JP2016117319A - Drive assistance device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a drive assistance device that is able to prevent the own vehicle from being collided with a following vehicle due to the actuation of an automatic brake.SOLUTION: If an obstacle OB present ahead of a vehicle 1 is detected and there is a possibility that the vehicle 1 may collide with the obstacle OB, it is determined whether a following vehicle RC is detected behind the vehicle 1. If a following vehicle RC is not detected or if a following vehicle RC is detected behind the vehicle 1 but a distance between the following vehicle RC and the vehicle 1 is greater than a predetermined distance, a brake is automatically applied to the vehicle 1. Conversely if a following vehicle RC is detected behind the vehicle 1, a distance between the following vehicle RC and the vehicle 1 is equal to or less than the predetermined distance, and there is a possibility that the following vehicle RC may collide with the vehicle 1, the application of the automatic brake is restricted.SELECTED DRAWING: Figure 3

Description

  The present invention relates to a driving support device that supports driving of a vehicle.

  2. Description of the Related Art Conventionally, a driving assistance device that is mounted on a vehicle such as an automobile and avoids or reduces a collision with an obstacle ahead of the host vehicle is known.

  In the driving support device, for example, the distance from the vehicle to the obstacle is detected by a laser radar, and a predicted time to collision (TTC) is calculated based on the distance and the relative speed between the vehicle and the obstacle. . When the collision prediction time reaches a predetermined time and the possibility of collision between the vehicle and the obstacle becomes high, the driver is notified of the possibility of collision by an alarm, or a relatively strong automatic brake is applied, and the vehicle A stop lamp (brake lamp) arranged at the tail of the lamp is turned on or both of them are performed.

JP 2013-216327 A

  However, when a relatively strong automatic brake is activated, there is a risk that the host vehicle will be collided with a succeeding vehicle.

  For example, when the preceding vehicle (own vehicle) approaches the ETC (Electronic Toll Collection System) gate, even if the ETC bar goes down, the ETC bar goes up when the preceding vehicle approaches the ETC bar. Predicts that the preceding vehicle will not decelerate and may not slow down the vehicle. In this case, if a relatively strong automatic brake for avoiding a collision with the ETC bar is applied to the preceding vehicle, the brake operation of the succeeding vehicle is delayed, and the preceding vehicle may collide with the succeeding vehicle.

  The objective of this invention is providing the driving assistance device which can suppress that the own vehicle is collided with the following vehicle by the action | operation of an automatic brake.

  In order to achieve the above object, a driving support apparatus according to the present invention is a driving support apparatus that is mounted on a vehicle and supports driving of the vehicle, and detects an obstacle existing in front of the vehicle. The vehicle brake is automatically activated when there is a possibility of collision between the vehicle, the vehicle detection device for detecting a vehicle behind the vehicle, and the vehicle and the obstacle detected by the vehicle obstacle detection device. The automatic brake means to be operated and the suppression means for suppressing the operation of the brake by the automatic brake means when there is a possibility that the succeeding vehicle detected by the following vehicle detecting means may collide with the vehicle.

  According to this configuration, when an obstacle existing in front of the vehicle (own vehicle) is detected and the own vehicle may collide with the obstacle, the brake of the vehicle is automatically activated. This automatic braking can suppress (avoid or reduce) the collision between the host vehicle and the obstacle.

  However, if a strong automatic brake is activated, such as when a subsequent vehicle approaches the host vehicle from behind, the host vehicle may collide with the subsequent vehicle. Therefore, when a subsequent vehicle existing behind the host vehicle is detected and there is a possibility that the subsequent vehicle may collide with the host vehicle due to the automatic brake, the operation of the automatic brake is suppressed. Thereby, it can suppress that the own vehicle is collided with the succeeding vehicle due to the operation of the automatic brake.

  As a result, it is possible to suppress a collision with an obstacle ahead and a rear-end collision by a following vehicle with a good balance.

  The suppression means may prohibit the operation of the brake by the automatic brake means when the subsequent vehicle detected by the subsequent vehicle detection means may collide with the vehicle. May be reduced.

  The automatic brake means automatically activates a relatively weak brake when there is a possibility of collision between the vehicle and the obstacle detected by the obstacle detection means, and the possibility is relatively low. When the possibility is relatively high, the relatively strong brake is automatically activated, and the restraining means does not activate the relatively weak brake, and there is a possibility of collision between the vehicle and the obstacle. When an obstacle suddenly appears in the strong brake operation region determined to be high and there is a possibility that the following vehicle may collide with the vehicle, the operation of the brake by the automatic brake means may be suppressed.

  When the vehicle approaches an obstacle ahead as it travels and the obstacle enters the strong brake operation area, the driver of the following vehicle recognizes the presence of the obstacle and moves to the preceding vehicle (own vehicle). In order to avoid the rear-end collision, the driver of the succeeding vehicle is relatively likely to apply the brake. On the other hand, for example, when the ETC bar goes down when the host vehicle reaches the ETC gate and the ETC bar suddenly appears in the strong brake operation region, the driver of the following vehicle predicts that the ETC bar goes up. There is a good chance that the brake will not be applied.

  Therefore, if it is determined that the collision probability between the vehicle and the obstacle is relatively high after the host vehicle approaches the obstacle as the vehicle travels and the relatively weak brake is activated, the automatic brake is By operating without being suppressed, it is possible to effectively suppress the collision between the host vehicle and the obstacle. On the other hand, when an obstacle suddenly appears in the strong brake operating area when the relatively weak brake is not operated, the operation of the automatic brake is suppressed, and the host vehicle is collided with the following vehicle. Can be effectively suppressed.

  ADVANTAGE OF THE INVENTION According to this invention, the collision with a front obstacle and the rear-end collision by a succeeding vehicle can be suppressed with sufficient balance.

It is a block diagram which shows the principal part of the electrical constitution of the vehicle 1 by which the driving assistance device which concerns on one Embodiment of this invention is mounted. It is a flowchart which shows the flow of automatic brake control. It is a figure which shows an example of the driving | running | working condition of a vehicle. It is a figure which shows the example of a setting of the distance used as the threshold value of determination of whether to suppress an automatic brake. It is a flowchart which shows the flow of the automatic brake control which concerns on a modification.

  Hereinafter, embodiments of the present invention will be described in detail with reference to the accompanying drawings.

<Electric configuration of vehicle>

  FIG. 1 is a block diagram showing a main part of an electrical configuration of a vehicle 1 on which a driving support device according to an embodiment of the present invention is mounted.

  The vehicle 1 is an automobile having an engine and / or motor as a drive source, and includes a brake actuator 2 and a stop lamp (brake lamp) 3.

  Each wheel of the vehicle 1 is provided with a brake. The brake actuator 2 includes a valve for controlling the hydraulic pressure supplied to each brake (cylinder). The hydraulic pressure is input from the brake master cylinder to the brake actuator 2, and the hydraulic pressure is distributed from the brake actuator 2 to each brake, whereby braking force is applied from each brake to the wheel.

  The stop lamp 3 is disposed at the tail end of the vehicle 1 and is turned on / off to notify the operation / non-operation of the brake.

  Further, the vehicle 1 is provided with a plurality of ECUs (Electronic Control Units) in order to control each part. The plurality of ECUs include a brake ECU 11 and a PCS (Pre-Crash Safety) ECU 12. Each ECU is composed of a CPU, a memory, and the like, and is connected so as to be capable of bidirectional communication using, for example, a CAN (Controller Area Network) communication protocol.

  A vehicle speed sensor 21 and a brake sensor 22 are connected to the brake ECU 11. The vehicle speed sensor 21 outputs a pulse signal synchronized with the rotation of the wheel, and the brake ECU 11 converts the frequency of the pulse signal input from the vehicle speed sensor 21 into a vehicle speed. The brake sensor 22 outputs a signal corresponding to the amount of operation of the brake pedal disposed in the vehicle interior, and the brake ECU 11 acquires the amount of operation of the brake pedal based on the signal input from the brake sensor 22. .

  The brake ECU 11 controls the brake actuator 2 and the like based on the vehicle speed, the operation amount of the brake pedal, various information input from other ECUs, etc., and the vehicle 1 is kept in a state where the posture of the vehicle 1 is kept stable. The braking force applied to the wheel from each brake is controlled so as to be braked. Further, the brake ECU 11 controls the drive circuit of the stop lamp 3 to light the stop lamp 3 in a state where the operation amount of the brake pedal is equal to or larger than a predetermined amount and an automatic brake described later is operating.

  A forward obstacle detection sensor 23 and a following vehicle detection sensor 24 are connected to the PCSECU 12. The front obstacle detection sensor 23 is a sensor that is disposed in the front portion of the vehicle 1 and detects an obstacle in a detection area in front of the vehicle 1. The subsequent vehicle detection sensor 24 is a sensor that is disposed at the rear of the vehicle 1 and detects a subsequent vehicle in a detection area behind the vehicle 1. As the front obstacle detection sensor 23 and the following vehicle detection sensor 24, for example, a laser radar, a millimeter wave radar, an ultrasonic sensor, a monocular camera, or a stereo camera can be appropriately selected and employed. In this embodiment, a laser radar and an ultrasonic sensor are employed for the front obstacle detection sensor 23 and the following vehicle detection sensor 24, respectively.

<Automatic brake control>

  FIG. 2 is a flowchart showing the flow of automatic brake control. FIG. 3 is a diagram illustrating an example of the traveling state of the vehicle 1. FIG. 4 is a diagram illustrating an example of setting a distance that is a threshold for determining whether to suppress automatic braking.

  The PCSECU 12 repeatedly executes the automatic brake control routine shown in FIG. 2 while the vehicle 1 is traveling.

  In the automatic brake control, whether or not an obstacle OB is detected in front of the vehicle 1 based on a signal input from the front obstacle detection sensor 23 by the PCSECU 12, that is, a detection area FA of the front obstacle detection sensor 23. It is confirmed whether or not the obstacle OB exists in the inside (step S1).

  As shown in FIG. 3, when an obstacle OB exists in the detection area FA of the forward obstacle detection sensor 23 (YES in step S1), the PCSECU 12 displays TTC (Time To Collision: predicted collision time). Calculation is performed (step S2). TTC is a value obtained by dividing the distance from the vehicle 1 to the obstacle OB by the relative speed between the vehicle 1 and the obstacle OB, and is an index representing the time until the vehicle 1 and the obstacle OB collide. When the front obstacle detection sensor 23 is a laser radar, the distance from the vehicle 1 to the obstacle OB and the relative speed between the vehicle 1 and the obstacle OB are determined after the front obstacle detection sensor 23 outputs a laser beam. It is obtained based on the time until the reflected light from the object OB is received and the vehicle speed input from the brake ECU 11.

  Then, the PCSECU 12 determines whether or not TTC is equal to or less than a predetermined first time (step S3). The first time is set to a time (0.7 to 1.5 sec) required for the vehicle 1 to stop when the vehicle 1 decelerates from the current vehicle speed at the first target deceleration, for example. The first target deceleration is a deceleration generated in the vehicle 1 by a relatively strong brake, and is set to 0.6 G, for example.

  When TTC is larger than the first time (NO in step S3), the PCSECU 12 determines whether or not TTC is equal to or shorter than the second time (step S4). The second time is set to a value (for example, 1.5 to 2.0 sec) larger than the first time.

  If TTC is equal to or shorter than the second time (YES in step S4), whether or not the subsequent vehicle RC is detected behind the vehicle 1 based on the signal input from the subsequent vehicle detection sensor 24 by the PCSECU 12, that is, It is confirmed whether or not the subsequent vehicle RC exists in the detection area RA of the subsequent vehicle detection sensor 24 (step S5).

  As shown in FIG. 3, when the subsequent vehicle RC exists in the detection area RA of the subsequent vehicle detection sensor 24 (YES in step S <b> 5), the PCSECU 12 determines that the vehicle 1 is smaller than the first target deceleration. A request for operating a relatively weak automatic brake (weak brake operation request) is transmitted to the brake ECU 11 so as to decelerate at a target deceleration, for example, a deceleration smaller than 0.2 G (step S6).

  In response to the weak brake operation request, the brake ECU 11 controls the brake actuator 2 and the like, and a low hydraulic pressure is input from the brake master cylinder to the brake actuator 2 regardless of the operation of the brake pedal. By distributing to the brakes, a weak braking force is automatically applied from each brake to the wheels (automatic brake operation). As a result, the vehicle 1 slowly decelerates. Further, the brake ECU 11 controls the drive circuit of the stop lamp 3, and the stop lamp 3 is turned on. As a result, the driver of the succeeding vehicle RC can be made aware that the automatic brake is operating on the vehicle 1 and can be urged to operate the brake.

  After the weak brake operation request, the automatic brake control routine is temporarily terminated. Thereafter, an automatic brake control routine is newly started, and the PCSECU 12 confirms whether an obstacle OB is detected in front of the vehicle 1 based on a signal input from the front obstacle detection sensor 23. (Step S1).

  If the obstacle OB is detected in front of the vehicle 1 (YES in step S1) even after the automatic brake control routine is newly started, the TTC is calculated again by the PCSECU 12 (step S2), It is determined whether the calculated TTC is equal to or shorter than the first time (step S3). And while TTC is larger than 1st time (NO of step S3), it is below 2nd time (YES of step S4), and the state where the following vehicle RC is detected continues (YES of step S5). Each time the routine is executed, a weak brake operation request is transmitted from the PCSECU 12 to the brake ECU 11 (step S6).

  If the TTC has dropped below the first time because the vehicle 1 has approached the obstacle OB (YES in step S3), the PCSECU 12 moves the rear of the vehicle 1 based on the signal input from the following vehicle detection sensor 24. It is confirmed whether or not the succeeding vehicle RC is detected (step S7).

  When the following vehicle is detected (YES in step S7), the PCSECU 12 determines the inter-vehicle distance and the relative speed between the vehicle 1 and the following vehicle RC. When the subsequent vehicle detection sensor 24 is an ultrasonic sensor, the inter-vehicle distance and relative speed between the vehicle 1 and the subsequent vehicle RC are received from the reflected wave at the obstacle OB after the subsequent vehicle detection sensor 24 outputs an ultrasonic wave. It is obtained based on the time until the start and the vehicle speed input from the brake ECU 11. Then, the PCSECU 12 determines whether or not the inter-vehicle distance between the vehicle 1 and the following vehicle RC is equal to or less than a predetermined distance (step S8).

  The memory of the PCSECU 12 stores a map that defines the relationship between the relative speed of the vehicle 1 and the following vehicle RC and a predetermined distance. In this map, as shown in FIG. 4, the relative speed between the vehicle 1 and the following vehicle RC when the following vehicle RC approaches the vehicle 1 is positive, and the predetermined distance increases as the relative speed increases. In addition, the relationship between the relative speed and the predetermined distance is set. The map is prepared for each predetermined vehicle speed range, and is created so that the predetermined distance when the relative speed is 0 is set to a larger value as the vehicle speed of the vehicle 1 is higher. When determining whether the inter-vehicle distance between the vehicle 1 and the following vehicle RC is equal to or less than a predetermined distance, the PCSECU 12 refers to the map and sets a predetermined distance according to the relative speed of the vehicle 1 and the following vehicle RC. .

  If the following vehicle RC is not detected (NO in step S7), or if the inter-vehicle distance between the vehicle 1 and the following vehicle RC is greater than the predetermined distance (NO in step S8), the PCSECU 12 causes the vehicle 1 to A request for operating a relatively strong automatic brake (strong brake operation request) is transmitted to the brake ECU 11 so as to decelerate at a third target deceleration greater than the one target deceleration (step S9). Then, the automatic brake control routine ends.

  In response to the strong brake operation request, the brake ECU 11 controls the brake actuator 2 and the like, and high hydraulic pressure is input from the brake master cylinder to the brake actuator 2 regardless of the operation of the brake pedal. Accordingly, a strong braking force is automatically applied from each brake to the wheel (automatic brake operation). Thereby, the vehicle 1 decelerates rapidly. Further, the brake ECU 11 controls the drive circuit of the stop lamp 3, and the stop lamp 3 is turned on.

  After the strong brake operation request, the automatic brake control routine is temporarily terminated. Thereafter, an automatic brake control routine is newly started, and the PCSECU 12 confirms whether an obstacle OB is detected in front of the vehicle 1 based on a signal input from the front obstacle detection sensor 23. (Step S1).

  If the obstacle OB is detected in front of the vehicle 1 (YES in step S1) even after the automatic brake control routine is newly started, the TTC is calculated again by the PCSECU 12 (step S2), It is determined whether the calculated TTC is equal to or shorter than the first time (step S3). Then, TTC is equal to or shorter than the first time (YES in step S3), and the state where the following vehicle RC is not detected continues (NO in step S7), or the distance between the vehicle 1 and the following vehicle RC is a predetermined distance. While the larger state continues (NO in step S8), every time the routine is executed, a strong brake operation request is transmitted from the PCSECU 12 to the brake ECU 11 (step S9).

  On the other hand, when the inter-vehicle distance between the vehicle 1 and the following vehicle RC is equal to or smaller than the predetermined distance (YES in step S8), even if TTC is equal to or shorter than the first time, the PCSECU 12 activates a relatively strong automatic brake. The request is not transmitted to the brake ECU 11 (step S10), and the automatic brake control routine is terminated.

  In this case, the operation of the relatively strong automatic brake is substantially prohibited. As a result, if the relatively weak automatic brake is operated, the strength of the automatic brake is suppressed. If the relatively weak automatic brake is not operating, the operation of the automatic brake is prohibited until at least TTC becomes larger than the first time.

  When the automatic brake control routine is newly started, if no obstacle OB is detected in front of the vehicle 1 (NO in step S1), the PCSECU 12 issues a command to the brake ECU 11 to release the automatic brake operation. This is transmitted (step S11), and the automatic brake control routine is terminated. In addition, an automatic brake control routine is newly started and an obstacle OB is detected in front of the vehicle 1, but if the TTC is greater than the second time (NO in step S4), or the following vehicle RC is detected. If not (NO in step S5), the PCSECU 12 transmits a command to release the operation of the automatic brake to the brake ECU 11 (step S11), and the automatic brake control routine is ended. When a command for releasing the operation of the automatic brake is input to the brake ECU 11, when the relatively weak automatic brake or the relatively strong automatic brake is operating, the brake ECU 2 is controlled by the brake ECU 11, The automatic brake is released.

  Note that a weak brake operation request is transmitted from the PCSECU 12 to the brake ECU 11 each time the routine is repeatedly executed while the TTC is within the range of the first time to the second time and the subsequent vehicle RC is detected. The configuration that will be taken up. However, once the weak brake operation request is transmitted, the weak brake operation request is transmitted even if the TTC is within the range of the first time to the second time and the state where the succeeding vehicle RC is detected continues. Instead, a configuration may be adopted in which the weak brake is continuously operated until a command for releasing the operation of the automatic brake is transmitted from the PCSECU 12 to the brake ECU 11. In this case, for example, when a weak brake operation request is transmitted to the routine shown in FIG. 2, 1 is set in the flag provided in the memory of the PCSECU 12, and while the flag is set to 1, TTC Is within the range of the first time to the second time, and even when the succeeding vehicle RC is detected, the weak brake operation request is not transmitted, and the command to cancel the operation of the automatic brake is transmitted. A process for resetting the flag to 0 may be added.

  The same applies to the strong brake operation request. For example, when a strong brake operation request is transmitted to the routine shown in FIG. 2, 1 is set to the flag provided in the memory of the PCSECU 12, and 1 is set to the flag. During this time, even if the TTC is equal to or shorter than the first time and the distance between the vehicle 1 and the following vehicle RC is greater than the predetermined distance, the strong brake operation request is not transmitted and the automatic brake is activated. When a command to cancel is transmitted, a process for resetting the flag to 0 may be added.

  In addition, according to the map shown in FIG. 4, a predetermined distance according to the relative speed of the vehicle 1 and the subsequent vehicle RC is set, but the predetermined distance is constant regardless of the relative speed of the vehicle 1 and the subsequent vehicle RC. There may be.

<Effect>

  As described above, when the obstacle OB existing in front of the vehicle 1 is detected, the TTC is equal to or shorter than the second time, and the vehicle 1 may collide with the obstacle OB, the vehicle 1 is braked. Hung automatically. This automatic brake can suppress (avoid or reduce) the collision between the vehicle 1 and the obstacle OB.

  However, as shown in FIG. 3, when a strong automatic brake is activated, for example, when the succeeding vehicle RC is approaching the vehicle 1 from behind, the vehicle 1 may collide with the succeeding vehicle RC. Therefore, the succeeding vehicle RC existing behind the vehicle 1 is detected, and the inter-vehicle distance between the succeeding vehicle RC and the vehicle 1 is not more than a predetermined distance, and the succeeding vehicle RC collides with the vehicle 1 due to automatic braking. When there is a possibility, the operation of the automatic brake is suppressed. Thereby, it can suppress that the vehicle 1 collides with the succeeding vehicle RC due to the action | operation of an automatic brake.

  As a result, the collision with the obstacle OB ahead and the rear-end collision by the following vehicle RC can be suppressed with a good balance.

<Modification>

  FIG. 5 is a flowchart showing a flow of automatic brake control according to the modification. In FIG. 5, steps corresponding to the steps shown in FIG. 2 are given the same step numbers as those steps. In the following, only the difference between the automatic brake control shown in FIG. 5 and the automatic brake control shown in FIG. 2 will be described.

  In the automatic brake control routine shown in FIG. 5, in response to the transmission of the weak brake operation request (step S6), the obstacle flag provided in the memory of the PCSECU 12 is set in the automatic brake control routine shown in FIG. A process for setting 1 (step S21), a process for resetting the obstacle flag to 0 (step S22) in response to transmission of a command for releasing the operation of the automatic brake (step S11), If it is less than the time (YES in step S3), a process (step S23) for determining whether or not the obstacle flag is reset to 0 is added.

  The TTC is equal to or shorter than the first time (YES in step S3), the obstacle flag is reset to 0 (YES in step S23), and the inter-vehicle distance between the vehicle 1 and the following vehicle RC is equal to or smaller than the predetermined distance. In this case (YES in step S8), the operation of a relatively strong automatic brake is prohibited (step S10). On the other hand, when 1 is set in the obstacle flag (NO in step S23), a strong brake operation request is transmitted from the PCSECU 12 to the brake ECU 11 regardless of whether or not the following vehicle RC is detected ( Step S9).

  When the vehicle 1 approaches the obstacle OB ahead as the vehicle travels and the obstacle OB is detected in the strong brake operation region where the TTC is determined to be equal to or less than the first time, the driver of the following vehicle RC is obstructed. There is a relatively high possibility that the driver of the succeeding vehicle RC applies the brake in order to recognize the presence of the object OB and avoid a rear-end collision with the preceding vehicle (own vehicle). In that case, before the obstacle is detected in the strong brake operation region, it is determined that the TTC is equal to or less than the second time, the relatively weak automatic brake is operated, and the stop lamp 3 of the vehicle 1 is lit. Therefore, it is considered that the possibility that the driver of the succeeding vehicle RC applies the brake is relatively high. On the other hand, for example, when the vehicle 1 approaches the ETC gate, if the ETC bar goes down and the ETC bar suddenly appears in the strong brake operation region, the driver of the following vehicle RC predicts that the ETC bar goes up. There is a good chance that the brake will not be applied.

  Therefore, when the vehicle 1 approaches the obstacle OB as the vehicle travels and the relatively weak automatic brake is activated, and it is determined that the TTC is equal to or less than the first time, the relatively strong automatic brake is activated. Thus, the collision between the vehicle 1 and the obstacle OB can be effectively suppressed. On the other hand, when an obstacle OB such as an ETC bar suddenly appears in the strong brake operating region in a state where the relatively weak automatic brake is not operated, the operation of the relatively strong automatic brake is suppressed, It is possible to effectively suppress the own vehicle from colliding with the succeeding vehicle RC.

  Further, the processes of steps S4, S5 and S6 may be deleted from the automatic brake control routine shown in FIG. In this case, when it is determined in step S3 that TTC is equal to or shorter than the first time, it is confirmed whether or not the subsequent vehicle RC is detected behind the vehicle 1 (step S7), and TTC is less than the first time. If it is determined that it is larger, a command for releasing the operation of the automatic brake is transmitted to the brake ECU 11 (step S11), and the automatic brake control routine is ended.

  Furthermore, the processing of steps S4, S5, and S6 is deleted from the automatic brake control routine shown in FIG. 2, the TTC is equal to or shorter than the first time, and the distance between the vehicle 1 and the following vehicle RC is When the distance is equal to or smaller than the predetermined distance (YES in step S8), a process of transmitting a weak brake operation request from the PCSECU 12 to the brake ECU 11 may be performed instead of the process of step S10 (prohibition of strong brake).

  In addition, prior to the operation of the relatively weak automatic brake or the relatively strong automatic brake, even if the driver is notified of the possibility of a collision between the vehicle 1 and the obstacle by outputting an alarm sound and / or lighting an alarm lamp. Good.

  Further, the brake (automatically actuated brake) of the vehicle 1 may be an electric parking brake or a regenerative brake.

  In addition, various design changes can be made to the above-described configuration within the scope of the matters described in the claims.

DESCRIPTION OF SYMBOLS 1 Vehicle 2 Brake actuator 11 Brake ECU (automatic brake means)
12 PCSECU (automatic brake means, suppression means)
23 Front obstacle detection sensor (obstacle detection means)
24 Subsequent vehicle detection sensor (following vehicle detection means)
OB Obstacle RC Car

Claims (1)

A driving support device mounted on a vehicle and supporting driving of the vehicle,
Obstacle detection means for detecting an obstacle present in front of the vehicle;
Subsequent vehicle detection means for detecting a subsequent vehicle existing behind the vehicle;
Automatic braking means for automatically operating a brake of the vehicle when there is a possibility of collision between the vehicle and the obstacle detected by the obstacle detection means;
A driving support apparatus, comprising: a suppression unit that suppresses a brake operation by the automatic brake unit when a subsequent vehicle detected by the subsequent vehicle detection unit may collide with the vehicle.

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