The driving actuator 23 may include an electronic throttle or a motor for driving. The steering actuator may be an EPS (electric power steering) motor. Other ECUs, such as a steering ECU, a hybrid control ECU, an internal combustion engine ECU, an electric motor ECU, a brake ECU, etc., may be located between the driver assistance ECU 30 and the driving actuator 23.

[0047] In addition to what is described above, various in-vehicle devices can be directly or indirectly connected to the driver assistance ECU 30. The driver assistance ECU 30 communicates with a position sensor and a map storage unit via the vehicle's internal network / using a dedicated cable. The position sensor is a device that calculates and outputs the vehicle's position coordinates using positioning signals transmitted by positioning satellites that comprise the Global Navigation Satellite System (GNSS). The map storage unit is a storage device in which map data is stored.The map data stored in the map storage unit contains three-dimensional shapes of roads, locations of road surface markings such as lane markings, and locations of traffic signs with the accuracy required for automated driving, etc. The driver assistance ECU 30 can read map data in the area corresponding to the current position and use the map data to recognize the driving environment.

[0048] The driver assistance ECU 30 is a device that supports the driver's driving operations by presenting information to the driver or performing some driving operations on behalf of the driver based on signals input from the various in-vehicle devices mentioned above. The driver assistance ECU 30 is equivalent to a driver assistance device. The driver assistance ECU 30 can be an ECU that performs part of the driving operation on behalf of the driver by controlling the driving actuator 23 based on the detection result of the environmental monitoring sensor 11. For example, the driver assistance ECU 30 can provide adaptive cruise control (ACC), pre-crash safety (PCS) control, automatic emergency braking (AEB) control, and lane keeping assist (LKA) control.The driver assistance ECU 30 can have a so-called automated driving function, which enables the vehicle to drive autonomously along a predefined route. The driver assistance ECU 30 can be an automated driving system.

[0049] The driver assistance ECU 30 can be a computer including a processor 31, a working memory 32, a storage device 33, a communication interface 34, and a bus connecting them. The working memory 32 is a rewritable volatile storage medium. The working memory 32 can be RAM (random access memory). The storage device 33 is a rewritable non-volatile memory. The storage device 33 can include several types of storage media, such as ROM (read-only memory) and flash memory. The storage device 33 stores a driver assistance program, which is a program executed by the processor 31. The execution of the driver assistance program by the processor 31 corresponds to the execution of a driver assistance procedure. The communication interface 34 is a circuit module for the processor 31 to communicate with other in-vehicle devices via the in-vehicle network.The communication interface 34 can include a PHY chip that is compliant with the communication standards of the vehicle's internal network, etc. The communication interface 34 corresponds to a communication unit. <About configuring the driver assistance ECU>

[0050] The driver assistance ECU 30 includes several functional units that are located in Fig. Figure 3 shows functional units that are implemented by executing the driver assistance program. In particular, the driver assistance ECU 30 includes an information acquisition unit F1, an environment perception unit F2, a preparation action determination unit F3, and an assistance unit F4.

[0051] The Information Acquisition Unit F1 is a configuration for obtaining information (data) from the vehicle's internal devices to perform driver assistance functions. The Information Acquisition Unit F1 obtains acquisition data (i.e., acquisition results) from various environmental monitoring sensors 11, including a front camera. The acquisition data includes information about objects near or in the vicinity of the vehicle, such as moving objects, ground objects, and obstacles. The data for each detected object can include the object's location, speed of movement, and its type or size.

[0052] The information acquisition unit F1 also obtains data indicating the vehicle status, such as the vehicle's speed, acceleration, yaw rate, and gear position, from the vehicle status sensor 12. Additionally, the information acquisition unit F1 can obtain the vehicle's position from the position sensor. The information acquisition unit F1 can also obtain environmental map information from the map storage unit.

[0053] The information acquisition unit F1 can acquire data transmitted by the external device in cooperation with the wireless communication unit 15. The information acquisition unit F1 can acquire vehicle information transmitted by the vehicle in front via vehicle-to-vehicle communication. The information acquisition unit F1 can also acquire information about the location of a stopped vehicle, the illumination status of a traffic signal, and the location and direction of movement of a pedestrian / bicycle in cooperation with the wireless communication unit 15.

[0054] The information acquisition unit F1 obtains data about the driver's movement based on the input signal from the motion sensor 13. The information acquisition unit F1 can sequentially obtain data about the amount of accelerator pedal depressed, the amount of brake pedal depressed, foot position, pressure distribution acting on the seat, steering wheel grip state, upper body position, and head position. It should be noted that the information acquisition unit F1 does not have to obtain data on all of the aforementioned elements. The elements listed above are examples. The information acquisition unit F1 can be configured to obtain data on only some of the aforementioned elements.

[0055] The information acquisition unit F1 can include a function for specifying the position of the driver's foot by analyzing the video recorded by the foot camera 13C. The information acquisition unit F1 can also include a function for specifying the position of the driver's upper body and head by analyzing the image from the room camera 13F. The term "acquisition" in this disclosure also includes generation / capture / determination by the driver assistance ECU 30 through calculation based on data input from other devices / sensors, etc. This is because the arrangement of functions in the system can be changed as needed. Naturally, the foot camera 13C can include a function for locating the foot through image analysis. The function for locating the driver's upper body / head through image analysis can be provided by the room camera 13F.

[0056] The various data points acquired sequentially by the information acquisition unit F1 are stored in a temporary storage medium, such as main memory 32, and used by the environment sensing unit F2, the preparation action determination unit F3, and the assistance unit F4. The diverse information can be stored in main memory 32 by classifying it by type. Additionally, the information can be sorted and stored so that the most recent data is at the top. Data can be discarded after a certain period of time has elapsed since its acquisition.

[0057] The environmental sensing unit F2 detects the vehicle's driving environment based on various data acquired by the information acquisition unit F1. The environmental sensing unit F2 can detect the vehicle's driving environment through sensor fusion processing, which integrates the acquisition results from several environmental monitoring sensors 11, such as a front camera and a millimeter-wave radar, with predefined weightings.

[0058] The driving environment includes road curvature, the number of lanes, a speed limit, weather conditions, road surface conditions, and traffic volume. Weather and road surface conditions can be specified by combining the detection result from the front camera and weather information obtained by the F1 information acquisition unit. Road structure and speed limits can be specified using map data or trajectory information from the vehicle ahead, as well as the detection result from the front camera.

[0059] The driving environment also includes the location, type, and speed of movement of an object near or in the vicinity of the vehicle. The environment detection unit F2 recognizes the positions and behavior of the vehicle ahead, the oncoming vehicle, pedestrians, and bicycles based on various data acquired by the information acquisition unit F1. Hereinafter, the object near or in the vicinity of the vehicle is also described as a peripheral object.

[0060] The environmental sensing unit F2 calculates a collision risk for the peripheral object in the area relative to the vehicle's direction of travel. When the vehicle is moving forward, the environmental sensing unit F2 calculates the collision risk for the peripheral object located in a predefined area in front of the vehicle. "In front" or "forward" can include diagonally forward or forward. If the vehicle intends to change lanes or make a left or right turn, the collision risk can be calculated for the peripheral object located diagonally behind the vehicle or near the intersection.

[0061] Collision risk can be measured by the time-to-collision (TTC) or the margin-to-collision (MTC), etc. TTC and MTC are parameters such that a smaller TTC / MTC indicates a higher collision risk. Collision risk can be evaluated using TTC2nd, the proximity state evaluation index (KdB), time-head-way (THW), or risk perception (RF). The following description of unit operations assumes, by way of example, that the environmental sensing unit F2 uses TTC as the collision risk. Specifically, the environmental sensing unit F2 calculates the TTC for each other vehicle, pedestrian, and / or bicycle present in front of the vehicle. A risk object, as defined below, can be understood as an object whose TTC is less than a predefined value.

[0062] The preparatory action determination unit F3 is a configuration for determining whether a preparatory action to avoid a collision has been performed by the driver, based on the output signal of the motion sensor 13, in particular the data on driver behavior obtained by the information acquisition unit F1. Determining whether the preparatory action has been performed or not corresponds to detecting the preparatory action. Detection and determination may be interchangeable in this disclosure.

[0063] The preparatory action can be an action that results in deceleration or steering. The preparatory action can be a reaction that the driver should take when the driver perceives an object (that is, a risk object) with which the vehicle is likely to collide. The preparatory action can be interpreted as an action indicating that the driver has perceived the risk object. The preparatory action can be paraphrased as a risk perception reaction or avoidance preparatory behavior. Preparatory actions can be broadly classified into (a) preparatory foot action, (b) preparatory upper body / head action, and (c) preparatory hand action.

[0064] Examples of preparatory foot action include (1) reducing the depressor pressure on the accelerator pedal, (2) moving the right foot away from the accelerator pedal and towards the brake pedal, and (3) placing the right foot on the brake pedal. The preparatory foot action described above can be determined from the time-series data of the accelerator pedal sensor 13A and the brake pedal sensor 13B output. The preparatory action determination unit F3 can obtain the magnitude and direction of foot position movement based on images from the foot camera 13C and combine this movement and direction with the pedal sensor output value to detect the preparatory action described above. The time-series data for a given parameter can be interpreted as data indicating observed values ​​of the parameter over time, specifically data indicating a change in the parameter over time.

[0065] The F3 preparation action determination unit can determine that an action to release the accelerator pedal has been performed if the decrease in the accelerator pedal angle within a specific time period is greater than a predetermined value, or if the accelerator pedal angle is less than a predetermined value. Moving the right foot away from the accelerator pedal and moving it near the brake pedal can be defined as moving the right foot from the accelerator pedal a predetermined distance in a direction towards the brake pedal (i.e., to the left). The F3 preparation action determination unit can specify the amount of movement of the right foot based on the images from foot camera 13C.

[0066] The preparatory action determination unit F3 can determine that the right foot is depressing the brake pedal if the brake pedal angle is greater than 0 and less than a predefined value (for example, 5°). The preparatory action determination unit F3 can determine that the driver's right foot is on the brake pedal if the driver's right foot is on the brake pedal in the image from foot camera 13C. An action of pressing the left foot against the footrest can be registered as the preparatory action. This left foot behavior can correspond to an action of bracing the body for sudden braking.

[0067] The preparation action determination unit F3 can determine that the preparation action has been performed if the accelerator pedal angle or the brake pedal angle has changed in a predefined pattern. The preparation action determination unit F3 can also determine that the preparation action has been performed in response to a change in the position of the right foot, determined by analyzing the image from foot camera 13C, in a predefined pattern.

[0068] Typically, the pressure distribution on the seat surface can change when the driver moves their right foot. The pressure distribution pattern can differ between the moment the driver depresses the accelerator pedal and the moment their foot is near the brake pedal. From this perspective, the preparation action determination unit F3 can determine that the preparation action has been performed when the pressure distribution output by the surface pressure sensor 13D has changed in a predefined pattern. The preparation action determination unit F3 can determine that the driver has moved their foot towards the brake pedal, that is, that the preparation action has been performed, when the pressure point has moved from right to left in accordance with the position of the driver's right thigh.The preparatory action determination unit F3 can determine that the preparatory action has been carried out when the center of gravity of the pressure distribution has shifted to the left.

[0069] Examples of upper body / head preparatory actions include (4) moving the upper body forward, (5) moving the face from side to side, and (6) correcting posture. The action of moving the upper body forward corresponds to checking areas that are difficult to see when many obstacles are present. This action can be considered one of the preparatory actions because it stems from the intention to detect a potential risk object. The forward upper body movement can be detected by analyzing the video from the 13F room camera or based on the output of the DSM 14. The forward upper body movement can be detected based on the time-series pressure distribution data output by the 13D surface pressure sensor.

[0070] The action of moving the face from side to side may correspond to checking whether a lane change to avoid the preceding risk object is feasible. Therefore, the action of moving the face from side to side can be considered one of the preparatory actions. The preparatory action determination unit F3 can detect the action of moving the face from side to side based on the image from the room camera 13F or the output of the DSM 14.

[0071] Correcting one's posture suggests a way for the driver to prepare for contact with the risk object or a sudden maneuver. Therefore, correcting posture can be considered a preparatory action. The Preparatory Action Determination Unit F3 can detect posture correction based on analysis of the video from the room camera 13F or the output of the DSM 14. It should be noted that the head position moves upward when the driver corrects their posture. Therefore, if the head position moves upward, the Preparatory Action Determination Unit F3 can determine that the preparatory action has been performed. The Preparatory Action Determination Unit F3 can also determine that the preparatory action has been performed if the driver's upper body / head position, as determined by image analysis, has changed in a predefined pattern.

[0072] Examples of hand preparation actions may include (7) an action of increasing the force applied to the steering wheel (firm grip). The preparation action determination unit F3 can detect the preparation action described above based on the output signal from the grip sensor 13E. In cases where the driver grips the steering wheel with only one hand before detecting the risk object, the preparation action determination unit F3 can determine that the preparation action was performed in response to the driver gripping the steering wheel with both hands. The action of increasing the grip force on the steering wheel may include the process of increasing the number of hands gripping the steering wheel from one hand to both hands.

[0073] A template model for capturing the preparatory action can be generated in advance through testing and / or machine learning and stored in memory 33. The driving environment can be taken into account when determining whether the preparatory action was performed. The preparatory action determination unit F3 can determine that the preparatory action was performed in response to a decrease in the accelerator pedal in a situation where the current vehicle speed is below the speed limit. The preparatory action determination unit F3 can also determine that the preparatory action was performed in response to a decrease in the accelerator pedal angle in a situation where the vehicle is traveling uphill.For example, the preparation action determination unit F3 can determine that the preparation action was carried out in response to a decrease in the accelerator pedal angle by a predetermined value or to less than a predetermined value in a driving environment where the accelerator pedal angle is to be maintained / increased.

[0074] In another example, the preparation action determination unit F3 can determine that the preparation action has been performed when the shift position is changed from the drive position to the brake position. The brake position here refers to a shift position in which the combustion engine braking or regenerative braking is active. The drive position is the forward-driving shift position in which the combustion engine braking or regenerative braking is relatively weak. Changing the shift position from the drive position to the brake position is an operation that causes deceleration. Therefore, the aforementioned operation can be interpreted as the preparation action. If the vehicle is a manual transmission vehicle, the preparation action determination unit F3 can determine that the preparation action has been performed in response to the downshift operation.The preparation action determination unit F3 can detect as a preparation action that the driver places their hand on the gearshift lever. The driver placing their hand on the gearshift lever can be detected based on the image from the room camera 13F or from the output of the touch sensor on the gearshift lever.

[0075] The preparation action determination unit F3 can be configured to determine whether the driver has performed the preparation action described above within a predefined determination period. This determination period can extend from the time an object with a TTC (Time To Compete) less than a predefined starting value appears until the object's TTC reaches a predefined ending value. The starting value can be set to 4 seconds, 5 seconds, 6 seconds, etc. The ending value can be set to 2.5 seconds, 3 seconds, 3.5 seconds, etc. The ending value can be set to a value that is one second or more less than the starting value.The determination time period can be the time from when the driver assistance ECU 30 detects that the situation is risky until when the TTC reaches the standard threshold described below. The driver assistance ECU 30 can consider an object with a TTC lower than the determination start value as the risk object. The threshold for designating a peripheral object as a risk object can be set to a value higher than the determination start value.

[0076] The F4 assistance unit provides the driver with a notification using a notification device, such as the display 21 and the speaker 22. Various notifications / suggestions can be provided by displaying images on the display 21 and / or by playing voice messages from the speaker 22.

[0077] The F4 assistance unit can be configured to emit a warning tone from speaker 22 as its basic operation, notifying the driver of the collision risk when the TTC of the object at risk reaches the predefined standard threshold. The standard threshold can be set to, for example, 2.2 seconds. It can also be set to other values, such as 1.8 seconds, 2 seconds, 2.4 seconds, 2.6 seconds, 3 seconds, and so on. For illustrative purposes, the point in time at which the TTC becomes the standard threshold is also referred to as the default time.

[0078] In the present embodiment, if the driver's preparation action is not detected within the target time period, the assistance unit F4 is configured to emit a warning tone when the TTC reaches the standard threshold. Conversely, if the driver's preparation action is detected by the preparation action determination unit F3 within the target time period, the assistance unit F4 sets the warning tone output time to a later time than the standard time. If the driver's preparation action is detected by the preparation action determination unit F3 within the target time period, the assistance unit F4 can emit a warning tone when the TTC reaches a predetermined late threshold. The late threshold is a predetermined amount lower than the standard threshold.The difference between the late threshold and the standard threshold can be 0.2 seconds, 0.4 seconds, 0.6 seconds, and so on. As can be seen, the assistance unit F4 has, as a sub-function, the condition modification unit F41, which modifies the timing of the warning tone depending on whether the driver has performed the preparatory action within the specified time period. The timing of the warning tone is also referred to as the warning time in the following units. In this disclosure, TTC thresholds that define the timing of the warning tone, such as the late threshold and the standard threshold, are also referred to as warning thresholds.

[0079] The F4 assistance unit automatically initiates brake control (so-called automated braking) when the time to stop (TTC) of the vehicle at risk falls below a predefined braking threshold. This braking threshold can be set to a value of 1.4 seconds or less (1.6 seconds or less for large vehicles), for example, 1.2 seconds.

[0080] If the TTC (Time To Completion) of the risk object becomes higher than a determination release value due to driver braking or similar events after the determination has started, the F4 assistance unit can determine that the risk situation has been cleared. The determination release value can be the same as the determination start value or can be set to a value that is higher than the determination start value by a predetermined amount. <operationsbeispiele>

[0081] The flowchart in Fig. Figure 4 shows an example of warning time determination processing by the driver assistance ECU 30. This is shown in Fig. The flowchart shown in Figure 4 can be executed periodically while the vehicle is in motion. The processor 31, described as the entity that performs the following steps, can be replaced by the information acquisition unit F1, the environment sensing unit F2, the preparation action determination unit F3, the assistance unit F4, or the assistance unit F4, depending on the context.

[0082] In step S101, processor 31 obtains data from various in-vehicle devices. Specifically, in step S101, processor 31 receives the readings from the environmental monitoring sensor 11, the readings from the motion sensor 13, and the vehicle's own speed. Step S101 can be interpreted as the step of retrieving the received data stored in the buffer of the communication interface 34. Processor 31 then executes step S102. The processing corresponding to step S101 can be performed periodically, either during or after step S102. In other words, step S101 can be executed in parallel (independently) with step S102 at any time.

[0083] In step S102, processor 31 determines whether the current situation of the vehicle is a risk situation or not, based on the detection result from the environmental monitoring sensor 11, which was obtained in step S101. In response to the object having a TTC (Time To Compromise) that is less than a predefined value (for example, the initial determination value), processor 31 can determine that a risk situation now exists. The processing by processor 31 to calculate the TTC for each peripheral object based on the detection result from the environmental monitoring sensor 11 can be included in step S101 or S102. Processor 31 can also determine whether the current situation is a risk situation or not based on data other than the TTC.

[0084] Step S103 determines whether the driver has performed the preparatory action. The determination regarding the preparatory action can be performed sequentially within the determination time period. The determination of whether the preparatory action has been performed can be made in various ways, as described above. The determination can be based on a combination of time-series data from one element with time-series data from another element. Examples of such elements include accelerator pedal angle, brake pedal angle, foot position, head position, and steering wheel grip force.

[0085] After determining in the preparation action determination processing (step S103) that the preparation action has been carried out, the processor executes step S105. If no preparation action was recorded within the determination period (S104 NO), the processor executes step S106.

[0086] Step S105 is a step to set the warning time to a time later than the default time. Step S105 can be interpreted as a step to set the warning threshold to the late threshold. When step S105 is complete, this sequence ends. Step S106 is a step to set the warning time to the default time. Step S106 can be interpreted as a step to set the warning threshold to the default threshold. When step S106 is complete, this sequence ends. Afterward, when the TTC reaches the warning threshold set in step S105 or S106, the assistance unit F4 causes the warning tone to be emitted from speaker 22. <wirkung>

[0087] According to the configuration described above, in cases where the preparatory action was performed in the risk situation, the timing of the warning tone is delayed compared to cases where no preparatory action was performed. This reduces the possibility of a warning tone being issued in a situation where the driver is aware of the risk object and is about to take evasive action. As a result, the potential for causing frustration for the driver is reduced.

[0088] According to the configuration described above, if no preparatory action has been taken in the risk situation, the warning tone will sound at the standard time. Even if the driver's line of sight is directed towards the risk object, but the driver is unaware that the situation is risky, the warning tone will not be issued at the late time. This makes it easier for the driver to recognize the risk object and take a maneuver to avoid or evade it.

[0089] In one aspect, the above embodiment can be interpreted as a configuration such that the execution time of the assistance control (warning) is earlier if no preparatory action has been performed within the target time period than if the preparatory action has been performed. Since the execution time of the assistance control is early in the absence of a preparatory action within the target time period, it is possible to provide the driver with a longer time period to perform operations after the detection of the risk object. The above configuration can also be interpreted as a configuration such that the execution time of the assistance control is later if the preparatory action has been performed within the target time period than if no preparatory action has been performed. <Warnzeitpunkt in Fällen, in denen keine Vorbereitungsaktion durchgeführt wurde>

[0090] If the driver's preparation action is not detected within the target time period, the warning tone is emitted when the TTC reaches the standard threshold (i.e., the standard time), but this disclosure is not limited to that. One configuration may be such that, if the driver's preparation action is not detected within the target time period, the assistance unit 4 can emit the warning tone at a time earlier than the standard time. For this purpose, the driver assistance ECU 30 may be configured to use an early threshold as the warning threshold, with the early threshold being greater than the standard threshold. The early threshold may be set to a value that is 0.2, 0.4, or 0.6 seconds greater than the standard threshold.

[0091] In this case, the F4 assistance unit can assume the standard threshold as the warning threshold if the driver has performed a primary preparatory action but not a secondary preparatory action. The F4 assistance unit can be configured to set the warning threshold to the late threshold if the driver has performed the secondary preparatory action.

[0092] The primary preparatory action can refer to a small (rudimentary) preparatory action, such as lifting the foot from the accelerator pedal or reducing the amount of accelerator pedal depressed. The primary preparatory action can be detected based on the output signal of the accelerator pedal sensor 13A, the foot camera 13C, or the surface pressure sensor 13D.

[0093] Examples of secondary preparatory actions include moving the right foot near the brake pedal, placing the right foot on the brake pedal, and gently depressing the brake pedal. These behaviors can be detected based on the output signal from the brake pedal sensor 13B, the foot camera 13C, or the surface pressure sensor 13D. Other examples of secondary preparatory actions include setting the shift position to the brake position or performing a downshift. These behaviors can be detected based on the output of the shift position sensor.

[0094] Other examples of secondary preparatory actions include increasing steering wheel grip force and correcting posture. These behaviors can be detected based on the output signal from the grip sensor 13E, the room camera 13F, or the surface pressure sensor 13D.

[0095] Processor 31, as the assistance unit F4, can determine the warning time according to a procedure consisting of steps S111-S115, which is described in Fig. As shown in Figure 5, the process determines when the determination period has ended. First, in step S11, the assistance unit F4 determines whether the driver performed the primary preparation action within the determination period. If the driver did not perform the primary preparation action, meaning no primary preparation action was recorded, the processor executes step S112. Step S112 is a step of setting the warning time to a point earlier than the standard time. Step S112 can also be a step of setting the warning threshold to the early threshold. When step S112 is complete, this process ends.

[0096] If the driver's primary preparation action is recorded within the target time period, Processor 31 executes step S113. Step S113 determines whether the driver performed a secondary preparation action within the target time period. If the driver did not perform the secondary preparation action within the target time period, meaning no secondary preparation action was recorded, Processor 31 executes step S114. Step S114 sets the warning time to the default time. Step S114 can be interpreted as setting the warning threshold to the default threshold. Once step S114 is complete, this process terminates.

[0097] If the driver's secondary preparation action is detected during the determination period, processor 31 executes step S115. Step S115 is a step in which processor 31 sets the warning time to a later time than the default time. Step S115 can be interpreted as a step of setting the warning threshold to the late threshold. When step S115 is complete, this process terminates.

[0098] As described above, if the driver is in a risky situation but has not performed the preparatory action, the warning is issued earlier than under normal circumstances. This configuration can encourage the driver to perform the preparatory action, thereby further improving safety. The time corresponding to the late threshold can be paraphrased as the late time. The time corresponding to the early threshold can be paraphrased as the early time. <Zeitpunkteinstellung gemäß Vorbereitungsaktion>

[0099] The above described a two- or three-stage change in the warning timing. However, the warning timing can be changed in four or more stages. The warning threshold can be selected from the first to fifth thresholds, depending on driver behavior, as described in Fig. Figure 6 shows the multiple threshold values. These can be paraphrased as candidate values ​​for the warning threshold actually applied.

[0100] In Fig. 6 represents “Th1”, the fifth threshold, “Th2” the second threshold, “Th3” the third threshold, “Th4” the fourth threshold, and “Th5” the fifth threshold. The numbers in parentheses in Fig. Six are examples of threshold setting. “B_Th” represents the braking threshold. The point in time when TTC is zero represents the point in time when a collision occurs.

[0101] The first threshold is the smallest of the candidate values. For example, the first threshold can be set to 1.8 seconds. The second threshold is the second smallest of the candidate values. The second threshold can be set to 2.0 seconds, and so on. The first and second thresholds correspond to the late threshold described above.

[0102] The third threshold is the third largest / smallest of the candidate values. For example, the third threshold can be set to 2.2 seconds. The third threshold can be an intermediate value between the first and fifth thresholds. The third threshold can be the standard threshold. Fig. 6 refers to the standard threshold.

[0103] The fourth threshold is the second largest of the candidate values. For example, the fourth threshold can be set to 2.4 seconds. The fifth threshold is the largest of the candidate values. For example, the fifth threshold can be set to 2.6 seconds. The fourth and fifth thresholds correspond to the early threshold described above.

[0104] The higher the warning threshold, the earlier the warning time. The lower the warning threshold, the later the warning time. The aforementioned final value can be set to a value corresponding to the highest (the fifth threshold in this document) among the candidate values. The candidate values ​​above are examples, and the specific values ​​in seconds can be changed as needed. For example, the difference between the standard threshold and the second / fourth threshold can be 0.1 seconds. The difference between the standard threshold and the first / fifth threshold can be 0.2 or 0.3 seconds.

[0105] If the F4 assistance unit is configured to select the actual warning threshold to be used from among the candidate values ​​(warning times), the F4 assistance unit can change the warning threshold depending on the type (class) of preparatory action the driver has performed. The F4 assistance unit can set the warning threshold to the fifth threshold if no preparatory action was performed within the specified time period. The F4 assistance unit can set the warning threshold to the fourth threshold if the driver has reduced the accelerator pedal angle but keeps their right foot on the accelerator pedal.

[0106] If the driver's right foot moves from the accelerator pedal to the area between the accelerator and brake pedals within the specified time period, the F4 assistance unit can set the warning threshold to the third threshold. The F4 assistance unit can set the warning threshold to the second threshold if the right foot moves towards the brake pedal and the brake pedal angle is less than a predefined value. For illustrative purposes, the state in which the right foot is on the brake pedal and the brake pedal angle is less than the predefined value is referred to as the "brake-ready" state.

[0107] The F4 assistance unit can set the warning threshold to the second threshold if the driver corrects their posture, increases steering wheel grip, or places their hand on the gearshift lever while in the prepared braking position. The F4 assistance unit can set the warning threshold to the first threshold if the brake pedal angle exceeds a predefined value within the specified time period or if the gearshift position is set to the brake position.

[0108] Even if the preparatory action has been carried out as described above, the warning timing can be changed according to the type (class) of the preparatory action performed. Depending on the driver's level of awareness of the risk object, the driver may react differently (i.e., perform the preparatory action differently). In this configuration, the timing of the warning tone depends on the driver's level of awareness of the risk object. This improves safety while reducing the potential for driver frustration. In other words, the F4 assistance unit can issue the warning tone at a more appropriate time.

[0109] The F4 assistance unit can evaluate a risk perception level based on driver behavior within the specified time period and determine the warning time accordingly. The risk perception level is a parameter representing the degree to which the driver is aware of the risk object or collision risk in front of the vehicle, etc.

[0110] For example, the F4 assistance unit can determine that the risk perception level is low if the right foot is still on the accelerator pedal after the accelerator pedal angle has decreased. If the F4 assistance unit evaluates the risk perception level as low, it can set the warning threshold to the fifth threshold value to trigger the warning significantly earlier.

[0111] The F4 assistance unit can determine that the risk perception level is at a medium level if the driver exhibits a predefined hesitation behavior after releasing the accelerator pedal. If the F4 assistance unit evaluates that the risk perception is at a medium level, it can set the warning threshold to the fourth threshold. This control can trigger the warning slightly earlier. The hesitation behavior corresponds to a situation in which the driver hesitated to decide whether or not to depress the brake pedal. This hesitation behavior can include placing the right foot between the accelerator and brake pedals or repeatedly moving the right foot from side to side.

[0112] The F4 assistance unit can also determine that the risk perception level is high if the driver releases the accelerator pedal and then immediately moves their right foot to the brake pedal. The F4 assistance unit can be configured to set the warning threshold to the third threshold to avoid issuing the warning too early when it evaluates that the risk perception level is high. If the F4 assistance unit evaluates that the risk perception is high, it will set the warning threshold to the second or first threshold to issue the warning later than the standard time.

[0113] A point or value indicating the risk perception level is preset for each respective preparatory action. The F4 assistance unit can determine the warning time based on the total risk perception level values ​​set for the preparatory actions observed within the specified time period. The F4 assistance unit can be configured so that the higher the total risk perception level values, the later the warning time.

[0114] The F4 assistance unit can evaluate the driver's risk perception level by considering not only driver behavior but also the driving environment. For example, if the driver reduces the accelerator pedal angle in a situation where the current vehicle speed is lower than the speed limit, the F4 assistance unit may determine that the risk perception level is high. The F4 assistance unit can also determine that the risk perception level is high if the driver reduces the accelerator pedal angle while driving uphill. Furthermore, the F4 assistance unit can evaluate the risk perception level as higher if the accelerator pedal angle is reduced in a specific situation where the accelerator pedal angle should be maintained or increased.

[0115] If the driver reduces the accelerator pedal angle in a situation where the current speed exceeds the speed limit, this behavior can be performed simply to comply with the speed limit, and the driver may not be aware of the potential hazard. Therefore, the F4 assistance unit can be configured so that the operation to reduce the accelerator pedal angle in cases where the current speed exceeds the speed limit is not defined as the preparatory action.

[0116] The F4 assistance unit can modify a criterion for determining whether the preparatory action has been performed or not, or it can change a risk perception level evaluation procedure based on the driver's action history or habit. Some drivers may have the habit of placing their right foot between the accelerator and brake pedals, even in situations where no risk object is present. The F4 assistance unit can be configured so that, if the driver has such a habit, it does not determine that the preparatory action has been performed, even if the right foot is placed between the accelerator and brake pedals. If the driver has such a habit, the F4 assistance unit can determine that the risk perception level is low, even if the right foot is placed between the accelerator and brake pedals.The F4 assistance unit can be configured to specify the driver's driving habit from the driver action history and to exclude the action caused by the habit from the list of preparatory actions that have been prepared in advance. <Wie der Sensor zu verwenden ist>

[0117] The preparation action determination unit F3 can use the pedal sensor to measure the amount of depressurization of the accelerator / brake pedal. The preparation action determination unit F3 can determine that the right foot is on the accelerator pedal if the accelerator pedal angle is greater than 0. If the brake pedal angle is greater than 0, the preparation action determination unit F3 can determine that the right foot is on the brake pedal.

[0118] If both the accelerator pedal angle and the brake pedal angle are 0, the Preparation Action Determination Unit F3 can use another sensor to determine the position of the right foot. This other sensor could be a foot position sensor, such as the Foot Camera 13C, the Foot Sonar, or the Surface Pressure Sensor 13D. Thus, to detect the preparation action, the Preparation Action Determination Unit F3 can be configured to first detect the amount of pedal depressed, and if the pedal is not depressed, to detect the foot position using the foot position sensor. The Preparation Action Determination Unit F3 can use the Foot Camera 13C to measure the accelerator pedal angle and the brake pedal angle.

[0119] If the accelerator pedal angle or the brake pedal angle is greater than 0, the preparation action determination unit F3 can assume that the right foot is on the pedal and can deactivate some or all of the foot position sensors. The preparation action determination unit F3 can be configured to activate the foot position sensor when the accelerator pedal angle and the brake pedal angle are 0 or less than a predefined value. According to this configuration, the overall system power consumption and the processing load of processor 31 can be reduced.

[0120] The preparation action determination unit F3 can change the activated motion sensor 13 depending on the driving scene. An activated state of a sensor means that the power supply is ON and the preparation action determination unit F3 uses the sensor's output value to determine the preparation action. A deactivated state of a sensor can mean that the power supply is OFF or that the preparation action determination unit F3 does not use the sensor's output to determine the preparation action.

[0121] For example, when driving at low speeds, the amount of pedal angle change is small. Therefore, it can be difficult to detect the preparation action using the pedal angle while driving at low speeds. In this respect, the preparation action determination unit F3 can be configured to detect preparation foot behavior using the foot camera 13C, foot sonar, or surface pressure sensor 13D without using the accelerator pedal sensor 13A or the brake pedal sensor 13B when the vehicle is traveling at low speed. In other words, while the vehicle is traveling at low speed, the preparation action determination unit F3 can determine whether the preparation action has been performed or not based on the time series data of the right foot position, rather than on the time series data of the pedal angle.This configuration can improve the accuracy of determining whether the preparatory action was performed while driving at low speed. In other words, in cases where no preparatory action was performed, the possibility of erroneously determining that the preparatory action was performed can be reduced. Furthermore, in cases where the preparatory action was performed, the possibility of erroneously determining that the preparatory action was not performed can be reduced. Driving at low speed in this disclosure can be understood as a state in which the driving speed is less than a predetermined value (e.g., 10 km / h).

[0122] When an obstruction to visibility, such as one located near an intersection, is detected by the environmental monitoring sensor 11, the preparation action determination unit F3 can determine whether the preparation action has been performed using the spatial camera 13F or the DSM 14, without using the foot sensor. The preparation action determination unit F3 can determine that the preparation action has been performed based on the detection, using the spatial camera 13F or the DSM 14, that the driver's upper body / head has moved forward. The behavior described above corresponds to the behavior of visually checking a blind spot. In a different driving scenario, the foot sensor can be used to determine whether the preparation action has been performed.As described above, the processor 31 can change the sensor used to determine the preparation action depending on the driving scene. The driving scene can be classified as low-speed driving, right / left turning, lane change, reversing, stopping, starting, and cruising. Cruising refers to a state in which the vehicle travels on the road without turning. The processor 31 can determine that the vehicle is cruising when the turn signal is not activated and the vehicle speed is above a predefined value. The processor 31 can determine the driving scene based on the output signal of the vehicle status sensor 12. <Korrektur der Fußposition>

[0123] The position and angle of the rider's foot when depressing the pedal can vary depending on the shape and type of shoe worn. The foot position detection result from the foot camera 13C and the surface pressure sensor 13D can be affected by the shoe's shape (thickness). In this regard, the processor 31 can be configured to learn the foot position when the pedal is depressed and when it is not, based on riding history. The processor 31 can then apply this learning to estimate the foot position as needed.

[0124] The specified time period (e.g., 5 minutes) after the vehicle power supply is switched on can be a learning period. The learning period may be a period of time for processor 31 to learn (generate) a reference / classification model for estimating the driver's foot position based on the pressure distribution acting on the seat surface and / or the image of the foot camera 13C. Processor 31 may perform the learning of the pressure distribution and / or image features when the pedal is depressed, based on the pressure distribution and / or the image when the pedal angle exceeds a certain value within the learning period. Processor 31 can perform the learning of the pressure distribution / image features when the pedal is not depressed, based on the pressure distribution / image at a pedal angle of zero.

[0125] During the learning period, the driver assistance ECU 30 can disable the function of setting the warning time based on the preparatory action. During the learning period, the driver assistance ECU 30 can be configured to emit the warning tone at the default time. After the learning period ends, the driver assistance ECU 30 can be configured to perform the control function to change the warning time based on the presence or absence of the preparatory action. During the learning period, the driver assistance ECU 30 can be configured to determine the preparatory action without using the foot position sensor. According to the above configuration, the possibility of erroneously determining whether or not the preparatory action has been performed is reduced, where the erroneous determination is caused by individual differences or similar factors.

[0126] Processor 31 can set the warning time to an earlier time than the standard time if the driver's line of sight is directed toward the hazard but no preparatory action has been taken. The direction toward the hazard can be understood here as the direction in which the hazard object is located. Processor 31 can obtain the driver's line of sight direction from the output signal of the DSM 14. If the driver's line of sight is directed toward the hazard but no preparatory action has been taken, it is very likely that the driver is distracted or thinking about something else.

[0127] Therefore, in the above case, an earlier warning time can improve safety. If the driver's line of sight is not directed towards the risk and no preparatory action has been taken, processor 31 can set the warning time to the standard time or to an early time.

[0128] Even if the preparatory action was performed, if the driver's line of sight prior to the preparatory action was not directed towards the risk, processor 31 may set the warning time to the default time. This is because, in this case, it is unclear whether the detected preparatory action was based on the driver's true awareness of the risk object. If the driver's line of sight was directed towards the risk, processor 31 may be configured to set the warning time to the later time in response to the preparatory action alone. <Ergänzung>

[0129] Although the timing of the warning tone is modified according to the presence or absence of the preparatory action has been described above, the start time of automatic braking can also be modified according to the presence or absence of the preparatory action. If no preparatory action was performed within the target time period, the F4 assistance unit can be configured to start automated braking earlier than if the preparatory action had been performed within the target time period. Specifically, if the driver's preparatory action was not detected within the target time period, the F4 assistance unit will start automated braking when the TTC reaches a predefined standard braking threshold.If the preparation action determination unit F3 detects that the preparation action was performed within the determination time period, the assistance unit F4 can initiate automated braking at the time when the TTC reaches a late braking threshold.

[0130] Both the standard braking threshold and the late braking threshold are thresholds (i.e., braking thresholds) for the TTC, which define the start time of automated braking. The standard braking threshold and the late braking threshold may be pre-registered in storage 33 or elsewhere. The late braking threshold is set to a value that is smaller than the standard threshold by a given amount. The difference between the late braking threshold and the standard braking threshold may be set to 0.2 seconds, 0.3 seconds, etc.

[0131] If the preparatory action was performed within the specified time period, the time to start automated braking can be changed according to the type (content) of the preparatory action performed. The start time of automated braking can be paraphrased as the brake start time or intervention time.

[0132] The aforementioned technical concept for controlling the timing of warning tones can be applied to controlling the start time of automated braking. The assistance control is not limited to issuing warning tones but can also include automated braking. The assistance control can automatically control the steering angle in one direction to avoid a collision. The processor 31 may be configured to change at least one of the output timing of the warning sound, the start timing of automated braking, and the start timing of automated steering, depending on the driver's behavior within the determination time period. The class / combination of those assistance controls whose execution timing is changed according to the driver's behavior within the determination time period may be changed as appropriate. The determination time period (in particular, the final determination value) can be changed according to the assistance control.

[0133] Processor 31 can modify the behavioral control operating pattern depending on whether the preparatory action was performed within the specified time period. The behavioral control described herein can be understood as steering control and / or braking control to prevent the vehicle from colliding with an object. It can also be understood as automated steering or braking for collision avoidance or collision damage reduction. Behavioral control is a form of the assistance control described above. It can also be paraphrased as avoidance control, intervention control, or automated control.

[0134] Changing the behavioral control's operating pattern can involve altering the behavioral control's start time or modifying a manipulated value (initial manipulated value) at the control's start. Changing the operating pattern can encompass both the start time and the initial manipulated value. The manipulated value can be interpreted as the behavioral control's magnitude. If the behavioral control is a braking control, the manipulated value can be interpreted as the magnitude of the braking force. The magnitude of the braking force can be expressed as acceleration (deceleration). The magnitude of the braking force can be expressed as jerk (change in acceleration). If the behavioral control is a steering control, the manipulated value can be interpreted as the steering amount / steering speed.

[0135] The following describes the case where the behavior control is the braking control. The following description is applicable to the case where the behavior control is the steering control. When the behavior control is the braking control, the initial manipulated value can be described as an initial braking force. Increasing the braking force can be interpreted as decreasing the acceleration in the negative territory, or in other words, increasing the deceleration.

[0136] In this disclosure, the standard start time of the brake control is referred to as the standard braking time, and the standard value of the braking force generated by the brake control is referred to as the standard braking force. The standard braking time can be interpreted as the time when the TTC reaches the specified standard braking threshold. The standard braking time can be set to a value based on the vehicle type / weight of the vehicle and can, for example, be set to 1.2 seconds. The standard braking force can be set to -8 m / sec^2, etc.

[0137] Processor 31 can set the initial braking force to the standard braking force if the preparation action was performed within the specified time period. If no preparation action was performed, Processor 31 can set the initial braking force to a value that is greater than the standard braking force by a predetermined amount. The initial braking force can be set to -10 m / s² if the preparation action was performed. In this way, Processor 31 can set the initial braking force higher if no preparation action was performed than if the preparation action was performed. The start time of the brake control can be the standard braking time regardless of whether the preparation action was performed.

[0138] In cases where no preparatory action was performed within the specified time period, processor 31 can initiate the brake control earlier and set the initial braking force lower compared to cases where the preparatory action was performed. If the preparatory action was performed, processor 31 uses the standard braking time and braking force. If no preparatory action was performed, processor 31 can set the brake start time to early and also set the braking force to a weak level. The early brake control time can be 0.4 or 0.8 seconds earlier than the standard brake control time. The early brake control time can coincide with the warning tone output time. The weak braking force level can be set to a value that is lower than the standard braking force by a predetermined amount.The weak stage can be -2 m / s², -3 m / s², -4 m / s², etc. The weak stage of the braking force can be paraphrased as weak braking force. The braking control with the weak stage can be paraphrased as weak braking.

[0139] Processor 31 can change the braking force to a high level if the TTC reaches a predefined emergency value in a situation where brake control is operating at the low level. The high level can be set to the same as the standard braking force or to a predefined value greater than the standard braking force. The emergency value can be set to, for example, 1.2, 1.0, or 0.8 seconds. The high braking force level can be paraphrased as forced braking. Furthermore, brake control at the high level can be paraphrased as hard braking.

[0140] As described above, if no driver preparation action is detected, processor 31 can be configured to initiate the soft braking early. This configuration further improves safety.

[0141] Processor 31 can execute the control by combining changes to the warning timing with changes to the behavior control. If no preparatory action has been performed, Processor 31 can initiate the light braking simultaneously with the sound of the warning tone. The start time of the warning tone and light braking, when no preparatory action has been performed, can be the same as the default warning tone time or can be set to a time that is a predetermined amount earlier than the default time. < Appendix (1)>

[0142] This disclosure also includes the following technical ideas. Also included in this disclosure are driver assistance ECUs, driver assistance procedures, and programs corresponding to the driver assistance systems described below.

[0143] (Technical Idea 1) A driver assistance system includes: an external sensor (11) that detects an environment around a vehicle; a motion sensor (13) that detects the movement of a driver; and a controller (31) that performs an assistance control for the vehicle to avoid a collision with an object, where the controller is configured to: to determine whether a current situation is a risk situation or not in which there is a possibility of collision with the object, based on an output signal from the external sensor; to execute the assistance control based on the determination that the current situation is the risk situation; to determine whether or not the driver has taken a preparatory action to avoid the collision, based on an output signal from the motion sensor; and to change the execution time of the assistance control depending on whether the preparatory action was carried out within a specified time period or not.

[0144] (Technical Idea 2) In the driver assistance system according to technical idea 1 The motion sensor is configured to detect the preparation action of several types, and The controller is configured to control the execution time such that the execution time of the assistance control is earlier if the preparation action was not performed within the target time period than if the preparation action was performed within the target time period.

[0145] (Technical Idea 3) In the driver assistance system according to technical idea 1 The motion sensor is configured to be able to detect the preparation action of several types, and the controller is configured to: to set the execution time in such a way that the execution time of the assistance control is later if the preparation action was carried out within the target time period than if the preparation action was not carried out within the target time period, and to change the degree of lateness of execution depending on the type of preparatory action the driver has performed,

[0146] (Technical Idea 4) In the driver assistance system according to technical idea 3 A risk perception level is defined for each preparatory action, and The driver assistance system is configured to control the execution time of the assistance control if the preparatory action was carried out within the specified time period, so that the higher the risk perception level set for the preparatory action that was carried out, the later the execution time of the assistance control is.

[0147] (Technical Idea 5) In the driver assistance system according to one of technical ideas 1 to 4 The motion sensor includes a foot sensor (13X) that generates and outputs data about the driver's foot movement, and The controller is configured to determine whether the preparation action has been performed, based on the foot movement data output by the foot sensor.

[0148] (Technical Idea 6) In the driver assistance system according to technical idea 5 The foot sensor includes a sensor that generates data indicating the amount of pressure applied to the accelerator pedal and the amount of pressure applied to the brake pedal, and The controller is configured to determine that the preparatory action has been performed based on the fact that the amount of depression of the accelerator or brake pedal has changed in a predefined pattern.

[0149] (Technical Idea 7) In the driver assistance system according to technical idea 6 The foot sensor includes a foot position sensor that detects the position of the foot. The controller is configured to determine that the preparatory action has been performed, based on the fact that the position of the foot has changed in a predefined pattern.

[0150] (Technical Idea 8) In the driver assistance system according to technical idea 7 The foot sensor includes a sensor that generates data indicating the amount of pressure applied to the accelerator pedal and the amount of pressure applied to the brake pedal. Is the controller configured to: If the depressor and brake pedal values ​​are less than or equal to predefined values, the foot position sensor should be able to determine, using a reading from the foot position sensor, whether the preparatory action has been performed or not. If the amount of depressurization of the accelerator or brake pedal exceeds the specified value, without using the measurement result of the foot position sensor to determine whether the preparatory action has been carried out or not, based on time series data of the amounts of depressurization of the accelerator and brake pedals.

[0151] (Technical Idea 9) In the driver assistance system according to one of technical ideas 5 to 8, The foot sensor includes a foot camera that maps an area including the brake pedal and accelerator pedal, and The controller is configured to obtain data indicating foot movement by analyzing an image from the foot camera.

[0152] (Technical Idea 10) In the driver assistance system according to one of technical ideas 1 to 9, The motion sensor includes a pressure sensor (13D) that detects pressure acting on the seat surface of a driver's seat, and The controller is configured to determine that the preparation action has been carried out based on the fact that the pressure has changed in a predefined pattern.

[0153] (Technical Idea 11) In the driver assistance system according to one of technical ideas 1 to 10 The motion sensor includes a head sensor (13F) that generates and outputs data about movement of the driver's head, and Is the controller configured to: based on the head movement data output by the head sensor, to determine whether the head has moved in a predefined pattern within the determination period; and Based on the fact that the head moved within the specified pattern during the determination period, it can be determined that the preparatory action was carried out.

[0154] (Technical Idea 12) In the driver assistance system according to one of technical ideas 1 to 11 The motion sensor includes a hand sensor (13E) that generates and outputs data about movement of the driver's hand, and Is the controller configured to: based on the data about hand movement output by the hand sensor, to determine whether the hand has moved in a predetermined pattern within the determination period; and Based on the fact that the hand moved in the specified pattern within the determination period, it can be determined that the preparatory action was carried out.

[0155] (Technical Idea 13) The driver assistance system according to one of technical ideas 1 to 12 further includes: a line-of-sight detector that detects the driver's line-of-sight direction, with the controller configured such that: The execution time of the assistance control can be set to any of a standard time, a late time, and an early time; the controller sets the execution time of the assistance control to the late time when the specific preparatory action has been carried out; and The controller sets the execution time of the assistance control to the early time when the object that may collide with the vehicle is in the driver's line of sight and no preparatory action has been detected.

[0156] (Technical Idea 14) The driver assistance system according to one of technical ideas 1 to 13 further includes: a vehicle condition sensor (12) that generates and outputs data indicating the condition of the vehicle, where the controller is configured to: to determine a driving scene from an output signal of the vehicle status sensor; and to change the activated motion sensor according to the driving scene.

[0157] (Technical Idea 1A) A driver assistance system includes: an external sensor (11) that detects an environment around a vehicle; a motion sensor (13) that detects the movement of a driver; and a controller (31) that performs behavior control for the vehicle to avoid a collision with an object, wherein the behavior control includes steering control or braking control, where the controller is configured to: to determine whether a current situation is a risk situation or not in which there is a possibility of collision with the object, based on an output signal from the external sensor; to control behavior based on the determination that the current situation is the risk situation; to determine whether or not the driver has taken a preparatory action to avoid the collision, based on an output signal from the motion sensor; and to change an operational pattern of behavior control depending on whether the preparatory action was carried out within a predetermined time period or not.

[0158] (Technical Idea 1B) A driver assistance procedure to avoid a collision between a vehicle and an object includes: Determine whether a current situation is a risk situation or not in which there is a possibility of collision with the object, based on an output signal from an external sensor that detects an environment around a vehicle; Executing a behavioral control for the vehicle to avoid a collision with the object, based on the determination that the current situation is the risk situation, wherein the behavioral control includes a steering control or a braking control; Determine whether or not a preparatory action to avoid the collision was taken by the driver, based on an output signal from a motion sensor that detects the driver's movement; and Changing an operational pattern of behavior control depending on whether the preparatory action was carried out within a predetermined time period or not.

[0159] (Technical Idea 1C) A program contains instructions that cause a computer to perform the following: Determine whether a current situation is a risk situation in which there is a possibility of collision with an object, based on an input signal from an external sensor that detects an environment around a vehicle; Executing a behavioral control for the vehicle to avoid a collision with the object, based on the determination that the current situation is the risk situation, wherein the behavioral control includes a steering control or a braking control; Determine whether a preparatory action to avoid a collision was performed by a driver, based on an input signal from a motion sensor that detects the driver's movement; and Changing an operational pattern of behavior control depending on whether the preparatory action was carried out within a predetermined time period or not. < Annex (2)>

[0160] The various flowcharts shown in this disclosure are all examples, and the number of steps in the flowcharts and the execution order of processes can be changed as needed. The controls shown in the respective flowcharts can be executed in combination / in parallel to the extent that no contradiction occurs. The terms obtaining, determining, acquiring, generating, and calculating can be used interchangeably. The obtaining of some data by a device involves the generation of such data by the device based on a signal input from another device / sensor.

[0161] The devices, systems, and methods described in this disclosure can be provided by a dedicated computer comprising a processor programmed to perform one or more functions embodied by a computer program. The devices and methods described in this disclosure can be provided using a dedicated hardware logic circuit. The devices and methods described in this disclosure can be provided by one or more dedicated computers comprising a processor executing a computer program in combination with one or more hardware logic circuits. The processor can be any computing core, such as a CPU, an MPU, a GPU, or a DFP (Data Flow Processor).Some or all of the functions provided by Processor 31 can be implemented in hardware. Some or all of the functions provided by Processor 31 can be implemented using any system-on-a-chip (SoC), integrated circuit (IC), or field-programmable gate array (FPGA).

[0162] A computer program contains instructions that are executed by a computer. The computer program can be stored on a computer-readable, non-volatile, tangible storage medium. The storage medium for the computer program can vary, including hard disk drive (HDD), solid-state drive (SSD), and flash memory. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] JP 2023-076990

[0001] JP 4534789

[0004] < / wirkung> < / operationsbeispiele>

Claims

[1] Driver assistance system comprising: an external sensor (11) that detects an environment around a vehicle; a motion sensor (13) that detects the movement of a driver; and a controller (31) that performs an assistance control for the vehicle to avoid a collision with an object, where the controller is configured to: to determine whether a current situation is a risk situation or not in which there is a possibility of collision with the object, based on an output signal from the external sensor; to execute the assistance control based on the determination that the current situation is the risk situation; to determine whether or not the driver has taken a preparatory action to avoid the collision, based on an output signal from the motion sensor; and to change the execution time of the assistance control depending on whether the preparatory action was carried out within a specified time period or not. [2] Driver assistance system according to claim 1, wherein the motion sensor is configured to detect the preparation action of several types, and The controller is configured to control the execution time such that the execution time of the assistance control is earlier if the preparation action was not performed within the target time period than if the preparation action was performed within the target time period. [3] Driver assistance system according to claim 1, wherein the motion sensor is configured to be able to detect the preparation action of several types, and the controller is configured to: to set the execution time in such a way that the execution time of the assistance control is later if the preparatory action was carried out within the target time period than if the preparatory action was not carried out within the target time period; and to change the degree of lateness of execution depending on the type of preparatory action the driver has performed, [4] Driver assistance system according to claim 3, wherein A risk perception level is defined for each preparatory action, and The driver assistance system is configured to control the execution time of the assistance control if the preparatory action was carried out within the specified time period, so that the higher the risk perception level set for the preparatory action that was carried out, the later the execution time of the assistance control is. [5] Driver assistance system according to claim 1, wherein The motion sensor includes a foot sensor (13X) that generates and outputs data about the driver's foot movement, and The controller is configured to determine whether the preparation action has been performed, based on the data about foot movement output by the foot sensor. [6] Driver assistance system according to claim 5, wherein The foot sensor includes a sensor that generates data indicating the amount of pressure applied to the accelerator pedal and the amount of pressure applied to the brake pedal, and The controller is configured to determine that the preparatory action has been performed based on the fact that the amount of depressing the accelerator or brake pedal has changed in a predefined pattern. [7] Driver assistance system according to claim 5, wherein The foot sensor includes a foot position sensor that detects the position of the foot. The controller is configured to determine that the preparatory action has been performed, based on the fact that the position of the foot has changed in a predefined pattern. [8] Driver assistance system according to claim 7, wherein The foot sensor includes a sensor that generates data indicating the amount of pressure applied to the accelerator pedal and the amount of pressure applied to the brake pedal. the controller is configured to: If the depressor and brake pedal values ​​are less than or equal to predefined values, the foot position sensor should be able to determine, using a reading from the foot position sensor, whether the preparatory action has been performed or not. If the amount of depressurization of the accelerator or brake pedal exceeds the specified value, without using the measurement result of the foot position sensor to determine whether the preparatory action has been carried out or not, based on time series data of the amounts of depressurization of the accelerator and brake pedals. [9] Driver assistance system according to claim 5, wherein The foot sensor includes a foot camera that maps an area including the brake pedal and accelerator pedal, and the controller is configured to obtain data indicating foot movement by analyzing an image from the foot camera. [10] Driver assistance system according to claim 1, wherein The motion sensor includes a pressure sensor (13D) that detects pressure acting on the seat surface of a driver's seat, and The controller is configured to determine that the preparation action has been carried out based on the fact that the pressure has changed in a predefined pattern. [11] Driver assistance system according to claim 1, wherein The motion sensor includes a head sensor (13F) that generates and outputs data about movement of the driver's head, and the controller is configured to: based on the head movement data output by the head sensor, to determine whether the head has moved in a predefined pattern within the determination period; and Based on the fact that the head moved within the specified pattern during the determination period, it can be determined that the preparatory action was carried out. [12] Driver assistance system according to claim 1, wherein The motion sensor includes a hand sensor (13E) that generates and outputs data about movement of the driver's hand, and the controller is configured to: based on the data about hand movement output by the hand sensor, to determine whether the hand has moved in a predetermined pattern within the determination period; and Based on the fact that the hand moved in the specified pattern within the determination period, it can be determined that the preparatory action was carried out. [13] Driver assistance system according to claim 1, further comprising a line-of-sight detector that captures the driver's line-of-sight direction, where the controller is configured such that: The execution time of the assistance control can be set to any of a standard time, a late time, and an early time; the controller sets the execution time of the assistance control to the late time when the specific preparatory action has been carried out; and The controller sets the execution time of the assistance control to the early time when the object that may collide with the vehicle is in the driver's line of sight and no preparatory action has been detected. [14] Driver assistance systems for a vehicle to avoid a collision with an object, comprising: Determine whether a current situation is a risk situation in which there is a possibility of collision with the object, based on an output signal from an external sensor that detects an environment around the vehicle; Executing an assistance control for the vehicle to avoid collision with the object, based on the determination that the current situation is the risk situation; Determine whether or not a preparatory action to avoid the collision was taken by the driver, based on an output signal from a motion sensor that detects the driver's movement; and Changing the execution time of the assistance control depending on whether the preparatory action was carried out within a specified time period or not. [15] A program that contains instructions that cause a computer to perform the following: Determine whether a current situation is a risk situation in which there is a possibility of collision with an object, based on an input signal from an external sensor that detects an environment around a vehicle; Executing an assistance control for the vehicle to avoid collision with the object, based on the determination that the current situation is the risk situation; Determine whether a preparatory action to avoid a collision was performed by a driver, based on an input signal from a motion sensor that detects the driver's movement; and Changing the execution time of the assistance control depending on whether the preparatory action was carried out within a specified time period or not. [16] Driving assistance device comprising: a communication unit (34) for communicating with another device; and a controller (31) that performs an assistance control for a vehicle to avoid a collision with an object based on data received by the communication unit, where the controller is configured to: to obtain a data set from an external sensor that detects the environment around the vehicle by means of the communication unit; to determine whether a current situation is a risk situation or not in which there is a possibility of collision with the object, based on an output signal from the external sensor; to execute the assistance control based on the determination that the current situation is the risk situation; to obtain a recording result from a motion sensor that detects a movement of the driver by means of the communication unit; to determine whether or not the driver performed a preparatory action to avoid the collision, based on the motion sensor's detection result; and to change the execution time of the assistance control depending on whether the preparatory action was carried out within a specified time period or not. [17] Driving assistance device comprising: a communication unit (34) for communicating with another device; and a controller (31) that performs behavior control for a vehicle to avoid a collision with an object, based on data received by the communication unit, wherein the behavior control includes steering control or braking control, where the controller is configured to: to obtain a data set from an external sensor that detects the environment around the vehicle by means of the communication unit; to determine whether a current situation is a risk situation or not in which there is a possibility of collision with the object, based on an output signal from the external sensor; to initiate behavioral control based on the determination that the current situation is the risk situation; to obtain a recording result from a motion sensor that detects a movement of the driver by means of the communication unit; to determine whether or not the driver performed a preparatory action to avoid the collision, based on the motion sensor's detection result; and to change an operational pattern of behavior control depending on whether the preparatory action was carried out within a predetermined time period or not.

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