Driver assistance devices

Abstract

This invention provides a driving assistance device that, in the presence of multiple blind spots, enables a vehicle to move to a position easily visually identifiable from vehicles potentially existing in each blind spot, thereby reducing the risk of accidents. The driving assistance device includes: a composite blind spot calculation unit that sets potential vehicles in each blind spot area (i.e., vehicle blind spot area) observed from the vehicle, and calculates a composite blind spot area formed by at least two of the blind spots observed from each potential vehicle (i.e., potential vehicle blind spot areas), wherein the vehicle blind spot area is generated by multiple obstructions present around the vehicle, and the potential vehicle blind spot area is generated by obstructions; and a driving condition setting unit that sets multiple routes for moving the vehicle out of the composite blind spot area, and sets driving conditions for the vehicle based on one of the multiple routes.

Description

Technical Field

[0001] This invention relates to a driving assistance device that assists in driving a vehicle by avoiding collisions with surrounding obstacles. Background Technology

[0002] In recent years, with the primary aim of reducing traffic accidents, the practical application of vehicles equipped with driver assistance functions such as Automatic Emergency Braking (AEB) has been promoted. Devices are known to assist vehicle driving by detecting obstacles around the vehicle based on information detected by various sensors such as external cameras and / or LiDAR (Light Detection and Ranging) installed on the vehicle, in order to avoid collisions. However, in traffic accidents, there are instances where vehicles suddenly rush out from blind spots, making it difficult to avoid them without anticipating the accident and taking preparatory actions such as slowing down.

[0003] In response to this, for example, Patent Document 1 discloses a vehicle control device that can appropriately control the vehicle when it is traveling in a blind spot. Specifically, Patent Document 1 discloses a vehicle control device that detects a blind spot area for the vehicle, determines the relative priority of the travel path of a moving object that may appear from the blind spot area and the travel path of the vehicle, and outputs a control signal for the vehicle based on the determined priority.

[0004] Existing technical documents

[0005] Patent documents

[0006] Patent Document 1: Japanese Patent Application Publication No. 2016-122308 Summary of the Invention

[0007] Technical issues

[0008] However, the vehicle control device in Patent Document 1 does not take into account the situation where there are multiple blind spots. Therefore, it is not possible to properly control the vehicle when multiple blind spots exist, and thus, if a vehicle or the like is present in any of the blind spots, the risk of collision with that vehicle or the like may not be reduced.

[0009] The present invention was made in view of the above-mentioned problems. The object of the present invention is to provide a driving assistance device that, in the presence of multiple blind spots, enables the vehicle to move to a position that is easily visually identifiable from vehicles that may exist in each blind spot, thereby reducing the risk of accidents.

[0010] Technical solution

[0011] To address the aforementioned problems, according to one aspect of the present invention, a driving assistance device is provided that assists in driving a vehicle, comprising: a synthetic blind spot calculation unit that sets potential vehicles in each of the vehicle's blind spot areas, which are blind spot areas observed from the vehicle, and calculates a synthetic blind spot area formed by at least two of the blind spot areas observed from each potential vehicle, i.e., potential vehicle blind spot areas, which are generated by multiple obstructions existing around the vehicle; and a driving condition setting unit that sets multiple routes for moving the vehicle out of the synthetic blind spot area, and sets the driving conditions of the vehicle based on one of the multiple routes.

[0012] Technical effect

[0013] According to the present invention as described above, in the presence of multiple blind spots, the vehicle can be moved to a position that is easily visually identifiable from vehicles that may exist in each blind spot, thereby reducing the risk of accidents. Attached Figure Description

[0014] Figure 1 This is a schematic diagram illustrating an example of the overall configuration of a vehicle equipped with driving assistance devices according to various embodiments of the present invention.

[0015] Figure 2 This is a block diagram illustrating an example of the configuration of a driving assistance device according to the first embodiment.

[0016] Figure 3 This is a flowchart illustrating the main routine of the control processing of the driving assistance device in this embodiment.

[0017] Figure 4 This is a flowchart illustrating an example of the synthetic blind spot region calculation processing of the driving assistance device according to this embodiment.

[0018] Figure 5 This is a flowchart illustrating an example of the driving condition setting process of the driving assistance device in this embodiment.

[0019] Figure 6 This is an explanatory diagram showing the blind spot area of ​​the vehicle in an applicable example of this embodiment.

[0020] Figure 7 This is an explanatory diagram illustrating a potential blind spot area for a vehicle in an applicable example of this embodiment.

[0021] Figure 8 This is an explanatory diagram showing the synthetic dead zone area in an applicable example of this embodiment.

[0022] Figure 9 This is an explanatory diagram illustrating a route selection method in an applicable example of this embodiment.

[0023] Figure 10 This is an explanatory diagram showing other synthetic dead zones in applicable examples of this embodiment.

[0024] Figure 11 This is a block diagram illustrating an example configuration of the driving assistance device according to the second embodiment.

[0025] Figure 12 This is a flowchart illustrating an example of the driving condition setting process of the driving assistance device in this embodiment.

[0026] Figure 13 This is an explanatory diagram showing the blind spot area of ​​the vehicle in an applicable example of this embodiment.

[0027] Figure 14 This is an explanatory diagram illustrating a route selection method in an applicable example of this embodiment.

[0028] Figure 15 This is an explanatory diagram showing the severity level of an accident in an applicable example of this embodiment.

[0029] Symbol Explanation

[0030] 1…Vehicle (this vehicle), 1aa, 1ab, 1ba, 1ca, 1cb, 1da, 1db, 1ea, 1fa, 1fb…Target location (this vehicle), 31…Surrounding environment sensor, 35…Vehicle status sensor, 41…Vehicle control unit, 50, 50A…Driver assistance device, 51…Control unit, 53…Storage unit, 55…Accident severity level database, 61…Surrounding environment detection unit, 63…Composite blind spot calculation unit, 65…Driving condition setting unit, 82a, 82b, 82c, 82d, 82e…Other vehicles ( Obstructions), 83a, 83b, 83c, 83d, 83e, 83f… Potential vehicles, 84a, 84b, 84c, 84d, 84e, 84f… Blind spots for this vehicle, 85a, 85b, 85c, 85d, 85e, 85f… Blind spots for potential vehicles, 86a, 86b, 86c, 86d, 86e, 86f… Combined blind spots, 87aa, 87ab, 87ba, 87ca, 87cb, 87da, 87db, 87ea, 87fa, 87fb… Route, 91… Buildings (obstructions) Detailed Implementation

[0031] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. It should be noted that in this specification and the accompanying drawings, the same symbols are used to denote constituent elements that have substantially the same functional structure, and repeated descriptions are omitted.

[0032] <1. Overall Composition of the Vehicle>

[0033] First, an example of the overall configuration of a vehicle to which the various embodiments of the present invention can be applied will be described.

[0034] Figure 1 This is a schematic diagram showing an example of the configuration of a vehicle 1 equipped with a driver assistance device 50.

[0035] Figure 1 The vehicle 1 shown is configured as a four-wheel drive vehicle that transmits the driving torque output from the driving power source 9 that generates the driving torque of the vehicle to the left front wheel 3LF, right front wheel 3RF, left rear wheel 3LR, and right rear wheel 3RR (hereinafter collectively referred to as "wheels 3" unless otherwise specified). The driving power source 9 can be an internal combustion engine such as a gasoline engine or a diesel engine, or a drive motor, or it can have both an internal combustion engine and a drive motor.

[0036] It should be noted that vehicle 1 may be, for example, an electric vehicle equipped with two drive motors, a front-wheel drive motor and a rear-wheel drive motor, or an electric vehicle equipped with drive motors corresponding to each wheel 3. Furthermore, in the case of vehicle 1 being an electric vehicle or a hybrid electric vehicle, vehicle 1 may be equipped with a secondary battery that stores electricity supplied to the drive motors, or a generator that generates electricity to charge the battery, and / or a fuel cell, etc.

[0037] As a device for driving control of vehicle 1, vehicle 1 includes a drive power source 9, an electric power steering system 15, and braking systems 17LF, 17RF, 17LR, and 17RR (hereinafter collectively referred to as "braking system 17" unless otherwise specified). The drive power source 9 outputs drive torque, which is transmitted to the front drive axle 5F and the rear drive axle 5R via a transmission (not shown) and / or a front wheel differential 7F and a rear wheel differential 7R. The drive of the drive power source 9 and / or the transmission is controlled by a vehicle control unit 41 comprising one or more electronic control units (ECUs).

[0038] An electric steering unit 15 is provided on the front drive axle 5F. The electric steering unit 15 includes an electric motor and / or gear mechanism (not shown), and adjusts the steering angles of the left front wheel 3LF and the right front wheel 3RF by being controlled by the vehicle control unit 41. In manual driving, the vehicle control unit 41 controls the electric steering unit 15 based on the driver's steering angle of the steering wheel 13. Additionally, in automatic driving, the vehicle control unit 41 controls the electric steering unit 15 based on a set driving trajectory.

[0039] Braking devices 17LF, 17RF, 17LR, and 17RR apply braking force to the drive wheels 3LF, 3RF, 3LR, and 3RR, respectively, for the front, rear, left, and right sides. Braking devices 17 are configured as hydraulic braking devices, for example, generating a predetermined braking force by controlling the hydraulic pressure supplied to each braking device 17 by the vehicle control unit 41. In the case of the vehicle 1 being an electric vehicle or a hybrid electric vehicle, braking devices 17 are used in conjunction with regenerative brakes based on a drive motor.

[0040] The vehicle control unit 41 includes: a drive power source 9 that outputs the drive torque of the vehicle 1; an electric steering device 15 that controls the steering angle of the steering wheel or steering wheels; and one or more electronic control devices that control the drive of the braking device 17, which controls the braking force of the vehicle 1. The vehicle control unit 41 may have the function of controlling the drive of a transmission that transmits the drive torque output from the drive power source 9 to the wheels 3 by changing the speed. The vehicle control unit 41 is configured to acquire information sent from the driver assistance device 50 and is configured to perform automatic driving control of the vehicle 1.

[0041] In addition, vehicle 1 is equipped with front-facing cameras 31LF and 31RF, a rear-facing camera 31R, a LiDAR (Light Detection and Ranging) sensor 31S, a vehicle status sensor 35, a GPS (Global Positioning System) sensor 37, and an HMI (Human Machine Interface) 43.

[0042] The front-facing cameras 31LF and 31RF, the rear-facing camera 31R, and the LiDAR 31S constitute an environment sensor for acquiring information about the surrounding environment of the vehicle 1. The front-facing cameras 31LF and 31RF and the rear-facing camera 31R capture images of the front or rear of the vehicle 1, generating image data. The front-facing cameras 31LF and 31RF and the rear-facing camera 31R are equipped with imaging elements such as CCD (Charged-Coupled Devices) or CMOS (Complementary Metal-Oxide-Semiconductor), and transmit the generated image data to the driver assistance device 50.

[0043] exist Figure 1In the vehicle 1 shown, although the front cameras 31LF and 31RF are configured as a stereo camera including a pair of left and right cameras, and the rear camera 31R is configured as a so-called monocular camera, they can also be either stereo cameras or monocular cameras. In addition to the front cameras 31LF and 31RF and the rear camera 31R, the vehicle 1 may also have, for example, a camera installed on the side mirrors 11L and 11R to capture images of the left or right rear.

[0044] The LiDAR 31S transmits optical waves and receives the reflected waves, detecting objects and their distances based on the time elapsed between transmitting the optical waves and receiving the reflected waves. The LiDAR 31S transmits the detection data to the driver assistance device 50. Furthermore, the vehicle 1 may also be equipped with one or more sensors, such as millimeter-wave radar or ultrasonic sensors, as environmental sensors to acquire information about the surrounding environment.

[0045] The vehicle status sensor 35 comprises at least one sensor that detects the operating state and behavior of the vehicle 1. For example, the vehicle status sensor 35 includes at least one of a steering angle sensor, a throttle position sensor, a brake travel sensor, a brake pressure sensor, and an engine speed sensor, detecting the operating state of the vehicle 1, such as the steering angle of the steering wheel or steering wheel, throttle opening, brake operation amount, or engine speed. Additionally, the vehicle status sensor 35 includes at least one of a vehicle speed sensor, an acceleration sensor, and an angular velocity sensor, detecting vehicle behavior such as vehicle speed, longitudinal acceleration, lateral acceleration, and yaw rate. The vehicle status sensor 35 sends sensor signals including the detected information to the driver assistance device 50.

[0046] GPS sensor 37 receives satellite signals from GPS satellites. GPS sensor 37 transmits the location information of vehicle 1 on the map data contained in the received satellite signals to driver assistance device 50. It should be noted that an antenna that receives satellite signals from other satellite systems used to determine the location of vehicle 1 may be used instead of GPS sensor 37.

[0047] HMI 43 is driven by driver assistance device 50 and provides various information to the driver through means such as image display and / or sound output. HMI 43 includes, for example, a display device installed in the dashboard and speakers installed in the vehicle. The display device may also be a display device for a navigation system. In addition, HMI 43 may also include a HUD (Head-Up Display) that displays the surrounding scenery of the vehicle 1 on the windshield.

[0048] <2. First Implementation>

[0049] Next, the driving assistance device 50 of the first embodiment will be described.

[0050] (2-1. Example of the configuration of a driver assistance device)

[0051] Figure 2 This is a block diagram showing an example of the configuration of the driving assistance device 50 according to this embodiment.

[0052] The driver assistance device 50 is connected directly or via communication units such as CAN (Controller Area Network) and LIN (Local Interconnect Network) to ambient environment sensors 31, vehicle status sensors 35, and GPS sensors 37. Additionally, the driver assistance device 50 is connected to a vehicle control unit 41 and an HMI 43. It should be noted that the driver assistance device 50 is not limited to electronic control units mounted in vehicle 1, but may also be a terminal device such as a smartphone and / or wearable device.

[0053] The driver assistance device 50 includes a control unit 51 and a storage unit 53. The control unit 51 is configured to include one or more processors such as CPUs. Part or all of the control unit 51 may be composed of updatable components such as firmware, or it may be a program module that executes according to instructions from the CPU. The storage unit 53 is composed of storage elements such as RAM (Random Access Memory) or ROM (Read Only Memory). The number and type of storage units 53 are not particularly limited. The storage unit 53 stores computer programs executed by the control unit 51, various parameters used for calculation and processing, detection data, and calculation results.

[0054] (2-2. Functional Composition of the Control Unit)

[0055] Next, the functional configuration of the control unit 51 of the driving assistance device 50 of this embodiment will be described in detail. The control unit 51 includes an ambient environment detection unit 61, a composite blind spot calculation unit 63, and a driving condition setting unit 65. The functions of these units are implemented by a processor executing a computer program. It should be noted that some or all of the ambient environment detection unit 61, the composite blind spot calculation unit 63, and the driving condition setting unit 65 may also be constructed in hardware.

[0056] (Surrounding Environment Monitoring Department)

[0057] The surrounding environment detection unit 61 detects the surrounding environment of the vehicle 1 based on detection data transmitted from the surrounding environment sensor 31. Specifically, the surrounding environment detection unit 61 performs image processing on image data transmitted from the front-facing cameras 31LF and 31RF and the rear-facing camera 31R, thereby using object detection technology to detect surrounding vehicles, people, bicycles, and other obstacles present around the vehicle 1. Additionally, the surrounding environment detection unit 61 detects obstacles based on detection data transmitted from the LiDAR 31S. Furthermore, the surrounding environment detection unit 61 calculates the positions of surrounding vehicles and / or people as observed from the vehicle 1, the distances from the vehicle 1 to the surrounding vehicles and / or people, and the relative speeds of the surrounding vehicles and / or people relative to the vehicle 1.

[0058] (Composite Dead Zone Calculation Department)

[0059] The composite blind spot calculation unit 63 assumes that there are potential vehicles in the vehicle blind spot areas that are each blind spot areas observed from the vehicle 1, and calculates a composite blind spot area formed by at least two of the potential vehicle blind spot areas that are each blind spot areas observed from the potential vehicles. The vehicle blind spot area is generated by multiple obstructions present around the vehicle 1, and the potential vehicle blind spot area is generated by the obstructions.

[0060] Specifically, the synthetic blind spot calculation unit 63 detects obstructions based on the detection results of the surrounding environment detection unit 61. While typical examples of obstructions include parked vehicles, side walls, hedges, and other structures, it is not limited to any obstruction that can block other vehicles, pedestrians, bicycles, or other moving objects from view. Furthermore, the synthetic blind spot calculation unit 63 can also detect obstructions using information about the vehicle's position on map data obtained via the GPS sensor 37, road information ahead in the direction of travel, and information obtained from information processing devices other than the vehicle. The synthetic blind spot calculation unit 63 sets blind spots for the vehicle as a result of each detected obstruction.

[0061] Furthermore, the synthetic blind spot calculation unit 63 sets potential vehicles in each of the pre-defined vehicle blind spot areas, and sets a blind spot area for each potential vehicle. A potential vehicle blind spot area is a blind spot area relative to that potential vehicle. A potential vehicle refers to a hypothetical vehicle that is not detected by the surrounding environment detection unit 61 or whose detection accuracy is too low to determine its actual existence. A potential vehicle blind spot area refers to an area that becomes a blind spot for a potential vehicle due to an obstruction, which is an object that causes the pre-defined vehicle blind spot area to be created.

[0062] Furthermore, the composite blind spot region calculation unit 63 calculates a composite blind spot region formed by at least two of the potential vehicle blind spot regions set for each potential vehicle. A composite blind spot region is an area corresponding to at least one of the selected at least two potential vehicle blind spot regions; it refers to a complete blind spot region formed by planarly overlapping at least two potential vehicle blind spot regions. The number of potential vehicle blind spot regions used to calculate the composite blind spot region can be two, or it can be set to three or more depending on the total number of potential vehicle blind spot regions, i.e., the number of potential vehicles. For example, when calculating a composite blind spot region formed by two of multiple potential vehicle blind spot regions, the composite blind spot region calculation unit 63 calculates the composite blind spot region for the combination of all potential vehicle blind spot regions. The specific processing of the composite blind spot region calculation unit 63 will be described in detail later.

[0063] (Driving Condition Setting Department)

[0064] The driving condition setting unit 65 sets multiple routes for moving the vehicle 1 out of the combined blind spot area, and sets the driving conditions of the vehicle 1 based on any one of the multiple routes. The driving conditions include the target steering angle and target acceleration / deceleration conditions of the vehicle 1. In this embodiment, the driving condition setting unit 65 sets the driving conditions of the vehicle 1 based on the route among the multiple routes that has the shortest time required for the vehicle 1 to move out of the combined blind spot area.

[0065] The driving condition setting unit 65 sends the set target steering angle and target acceleration / deceleration information to the vehicle control unit 41. The vehicle control unit 41 controls the movement of the vehicle 1 based on the acquired target steering angle and target acceleration / deceleration information. At this time, the driving condition setting unit 65 can also set the target steering angle and target acceleration / deceleration in a manner that does not exceed the preset upper limit values ​​for the steering angle or acceleration / deceleration. This prevents the vehicle 1 from making sudden turns, sudden decelerations, or sudden accelerations. The specific processing of the driving condition setting unit 65 will be described in detail later.

[0066] (2-3. Operation of driver assistance devices)

[0067] Next, an example of the operation of the driving assistance device 50 in this embodiment will be specifically described using the flowchart.

[0068] Figures 3-5 This is a flowchart illustrating an example of the operation of the driver assistance device 50.

[0069] First, if the vehicle system including the driver assistance device 50 is activated (step S11), the surrounding environment detection unit 61 of the control unit 51 acquires the detection data sent from the surrounding environment sensor 31, and detects the surrounding environment of the vehicle 1 based on the detection data (step S13). In this embodiment, the surrounding environment detection unit 61 detects other vehicles, people, buildings, traffic signs, white lines, etc., existing around the vehicle 1 based on the detection data sent from the front camera 31LF, 31RF, the rear camera 31R, and the LiDAR 31S.

[0070] Next, the synthetic blind spot area calculation unit 63 of the control unit 51 determines whether there are any obstructions around the vehicle 1 that could create blind spots when viewed from the vehicle 1 (step S15). For example, the synthetic blind spot area calculation unit 63 calculates the size and / or position of each object detected by the surrounding environment detection unit 61, and the relative speed of each object relative to the vehicle 1, to determine whether there are any objects that could create blind spots when viewed from the vehicle 1. For example, for a moving object whose position changes in actual space, the synthetic blind spot area calculation unit 63 determines that the object is an obstruction if the object's lateral width, height, and depth are all above a preset size, the object is within a preset distance from the vehicle 1's predetermined travel path, and the relative speed is below a preset speed threshold. In addition, the synthetic blind spot area calculation unit 63 determines that a stationary object whose position does not change in actual space is equivalent to an obstruction if the object's lateral width, height and depth are above a preset size, the object is within a preset distance from the predetermined driving track of the vehicle 1, and the relative speed is the same as the speed of the vehicle 1.

[0071] If no obstruction that could create a blind spot is detected (S15 / No), the composite blind spot area calculation unit 63 returns to step S13 and repeatedly performs the surrounding environment detection process (step S13) and the obstruction detection process (step S15). On the other hand, if an obstruction that could create a blind spot is detected (S15 / Yes), the composite blind spot area calculation unit 63 performs the process of calculating the composite blind spot area (step S17).

[0072] Figure 4 This is a flowchart illustrating the calculation and processing of the synthetic dead zone area.

[0073] First, the synthetic blind spot calculation unit 63 calculates the vehicle's blind spot area caused by obstructions (step S41). For example, the synthetic blind spot calculation unit 63 acquires information about the size, position, and relative speed of the object determined to be an obstruction, and calculates the vehicle's blind spot area based on the acquired information. Specifically, the synthetic blind spot calculation unit 63 sets the area inside the obstruction as observed from the vehicle 1 as the vehicle's blind spot area. For example, the vehicle's blind spot area can be set as a two-dimensional blind spot area obtained by looking down at the surrounding environment including the obstruction. The synthetic blind spot calculation unit 63 calculates the vehicle's blind spot area for all obstructions detected around the vehicle 1.

[0074] Next, the composite blind spot area calculation unit 63 sets potential vehicles in each of the set blind spot areas of the vehicle (step S43). The set potential vehicles are assumed to be located within the set blind spot areas of the vehicle and are positioned within the range that the vehicle 1 can move. Although multiple potential vehicles can be set in each blind spot area of ​​the vehicle, it is preferable to set the potential vehicle closest to the vehicle 1 in the blind spot area for the vehicle 1. Although there is no particular limitation on the size of the potential vehicles, the smaller the size of the potential vehicles, the larger the area where potential vehicles can be set, and the higher the potential risk of the vehicle blind spot area can be set. At this time, depending on the size of the vehicle blind spot area calculated in step S41, there may be blind spot areas of the vehicle where no potential vehicles are set.

[0075] Next, the synthetic blind spot area calculation unit 63 calculates the blind spot area, i.e., the potential vehicle blind spot area, as observed from each of the set potential vehicles (step S45). Specifically, the synthetic blind spot area calculation unit 63 calculates, for each potential vehicle, the area that becomes a blind spot when viewed from that potential vehicle due to an obstruction that creates the blind spot area for that potential vehicle. The potential vehicle blind spot area can also be set as a two-dimensional blind spot area, similar to the vehicle's own blind spot area, when viewed from above, including the surrounding environment containing the obstruction. For example, the synthetic blind spot area calculation unit 63 sets the area located inside the obstruction, as observed from an appropriate position such as the center of the front of the set potential vehicle, as the potential vehicle blind spot area. The synthetic blind spot area calculation unit 63 calculates the potential vehicle blind spot area for all the set potential vehicles.

[0076] Next, the composite blind spot region calculation unit 63 calculates a composite blind spot region formed by at least two of the calculated multiple potential vehicle blind spot regions (step S47). For example, the composite blind spot region calculation unit 63 calculates a composite blind spot region formed by two potential vehicle blind spot regions for all combinations of potential vehicle blind spot regions. The number of potential vehicle blind spot regions when calculating the composite blind spot region can be three or more, and can vary depending on the number of potential vehicles or potential vehicle blind spot regions.

[0077] return Figure 3 After calculating the composite blind spot area in step S17, the driving condition setting unit 65 of the control unit 51 performs the process of setting the driving conditions of the vehicle 1 (step S19).

[0078] Figure 5 This is a flowchart illustrating the driving condition setting process for enabling the vehicle 1 to move out of the synthetic blind spot area in the shortest possible time.

[0079] First, the driving condition setting unit 65 calculates the route and required time for moving the vehicle 1 out of each synthetic blind spot area calculated in step S17 (step S51). Specifically, for each synthetic blind spot area, the driving condition setting unit 65 sets one or more target positions and routes for moving the vehicle 1 out of that area, and calculates the required time for moving along each route. The target position for moving the vehicle 1 can be, for example, the position closest in a straight line to the vehicle 1's current position, or it can be the position closest in a straight line to the vehicle 1's current position in an area where the distance to other vehicles and obstacles is greater than a predetermined distance. The number of routes set for each synthetic blind spot area is not particularly limited.

[0080] Furthermore, the driving condition setting unit 65 calculates the time required for the vehicle 1 to move along each route to the target position based on information about the vehicle 1's current speed, acceleration / deceleration, and steering angle. At this time, the driving condition setting unit 65 may also use information about preset upper limits for the amount of change in acceleration / deceleration or steering angle to calculate the time required for the vehicle 1 to move along each route to the target position in a manner that avoids sharp turns and / or sharp deceleration or sharp acceleration.

[0081] Next, the driving condition setting unit 65 selects the route with the shortest required time from all routes set for moving the vehicle 1 out of the combined blind spot area (step S53). Then, the driving condition setting unit 65 sets the target steering angle and target acceleration / deceleration for driving the vehicle 1 along the selected route (step S55). The driving condition setting unit 65 sends the set target steering angle and target acceleration / deceleration information to the vehicle control unit 41. The vehicle control unit 41 controls the driving of the vehicle 1 based on the acquired target steering angle and target acceleration / deceleration information.

[0082] return Figure 3After the driving conditions are set by the driving condition setting unit 65 in step S19, the driving condition setting unit 65 determines whether the vehicle system, including the driving assistance device 50, has stopped (step S21). If the vehicle system has not stopped (S21 / No), the driving assistance device 50 returns to step S13 and repeats the above steps. On the other hand, if the vehicle system has stopped (S21 / Yes), the driving assistance device 50 stops operating.

[0083] Thus, the driving assistance device 50 of this embodiment sets a route that allows the vehicle 1 to move out of the combined blind spot area in the shortest time, and sets driving conditions for the vehicle 1 to move along the route. The driving assistance device 50 processes the setting of the route and driving conditions sequentially according to each calculation cycle of the control unit 51, and sends information about the set driving conditions to the vehicle control unit 41, thereby ultimately moving the vehicle 1 out of the potential vehicle blind spot area. By setting a route that allows the vehicle 1 to move out of the combined blind spot area without setting a route that allows the vehicle 1 to move out of all potential vehicle blind spots, the vehicle 1 can be moved to a position that can be visually identified by at least two potential vehicles. Because the selected route is the route that allows the vehicle 1 to move out of any combined blind spot area in the shortest time, the vehicle 1 can be quickly moved to a position that can be visually identified by at least two potential vehicles. Therefore, the risk of accidents and / or potential dangerous events between the vehicle 1 and potential vehicles can be rapidly reduced.

[0084] (2-4. Applicable Examples)

[0085] This concludes the description of the driving assistance device 50 according to this embodiment. Hereinafter, examples of driving scenarios in which the driving assistance device 50 according to this embodiment is applied will be described.

[0086] Figures 6-9 This diagram illustrates an application example of the driving assistance device 50 of this embodiment, and is an explanatory diagram showing a driving scenario of the vehicle 1 traveling on a road with three lanes on one side passing through an intersection.

[0087] like Figure 6 As shown, vehicle 1 is traveling in the right lane of a three-lane road. At the intersection ahead of vehicle 1, there is another vehicle 82a waiting to turn right in the opposite lane. In addition, there is another vehicle 82b traveling in the middle lane of the three-lane road to the left front of vehicle 1, and there is another vehicle 82c traveling in the middle lane of the three-lane road to the left rear of vehicle 1.

[0088] In this driving scenario, the synthetic blind spot area calculation unit 63 of the control unit 51 detects other vehicles 82a, 82b, and 82c from the surrounding environment detected by the surrounding environment detection unit 61 as obstructions that create blind spots as seen from the vehicle 1. Furthermore, the synthetic blind spot area calculation unit 63 sets blind spot areas 84a, 84b, and 84c for the vehicle generated by the other vehicles 82a, 82b, and 82c detected as obstructions. Then, the synthetic blind spot area calculation unit 63 sets potential vehicles 83a, 83b, and 83c for the vehicle's blind spot areas 84a, 84b, and 84c. Figure 6 In the blind spots of this vehicle, there are potential vehicles 83a, 83b, and 83c respectively.

[0089] Next, as Figure 7 As shown, the synthetic blind spot area calculation unit 63 sets potential vehicle blind spot areas 85a, 85b, and 85c for the set potential vehicles 83a, 83b, and 83c, respectively.

[0090] Specifically, such as Figure 7 As shown in the upper part, the blind spot area 84a of the potential vehicle 83a is generated by other vehicles 82a, and the blind spot area 85a of the potential vehicle observed from the potential vehicle 83a is set as the blind spot area of ​​the potential vehicle 83a generated by the other vehicle 82a. Similarly, as Figure 7 As shown in the middle, the blind spot area 84b of the potential vehicle 83b is generated by other vehicles 82b, and the potential vehicle blind spot area 85b observed from the potential vehicle 83b is set as the blind spot area generated by the other vehicle 82b for the potential vehicle 83b. Additionally, as... Figure 7 As shown in the lower part, the blind spot area 84c of the potential vehicle 83c is generated by other vehicles 82c, and the blind spot area 85c of the potential vehicle observed from the potential vehicle 83c is set as the blind spot area of ​​the potential vehicle 83c generated by the other vehicle 82c.

[0091] Next, as Figure 8 As shown, the driving condition setting unit 65 of the control unit 51 calculates the composite blind spot regions 86a, 86b, and 86c formed by the various potential vehicle blind spot regions 85a, 85b, and 85c. Figure 8 In the example shown, the composite blind spot regions 86a, 86b, and 86c formed by any two of the three potential vehicle blind spot regions 85a, 85b, and 85c are calculated.

[0092] Specifically, such as Figure 8As shown in the upper part, the area formed by the potential vehicle blind spot region 85a for potential vehicle 83a and the potential vehicle blind spot region 85b for potential vehicle 83b is calculated as the composite blind spot region 86a. Additionally, as... Figure 8 As shown in the middle, the area formed by the potential vehicle blind spot region 85b for potential vehicle 83b and the potential vehicle blind spot region 85c for potential vehicle 83c is calculated as the composite blind spot region 86b. Furthermore, as... Figure 8 As shown in the lower part, the area formed by the potential vehicle blind spot region 85a for potential vehicle 83a and the potential vehicle blind spot region 85c for potential vehicle 83c is calculated as the composite blind spot region 86c.

[0093] Next, as Figure 9 As shown, the driving condition setting unit 65 sets one or more target positions 1aa, 1ab, 1ba, 1ca, 1cb and routes 87aa, 87ab, 87ba, 87ca, 87cb for each of the composite blind spots 86a, 86b, 86c, causing the vehicle 1 to move out of the composite blind spots 86a, 86b, 86c. Figure 9 In the example shown, one or more target locations 1aa, 1ab, 1ba, 1ca, 1cb are set in an area that is more than a predetermined distance away from other vehicles 82b, 82c traveling around this vehicle 1.

[0094] Specifically, such as Figure 9 As shown in the upper part, two target positions 1aa and 1ab are set for the synthetic blind spot region 86a. Additionally, as... Figure 9 As shown in the middle, a target position 1ba is set for the synthetic dead zone region 86b. Furthermore, as... Figure 9 As shown in the lower part, two target positions 1ca and 1cb are set for the synthetic dead zone region 86c.

[0095] The driving condition setting unit 65 calculates, based on information about the current speed, acceleration / deceleration, and steering angle of the vehicle 1, and the upper limit of the settable change in acceleration / deceleration or steering angle, the required time for the vehicle 1 to move along each route 87aa, 87ab, 87ba, 87ca, 87cb to the target positions 1aa, 1ab, 1ba, 1ca, 1cb in a manner that avoids sharp turns and / or sharp deceleration or sharp acceleration. It should be noted that... Figure 9 Although straight lines are used to represent the various routes 87aa, 87ab, 87ba, 87ca, and 87cb, the routes are not limited to straight lines.

[0096] The driving condition setting unit 65 selects the route with the shortest travel time from among the multiple preset routes 87aa, 87ab, 87ba, 87ca, and 87cb. Figure 9 In the example shown, route 87ba is selected. The driving condition setting unit 65 sets a target steering angle and a target acceleration / deceleration for the vehicle 1 to travel along the selected route 87ba, and sends the target steering angle and target acceleration / deceleration information to the vehicle control unit 41.

[0097] It should be explained that Figure 10 An example is shown of calculating a composite blind spot area 88 formed by three potential vehicle blind spot areas 85a, 85b, and 85c. In this case, the driving condition setting unit 65 calculates the composite blind spot area 88 formed by the individual potential vehicle blind spot areas 85a, 85b, and 85c, and sets one or more target positions 1a, 1b and routes 89a, 89b to move the vehicle 1 out of the composite blind spot area 88. Specifically, in Figure 10 In the composite blind spot area 88, two target positions 1a and 1b are set. The driving condition setting unit 65 calculates the required time for the vehicle 1 to move along each route 89a and 89b to the target positions 1a and 1b, based on information about the vehicle 1's current speed, acceleration / deceleration, and steering angle, and the upper limit of the settable acceleration / deceleration or steering angle changes, in a manner that avoids sharp turns and / or sharp deceleration or sharp acceleration. It should be noted that the set routes are not limited to straight lines.

[0098] The driving condition setting unit 65 selects the route with the shortest required time from among the multiple preset routes 89a and 89b. Figure 10 In the example shown, route 89a is selected. The driving condition setting unit 65 sets a target steering angle and a target acceleration / deceleration for the vehicle 1 to travel along the selected route 89a, and sends the target steering angle and target acceleration / deceleration information to the vehicle control unit 41.

[0099] The driving assistance device 50 sets the target steering angle and target acceleration / deceleration in each calculation cycle to assist the driving of the vehicle 1. Therefore, when there are two or more blind spots 84a, 84b, and 84c as observed from the vehicle 1, the vehicle 1 can be moved quickly by identifying at least two of the potential vehicles 83a, 83b, and 83c that may be present in each blind spot 84a, 84b, and 84c. Furthermore, the driving assistance device 50 sequentially performs the setting of the target steering angle and target acceleration / deceleration in each calculation cycle, ultimately moving the vehicle 1 out of the potential vehicle blind spots 85a, 85b, and 85c. Therefore, the risk of collision and / or accidents between the vehicle 1 and potential vehicles 83a, 83b, and 83c that may exist in the blind spots 84a, 84b, and 84c can be reduced.

[0100] <3. Second Implementation>

[0101] Next, the driving assistance device of the second embodiment will be described.

[0102] The driving assistance device of the second embodiment is configured to set the driving conditions of the vehicle 1 based on the route that moves the vehicle 1 out of the composite blind spot area, which is assumed to be the area where the severity of the accident is greatest in the event of a collision between the vehicle 1 and a potential vehicle. Hereinafter, the differences between the driving assistance device of the second embodiment and the driving assistance device of the first embodiment will be explained.

[0103] (3-1. Example of the configuration of a driver assistance device)

[0104] Figure 11 This is a block diagram showing an example of the configuration of the driving assistance device 50A according to this embodiment.

[0105] The driver assistance device 50A includes a control unit 51, a storage unit 53, and an accident severity level database 55. The accident severity level database 55 is composed of storage elements such as RAM or ROM, or storage media such as HDD and / or CD, DVD, SSD, USB flash memory, or other storage devices. For example, the accident severity level database 55 stores data indicating the degree of harm to people and objects in past accidents, correlated with traffic conditions and / or vehicle type at the time of the accident. The severity levels are divided into multiple segments (e.g., five segments).

[0106] For example, the accident severity rating database 55 could be a database obtained by retrieving similar events from a database storing accident data, using variables such as the collision location, collision speed, collision angle, weight of the collision object, the seating position of the vehicle's occupants, and whether seat belts were worn, and calculating the severity rating based on the injuries sustained by the vehicle or its occupants in those similar events. Alternatively, the accident severity rating database 55 could be a database storing severity ratings based on accident footage collected by dashcams mounted in multiple vehicles, or it could be a database constructed by an insurance company or similar entity. Furthermore, the accident severity rating database 55 may not be internal to the driver assistance device 50A, or it may be configured to be accessible from the driver assistance device 50A via a wireless communication unit such as mobile communication.

[0107] It should be noted that the control unit 51 and the storage unit 53 can be configured in the same way as the driving assistance device 50 of the first embodiment, so the description here is omitted.

[0108] (3-2. Functional Composition of the Control Unit)

[0109] Similar to the driving assistance device 50 of the first embodiment, the control unit 51 of the driving assistance device 50A of this embodiment includes an ambient environment detection unit 61, a composite blind spot calculation unit 63, and the driving assistance device 50. The ambient environment detection unit 61 and the composite blind spot calculation unit 63 perform the same computational processing as the ambient environment detection unit 61 and the composite blind spot calculation unit 63 of the driving assistance device 50 of the first embodiment.

[0110] On the other hand, in the driving assistance device 50A of this embodiment, the driving condition setting unit 67 refers to the accident severity level database 55 to determine the severity level of an accident between the vehicle 1 and each potential vehicle, based on the driving actions that the vehicle 1 can take and the driving actions that each potential vehicle can take. Furthermore, the driving condition setting unit 67 sets multiple routes for moving the vehicle 1 out of each composite blind spot area, and selects any route based on the determined severity level. In this embodiment, for each composite blind spot area, the driving condition setting unit 67 calculates the highest severity level among the severity levels of accidents deduced between potential vehicles and the vehicle 1 in the potential vehicle blind spots constituting that composite blind spot area, i.e., the severity of the composite blind spot area, and selects the route for moving the vehicle 1 out of the composite blind spot area with the highest severity. The specific processing of the driving condition setting unit 67 will be described in detail later.

[0111] (3-3. Operation of driver assistance devices)

[0112] Next, an example of the operation of the driving assistance device 50A in this embodiment will be specifically described using the flowchart.

[0113] The control unit 51 of the driving assistance device 50A in this embodiment is basically the same as that used in this embodiment. Figure 3 The flowchart shown illustrates the calculation process. In each step except for step S19, which involves setting driving conditions, the same processing as that performed by the control unit 51 of the driving assistance device 50 in the first embodiment is executed.

[0114] Figure 12 This is a flowchart illustrating the driving condition setting process performed in step S19, which aims to move the vehicle 1 outside the synthetic blind spot area where the severity of the envisioned accident is maximized.

[0115] First, the driving condition setting unit 67 calculates, for each composite blind spot region calculated in step S17, a route that the vehicle 1 can take to move out of the composite blind spot region (step S61). Specifically, the driving condition setting unit 67 sets one or more target positions and routes for each composite blind spot region to move the vehicle 1 out of the composite blind spot region. The target position for moving the vehicle 1 can be, for example, the position with the shortest straight-line distance to the current position of the vehicle 1, or the position with the shortest straight-line distance to the current position of the vehicle 1 in an area where the distance to other vehicles and other obstacles is greater than a predetermined distance. The number of routes set for each composite blind spot region is not particularly limited.

[0116] Next, the driving condition setting unit 67 calculates the severity of each composite blind spot area (step S63). For example, the driving condition setting unit 67 sets the driving actions that the vehicle 1 and potential vehicles can take. The driving actions of the vehicle 1 can be set based on information such as the vehicle 1's current speed, acceleration / deceleration, steering angle, driving position, orientation, the position of surrounding objects, the distance to surrounding objects, and relative speed. The set driving actions of the vehicle 1 are not limited to one, and multiple driving actions can be set. In addition, the driving actions that potential vehicles can take can be set based on information such as the size of the blind spot area of ​​each potential vehicle, the position of the potential vehicle, and the position of surrounding objects.

[0117] When the driving condition setting unit 67 moves the vehicle 1 along a set route based on the driving actions that the vehicle 1 and potential vehicles can take, it verifies whether events registered in the accident severity level database 55 are likely to occur in descending order of severity level, and extracts the event with the highest severity level for each synthetic blind spot area. For each synthetic blind spot area, the driving condition setting unit 67 calculates the severity level of the extracted event with the highest severity level as the severity of the synthetic blind spot area.

[0118] Next, the driving condition setting unit 67 selects a route from the multiple routes set in step S61 that allows the vehicle 1 to move outside the synthetic blind spot area where the calculated severity is greatest (step S65). When multiple routes are set that allow the vehicle 1 to move outside the synthetic blind spot area where the severity is greatest, the driving condition setting unit 67 can perform the time calculation process performed by the driving assistance device 50 of the first embodiment and select the route with the shortest required time from the multiple routes.

[0119] Next, the driving condition setting unit 67 sets the steering angle and acceleration / deceleration for the vehicle 1 to travel along the selected route (step S67). The driving condition setting unit 67 sends the set steering angle and acceleration / deceleration information to the vehicle control unit 41. The vehicle control unit 41 controls the driving of the vehicle 1 based on the acquired target steering angle and target acceleration / deceleration information.

[0120] In this embodiment, the driving assistance device 50A sets multiple routes to move the vehicle 1 out of the composite blind spot area, and calculates the severity level of an accident between the vehicle 1 and a potential vehicle for each composite blind spot area by referring to the accident severity level database 55. Furthermore, the driving assistance device 50A preferentially selects a route to move the vehicle 1 out of the composite blind spot area where the sum of the severity levels of the hypothetical accidents (i.e., the severity) is the greatest, and sets driving conditions for moving the vehicle 1 along that route. The driving assistance device 50A processes the setting of the route and driving conditions sequentially according to each calculation cycle of the control unit 51, and sends the information of the set driving conditions to the vehicle control unit 41, thereby ultimately moving the vehicle 1 out of the potential vehicle blind spot area. Because the selected route is a route to move out of the composite blind spot area where the severity of the hypothetical accident is the greatest, the damage from an accident can be mitigated even if an accident is hypothetically assumed to occur.

[0121] (3-4. Applicable Examples)

[0122] This concludes the description of the driving assistance device 50A according to this embodiment. Hereinafter, examples of driving scenarios in which the driving assistance device 50A according to this embodiment is applied will be described.

[0123] Figures 13-14 This diagram illustrates an application example of the driving assistance device 50A according to this embodiment, and is an explanatory diagram showing a driving scenario in which the vehicle 1, traveling on a road with three lanes on one side, passes through an intersection with poor visibility.

[0124] like Figure 13 As shown, vehicle 1 is traveling in the middle lane of a three-lane road on one side. There are other vehicles 82d traveling in the middle lane ahead of vehicle 1, and other vehicles 82e traveling in the middle lane behind vehicle 1. Furthermore, there are structures such as side walls 91 on the right side of the road up to the intersection ahead of vehicle 1.

[0125] In this driving scenario, the synthetic blind spot area calculation unit 63 of vehicle 1 detects other vehicles 82d, 82e, and buildings 91 from the surrounding environment detected by the surrounding environment detection unit 61 as obstructions that create blind spots observed from vehicle 1. Furthermore, the synthetic blind spot area calculation unit 63 sets blind spot areas 84d, 84e, and 84f for the vehicle generated by the other vehicles 82d, 82e, and buildings 91 detected as obstructions. Then, the synthetic blind spot area calculation unit 63 sets potential vehicles 83d, 83e, and 83f for the vehicle's blind spot areas 84d, 84e, and 84f. Figure 13 In the scenario, potential vehicles 83d, 83e, and 83f are respectively located in the blind spots of this vehicle's blind spots 84d, 84e, and 84f.

[0126] Figure 14 Multiple routes 87da, 87db, 87ea, 87fa, and 87fb are shown for moving the vehicle 1 outside the various synthetic dead zones 86d, 86e, and 86f set according to the process described in the first embodiment. If, as described in the first embodiment, the process of selecting the route with the shortest required time is performed, route 87da or route 87db is selected, for example. On the other hand, in this embodiment, the severity of each synthetic dead zone 86d, 86e, and 86f is calculated, and a route is selected to move the vehicle 1 outside the synthetic dead zone with the highest severity.

[0127] Figure 15 This shows the severity level of an accident between vehicle 1 and potential vehicles 83d, 83e, and 83f, based on the driving actions that vehicle 1 can take and the driving actions that each potential vehicle 83d, 83e, and 83f can take.

[0128] exist Figure 15The upper part illustrates a hypothetical accident scenario involving a potential vehicle 83d and vehicle 1, occurring within a blind spot 84d created by another vehicle 82d traveling in front of vehicle 1. For example, suppose vehicle 1 accelerates and changes lanes to the right or left while attempting to overtake another vehicle 82d. If, at this time, the potential vehicle 83d decelerates and changes lanes to the same right or left lane as vehicle 1, vehicle 1 will rear-end the potential vehicle 83d. In the accident severity database 55, data representing the severity level of past accidents in similar driving scenarios is stored, for example, as "Severity Level = 3".

[0129] exist Figure 15 The central section illustrates a hypothetical accident scenario involving a potential vehicle 83e and vehicle 1 within a blind spot 84e created by another vehicle 82e traveling behind vehicle 1. For example, suppose vehicle 1 changes lanes to the right or left while maintaining its speed. If, in order to overtake another vehicle 82e, the potential vehicle 83e accelerates and changes lanes to the same right or left lane as vehicle 1, then the potential vehicle 83e will rear-end vehicle 1. In the accident severity database 55, data representing the severity level of past accidents in similar driving scenarios is stored, for example, as "Severity Level = 1".

[0130] exist Figure 15 The lower part illustrates a hypothetical accident scenario involving a potential vehicle 83f and vehicle 1, occurring within a blind spot 84f created by a building 91. Vehicle 1 continues driving as if it has not detected the potential vehicle 83f. If the potential vehicle 83f enters the intersection at a predetermined speed, a collision will occur between vehicle 1 and the potential vehicle 83f. The severity level of past accidents in the same driving scenario is stored in the accident severity level database 55 as, for example, "Severity Level = 5".

[0131] like Figure 14 As shown in the upper part, for the combined blind spot area 86d formed by the blind spot area 85d observed from the potential vehicle 83d and the blind spot area 85e observed from the potential vehicle 83e, the severity of the combined blind spot area 86d is determined by the sum of the severity level "3" of the accident contemplated based on the potential vehicle 83d and the present vehicle 1 and the severity level "1" of the accident contemplated based on the potential vehicle 83e and the present vehicle 1, which is "4". Furthermore, as... Figure 14As shown in the middle, for the combined blind spot area 86e formed by the blind spot area 85e observed from the potential vehicle 83e and the blind spot area 85f observed from the potential vehicle 83f, the severity of the combined blind spot area 86e is determined by the sum of the severity level "5" of the accident contemplated based on the potential vehicle 83f and the present vehicle 1 and the severity level "1" of the accident contemplated based on the potential vehicle 83e and the present vehicle 1, which is "6". Furthermore, as... Figure 14 As shown in the lower part, for the composite blind spot region 86f formed by the potential vehicle blind spot region 85d observed from the potential vehicle 83d and the potential vehicle blind spot region 85f observed from the potential vehicle 83f, the sum of the severity level "3" of the accident conceived based on the potential vehicle 83d and the present vehicle 1 and the severity level "5" of the accident conceived based on the potential vehicle 83f and the present vehicle 1 is "8", which becomes the severity of the composite blind spot region 86f.

[0132] Therefore, the driving condition setting unit 67 selects a route 87fa or route 87fb to move the vehicle 1 away from the composite blind spot area 86f where the severity is greatest. At this time, the driving condition setting unit 67 selects route 87fb, which allows the vehicle to reach the target position 1fb in a shorter required time. Alternatively, the driving condition setting unit 67 may also select route 87fb by comparing the distance of the building 91 to the vehicle's blind spot area 84f. The driving condition setting unit 67 sets a target steering angle and target acceleration / deceleration for the vehicle 1 to travel along the selected route 87fb, and sends this target steering angle and target acceleration / deceleration information to the vehicle control unit 41.

[0133] The driving assistance device 50A of this embodiment sets a target steering angle and target acceleration / deceleration in each calculation cycle to assist the driving of the vehicle 1. Therefore, when two or more blind spots 84d, 84e, and 84f are observed from the vehicle 1, the vehicle 1 can be quickly moved away from the combined blind spot area where the severity of the anticipated accident is greatest. Furthermore, the driving assistance device 50A sequentially executes the process of setting the target steering angle and target acceleration / deceleration in each calculation cycle, ultimately moving the vehicle 1 away from potential vehicle blind spots 85d, 85e, and 85f. Therefore, the risk of collisions and / or accidents involving potential vehicles 83d, 83e, and 83f that may exist in the blind spots 84d, 84e, and 84f can be reduced. Moreover, even assuming an accident occurs between potential vehicles 83d, 83e, and 83f and the vehicle 1, the damage from the accident can be mitigated.

[0134] While preferred embodiments of the present invention have been described in detail above with reference to the accompanying drawings, the technology of the present invention is not limited to the examples described. Those skilled in the art will understand that various modifications and alterations can be conceived within the scope of the technical concept described in the claims, and that these modifications and alterations also clearly fall within the technical scope of the present invention.

[0135] In addition, the following methods also fall within the technical scope of this invention.

[0136] A computer program that causes a processor to perform the following processes, and a storage medium storing the computer program, the processes including:

[0137] The steps of setting potential vehicles in various blind spots observed from the vehicle, i.e., the vehicle's blind spots, which are created by multiple obstructions around the vehicle;

[0138] The steps of calculating a composite blind spot region formed by at least two of the blind spot regions observed from each potential vehicle through obstructions, i.e., potential vehicle blind spot regions; and

[0139] The steps include setting multiple routes for moving the vehicle out of the synthetic blind spot area, and setting the driving conditions of the vehicle based on any one of the multiple routes.

Claims

1. A driving assistance device, characterized in that, Assisted vehicle driving features include: The synthetic blind spot region calculation unit sets up potential vehicles in each blind spot region observed from the vehicle, i.e., the vehicle's blind spot region, in such a way that the position of the potential vehicle is closest to the vehicle and the smaller the size of the potential vehicle, the more the region of the potential vehicle can be set up. It also calculates a synthetic blind spot region formed by union processing of at least two of the blind spot regions observed from each of the potential vehicles, i.e., the potential vehicle blind spot regions, which are generated by multiple obstructions existing around the vehicle. as well as The driving condition setting unit sets multiple routes for moving the vehicle out of the composite blind spot area, and sets the driving conditions of the vehicle based on one of the multiple routes.

2. The driving assistance device according to claim 1, characterized in that, The driving condition setting unit sets the driving conditions of the vehicle based on the route among the plurality of routes that has the shortest time required to move the vehicle out of the combined blind spot area.

3. The driving assistance device according to claim 2, characterized in that, The composite blind spot region calculation unit calculates the composite blind spot region formed by at least two of the multiple potential vehicle blind spot regions for all the combinations of the potential vehicle blind spot regions. The driving condition setting unit calculates the multiple routes and the required time for all the synthetic blind spots, and selects the route with the shortest required time.

4. The driving assistance device according to claim 1, characterized in that, The driving condition setting unit calculates the severity level of a hypothetical accident between the vehicle and each of the potential vehicles, and selects a route for the vehicle based on the severity level. The hypothetical accident between the vehicle and each of the potential vehicles is hypothesized based on driving actions that the vehicle can take and driving actions that each of the potential vehicles can take.

5. The driving assistance device according to claim 4, characterized in that, The synthetic blind spot region calculation unit calculates the synthetic blind spot region formed by at least two of the multiple potential vehicle blind spot regions for all combinations of the potential vehicle blind spot regions. The driving condition setting unit calculates the severity of each synthetic blind spot area and selects a route to move the vehicle away from the synthetic blind spot area with the highest severity. The severity of the synthetic blind spot area is the sum of the severity levels of accidents imagined based on the potential vehicles and the vehicle in the potential vehicle blind spot area constituting the synthetic blind spot area.

Images