Driving support device

Abstract

A driving support device that executes support for avoiding a collision of a host vehicle with a collision risk object, which is an object determined to have a high possibility of colliding with the host vehicle, in a case where the collision risk object is determined to exist, in which the driving support device efficiently executes the collision avoidance support and efficiently reduces an operation processing load in a control device for executing the collision avoidance support. An object, among objects detected by a front side radar, that does not exist in an object detection range of the front side radar and whose travel prediction trajectory intersects with a travel prediction trajectory of the host vehicle at a position in front of the host vehicle within a predetermined distance from the host vehicle is set as an object for determining the possibility of a collision with the host vehicle based on information obtained by the front side radar.

Description

TECHNICAL FIELD

[0001] The present application relates to a driving support device. More specifically, the present application relates to a driving support device capable of effectively performing collision avoidance support and effectively reducing the processing load of the control device for performing the collision avoidance support. BACKGROUND

[0002] In this technical field, a driving support device is known that performs support for avoiding collision with an object target existing in the periphery of the host vehicle (hereinafter, sometimes referred to as "collision avoidance support") in a case where the object target is detected to exist in the periphery of the host vehicle and it is determined that the likelihood of collision with the host vehicle is high.

[0003] However, the field of view of the front radar used as a means for detecting an object target existing in the periphery of the host vehicle has been narrow in the past, and therefore, for example, it is difficult to detect an object target approaching the host vehicle from the side early through the front radar at a crossing or the like. Therefore, nowadays, a radar for detecting an object target existing in the front side (right front and left front) of the host vehicle (hereinafter, sometimes referred to as "front side radar") is widely used with the aim of detecting an object target approaching the host vehicle from the side early.

[0004] Figure 1 is a schematic view showing a case where an other vehicle approaches a host vehicle equipped with a front radar and a front side radar from the side. In Figure 1 In, a vertical striped pattern is applied to a region F in which an object target can be detected by a front radar (not shown) equipped in the host vehicle 10, and a horizontal striped pattern is applied to a region S in which an object target can be detected by a front side radar (not shown) equipped in the host vehicle 10. As a result, a vertical and horizontal grid pattern is applied to a range in which the region F and the region S overlap.

[0005] As shown in the region F, the field of view of the front radar is narrow, and therefore, it is difficult to detect the other vehicle 20 approaching the host vehicle 10 from the side early through the front radar. However, by applying a front side radar having a wide field of view toward the front side of the host vehicle 10 as shown in the region S, the other vehicle 20 can be detected early. In addition, as shown in Figure 1 In this specification, the advancing direction of the host vehicle is set as the positive direction of the X axis, and the direction from the right side of the host vehicle toward the left side is set as the positive direction of the Y axis. In addition, although not shown, the position of the host vehicle is set as the origin.

[0006] By applying the front side radar as described above, collision avoidance assistance can be more reliably performed, and on the other hand, the load of the processing for performing the collision avoidance assistance in the control device increases due to an increase in the number of objects detected as objects existing in the periphery of the host vehicle. If the processing capacity of the control device is increased in order to cope with the increase in the load of the processing, the cost of the driving support device that performs the collision avoidance assistance can increase. Therefore, the necessity of excluding objects that are determined to have a low possibility of colliding with the host vehicle from the objects to which the collision avoidance assistance is applied in order to reduce the load of the processing is even higher.

[0007] For example, in Patent Literature 1, a vehicle control device is disclosed that includes a periphery information receiving section that receives periphery information of a host vehicle, a vehicle information receiving section that receives vehicle information of the host vehicle, a periphery situation determining section that determines a periphery situation of the host vehicle based on the periphery information and the vehicle information, and a vehicle control section that controls an actuator of the host vehicle based on the periphery situation. In the vehicle control device, the periphery information receiving section includes a data receiving section that performs reception processing of data transmitted from a periphery information sensor, a data converting section that performs conversion processing of converting the data after the reception processing into a form that can be used by the periphery situation determining section, and an exclusion data determining section that determines data to be excluded from the object of the reception processing or determines data to be excluded from the object of the conversion processing based on the data after the reception processing. Thus, the load caused by the processing of the data transmitted from the sensor can be reduced.

[0008] In the above-described conventional technology, as a specific method for determining data to be excluded from the object of the reception processing or the conversion processing, for example, a method of excluding data output from a "sensor having a reliability lower than a predetermined threshold value" or a "sensor that detects an object having a reliability lower than a predetermined threshold value or an object existing on the opposite side of the traveling direction of the host vehicle" can be given. However, it cannot be said that an object detected by a sensor having a reliability lower than a threshold value, an object having a reliability lower than a threshold value, and / or an object existing on the opposite side of the traveling direction of the host vehicle necessarily have a low possibility of colliding with the host vehicle.

[0009] On the other hand, according to the above-described method, for example, data output from a sensor having a higher reliability than a predetermined threshold and a sensor that detects an object having a higher reliability than a predetermined threshold or an object present on the same side as the travel direction of the host vehicle are not excluded from the object of the reception processing or the conversion processing. Therefore, for an object detected by a sensor having a higher reliability than a threshold, an object having a higher reliability than a threshold, and / or an object present on the same side as the travel direction of the host vehicle, for example, even if the possibility of collision with the host vehicle is low, since it is not excluded from the object of the reception processing or the conversion processing, it is not necessarily possible to reduce the load caused by processing of data transmitted from the sensor.

[0010] That is, in this technical field, a technique capable of effectively performing collision avoidance assistance and effectively reducing the load of the operation processing in the control device for performing the collision avoidance assistance is sought.

[0011] Prior Art Documents

[0012] Patent Documents

[0013] Patent Document 1: Japanese Patent Application Publication No. 2020-119183 SUMMARY

[0014] Problems to be Solved by the Invention

[0015] As described above, in this technical field, a technique capable of effectively performing collision avoidance assistance and effectively reducing the load of the operation processing in the control device for performing the collision avoidance assistance is sought.

[0016] Technical Solution for Solving the Problem

[0017] Therefore, the present inventors conducted intensive research, and as a result, obtained the following insight: setting, as an object for determining the possibility of collision with the host vehicle based on information acquired by the front side radar, an object among objects detected by the front side radar that is not present in the object detection range of the front radar and whose travel prediction trajectory intersects with the travel prediction trajectory of the host vehicle at a position within a predetermined distance from the host vehicle on the front side of the host vehicle, thereby enabling the above-described problem to be solved.

[0018] Specifically, the driving support device (hereinafter, sometimes referred to as "the device of the present application") of the present application is a driving support device provided with a first object information acquisition unit, a second object information acquisition unit, and a collision avoidance support control unit. The first object information acquisition unit acquires first information that is information about an object existing in a front region of the own vehicle. The second object information acquisition unit acquires second information that is information about an object existing in a front side region of the own vehicle. The collision avoidance support control unit executes collision avoidance support for avoiding a collision of the own vehicle with a collision risk object that is an object determined to have a high possibility of colliding with the own vehicle based on at least one of the first information and the second information, in a case where it is determined that the collision risk object exists.

[0019] Further, in the device of the present application, the collision avoidance support control unit is provided with a collision determination object selection section that selects a collision determination target object from the objects of which the second information is acquired, i.e., the second objects, the collision determination target object being a second object set as an object of determining the possibility of colliding with the own vehicle based on the second information. The collision determination object selection section selects a second object in which all conditions included in a first collision determination condition group that is a condition group including the first to third conditions exemplified below are simultaneously satisfied as the collision determination target object.

[0020] The first condition is a condition in which the second object exists in a specific range that is a range obtained by removing a third range that is a range in which a first range that is an object detection range of the first object information acquisition unit and a second range that is an object detection range of the second object information acquisition unit overlap from the second range.

[0021] The second condition is a condition in which a first trajectory that is a travel prediction trajectory of the own vehicle and a second trajectory that is a travel prediction trajectory of the second object intersect.

[0022] The third condition is a condition in which the first trajectory and the second trajectory intersect at a position within a predetermined distance from the own vehicle on a front side of the own vehicle in the first trajectory.

[0023] Effects of the Invention

[0024] As described above, in the device of the present application, the second object which satisfies all of the first condition to the third condition at the same time is selected as the collision determination object. In other words, in the device of the present application, the second object which does not satisfy even any one of the first condition to the third condition is not selected as the collision determination object. Thus, in the device of the present application, it is possible to exclude the second object which has a low possibility of colliding with the host vehicle from the object of the collision avoidance support. Therefore, according to the device of the present application, it is possible to effectively perform the collision avoidance support and effectively reduce the processing load in the control device for performing the collision avoidance support.

[0025] Other objects, further features, and incidental advantages of the present application will be readily appreciated by those skilled in the art from the following description of the embodiments of the present application with reference to the accompanying drawings. BRIEF DESCRIPTION OF DRAWINGS

[0026] Figure 1 is a schematic view showing a case where another vehicle approaches a host vehicle equipped with a front radar and a front side radar from the side.

[0027] Figure 2 is a schematic block diagram showing an example of the configuration of a driving support device (first device) of the first embodiment of the present application.

[0028] Figure 3 is a schematic view for explaining a determination (simple intersection determination) of whether a first trajectory which is a travel prediction trajectory of the host vehicle and a second trajectory which is a travel prediction trajectory of a second object intersect.

[0029] Figure 4 is a flowchart showing an example of the steps of various processes in a collision determination object selection routine executed in the first device.

[0030] Figure 5 is a schematic view showing an example of a first range, a second range, a third range, and a specific range of a driving support device (second device) of the second embodiment of the present application.

[0031] Figure 6 is a schematic view exemplifying a coordinate system used in a preferred technical solution of a driving support device (third device) of the third embodiment of the present application.

[0032] Figure 7 is a schematic view for explaining an intersection angle θ which is an index used in the third device of the preferred technical solution for determining whether the third condition is satisfied.

[0033] Figure 8 is a flowchart showing an example of the steps of various processes in a collision determination object selection routine executed in a driving support device (fourth device) of the fourth embodiment of the present application.

[0034] Figure 9 Fig. 9 is a flowchart showing an example of steps of various processes in a collision determination target object selection routine executed in the driving support device (the 5th device) of the 5th embodiment of the present application.

[0035] Explanation of Reference Numerals

[0036] 10 … own vehicle

[0037] 20, 20a, 20b … 2nd object (other vehicle)

[0038] 101 … driving support device (1st device)

[0039] 110 … 1st object information acquisition unit

[0040] 120 … 2nd object information acquisition unit

[0041] 130 … collision avoidance support control unit

[0042] 131 … collision determination object selection section DETAILED DESCRIPTION

[0043] <1st Embodiment>

[0044] Hereinafter, the driving support device (hereinafter, sometimes referred to as "1st device") of the 1st embodiment of the present application will be described with reference to the accompanying drawings.

[0045] Figure 2 Fig. 1 is a schematic block diagram showing an example of the configuration of the 1st device. Figure 2 The arrow of the depicted broken line indicates Figure 2 the flow of information (data signal containing the information) in the exemplified 1st device.

[0046] The 1st device 101 is a driving support device provided with a 1st object information acquisition unit 110, a 2nd object information acquisition unit 120, and a collision avoidance support control unit 130. The 1st object information acquisition unit 110 acquires 1st information I1 about an object existing in the front region of the own vehicle. The 1st object information acquisition unit 110 is, for example, a radar device (hereinafter, sometimes referred to as "front radar") configured to detect an object existing in the front region of the own vehicle, such as a millimeter wave radar. The 1st information I1 includes, for example, information about the position, speed, and traveling direction of an object detected by the 1st object information acquisition unit 110.

[0047] The second object information acquisition unit 120 acquires second information I2 about an object existing in the front lateral region of the host vehicle. The second object information acquisition unit 120 is, for example, a radar device (hereinafter, sometimes referred to as "front lateral radar") configured to detect an object existing in the front lateral region of the host vehicle, such as a millimeter wave radar. The second information I2 includes, for example, information about the position, speed, and travel direction of an object detected by the second object information acquisition unit 120.

[0048] The collision avoidance support control unit 130 executes support for avoiding a collision between the host vehicle and a collision risk object, i.e., collision avoidance support, when it is determined that there is an object about which it is determined based on at least one of the first information I1 and the second information I2 that there is a high possibility of a collision with the host vehicle. The collision avoidance support includes, for example, an alarm to the driver and vehicle control for avoiding a collision. As a specific example of the alarm, for example, there can be mentioned the generation of sound, light, and vibration, and the display of an image and / or text.

[0049] As the sound of the alarm, for example, sound can be generated by a sound generating device, such as an audio device and / or a buzzer, provided in the host vehicle. As a specific example of such sound, for example, there can be mentioned a sound (e.g., a siren sound or the like), a voice (including a synthesized voice), and music. As the light of the alarm, for example, light can be generated by a light bulb and / or a light emitting element (e.g., a light emitting diode (LED) or the like) provided in a light generating device, such as a warning lamp, provided in the host vehicle.

[0050] As the vibration of the alarm, for example, vibration can be generated by a vibration generating device, such as a motor and / or a vibrator, assembled in such a manner as to vibrate a steering wheel and / or a seat provided in the host vehicle. As the image and / or text of the alarm, for example, an image and / or text can be displayed by an image display device, such as a display of a multi-information display (MID: Multi-Information Display) and / or a display of a multi-media (MM: Multi Media) device, provided in the host vehicle. As a specific example of such an image, for example, there can be mentioned a still image (e.g., a figure, a pattern, and a mark, or the like) and a dynamic image (e.g., an animation or the like).

[0051] As a specific example of the vehicle control, for example, there can be mentioned automatic braking and automatic steering. Such vehicle control can be executed, for example, by operating a brake mechanism and a steering mechanism provided in the host vehicle by means of an actuator or the like controlled by the collision avoidance support control unit.

[0052] Further, in the first device 101, even if the object detected by the second object information acquisition unit 120 is an object having a low possibility of collision with the own vehicle, the object is excluded in advance from the target of the collision avoidance support. In other words, in the first device 101, the object having a high possibility of collision with the own vehicle among the objects detected by the second object information acquisition unit 120 is set as the target of the determination of the possibility of collision with the own vehicle based on the second information I2.

[0053] Specifically, the collision avoidance support control unit 130 includes a collision determination object selection section 131 that selects a collision determination target object from the second objects that are the objects of which the second information I2 is acquired, the collision determination target object being the second object that is set as the target of the determination of the possibility of collision with the own vehicle based on the second information I2. The collision determination object selection section 131 selects, as the collision determination target object, the second object in which all the conditions included in a first collision determination condition group including the first to third conditions exemplified below are satisfied.

[0054] The first condition is a condition in which the second object exists in a specific range, the specific range being a range obtained by removing a third range that is a range in which the first range overlaps the second range from the second range, the first range being an object detection range of the first object information acquisition unit 110, the second range being an object detection range of the second object information acquisition unit 120. The first range is a range in which the first object information acquisition unit 110 can detect an object existing in a front region of the own vehicle, for example, the range F exemplified above. The second range is a range in which the second object information acquisition unit 120 can detect an object existing in a front side region of the own vehicle, for example, the range S exemplified above. The third range is a range in which the first range overlaps the second range, for example, a range in which the pattern of the checkered grid is applied to the range in which the vertical stripe pattern is applied (a range in which the range F overlaps the range S). Figure 1 Figure 1 The first range is a range in which the first object information acquisition unit 110 can detect an object existing in a front region of the own vehicle, for example, the range F exemplified above. The second range is a range in which the second object information acquisition unit 120 can detect an object existing in a front side region of the own vehicle, for example, the range S exemplified above. The third range is a range in which the first range overlaps the second range, for example, a range in which the pattern of the checkered grid is applied to the range in which the vertical stripe pattern is applied (a range in which the range F overlaps the range S). Figure 1 Figure 1 The first range is a range in which the first object information acquisition unit 110 can detect an object existing in a front region of the own vehicle, for example, the range F exemplified above. The second range is a range in which the second object information acquisition unit 120 can detect an object existing in a front side region of the own vehicle, for example, the range S exemplified above. The third range is a range in which the first range overlaps the second range, for example, a range in which the pattern of the checkered grid is applied to the range in which the vertical stripe pattern is applied (a range in which the range F overlaps the range S).

[0055] ​​As described above, the 3rd range is a range in which the 1st range and the 2nd range overlap. That is, the 2nd target existing in the 3rd range is a target which is detected not only by the 2nd target information acquisition unit 120 but also by the 1st target information acquisition unit 110. Therefore, from the viewpoint of reducing the computational processing load accompanying the execution of the collision avoidance support, it is desirable to exclude the 2nd target existing in the 3rd range among the 2nd targets detected by the 2nd target information acquisition unit 120 from the targets of which the possibility of collision with the own vehicle is determined on the basis of the 2nd information I2. In other words, from the viewpoint of reducing the computational processing load accompanying the execution of the collision avoidance support, it is desirable to set only the 2nd target not existing in the 3rd range among the 2nd targets detected by the 2nd target information acquisition unit 120 as the target of which the possibility of collision with the own vehicle is determined on the basis of the 2nd information I2. Therefore, in the 1st device, as one of the conditions for setting the target of which the possibility of collision with the own vehicle is determined on the basis of the 2nd information I2, the condition (1st condition) that the 2nd target exists in a range obtained by removing the 3rd range from the 2nd range, that is, a specific range, is provided.

[0056] However, the 2nd targets existing in the specific range are not necessarily all high in the possibility of collision with the own vehicle. For example, in the case where the travel prediction trajectory of the 2nd target and the travel prediction trajectory of the own vehicle do not cross, it can be judged that the 2nd target is low in the possibility of collision with the own vehicle. Therefore, in the 1st device, the 1st collision determination condition group, which is the condition group for selecting the 2nd target which should be set as the collision determination target, includes the following 2nd condition in addition to the above-described 1st condition.

[0057] The 2nd condition is a condition that the 1st trajectory which is the travel prediction trajectory of the own vehicle and the 2nd trajectory which is the travel prediction trajectory of the 2nd target cross. The 1st trajectory can be calculated, for example, on the basis of the vehicle information (for example, position, vehicle speed, advancing direction, and / or steering angle, etc.) of the own vehicle. The 2nd trajectory can be calculated, for example, on the basis of the 2nd information I2 of the 2nd target. As described later, the routine for selecting the 2nd target which should be set as the collision determination target is executed repeatedly at a predetermined short time interval (for example, 0.05 seconds). From the viewpoint of accurately determining whether the 2nd condition is established, it is desirable to calculate the 1st trajectory and the 2nd trajectory which accurately conform to the actual movement paths of the own vehicle and the 2nd target every time the above-described routine is executed. However, in this case, the computational processing load for determining whether the 2nd condition is established can be excessively large. On the other hand, since the period required for the own vehicle and the 2nd target to meet (meet) is extremely short, it is sometimes possible to consider that the deviation of the 1st trajectory and the 2nd trajectory which are considered to be straight lines from the actual 1st trajectory and the 2nd trajectory is small even if the 1st trajectory and the 2nd trajectory are calculated as straight lines.

[0058] Figure 3This is a schematic diagram illustrating the determination of whether the second condition mentioned above is met, namely, whether the first trajectory, which is the predicted driving trajectory of the vehicle itself, and the second trajectory, which is the predicted driving trajectory of the second object, intersect (hereinafter sometimes referred to as "simplified intersection determination"). Figure 3 In the example shown, if vehicle 10 continues to travel straight in the positive direction of the X-axis, and other vehicle 20, as the second target, travels along the straight line (dashed line) represented by the formula "x = ay + b" as indicated by the thick solid arrow, the first trajectory (X-axis) of the predicted trajectory of vehicle 10 and the second trajectory (dashed line) of the predicted trajectory of the second target (other vehicle 20) intersect at point p on the X-axis. That is, the second condition holds in this case.

[0059] On the other hand, when the vehicle 10 travels along a first arc-shaped trajectory centered at point c on the Y-axis and having a radius R, as shown by the curve depicted by the dotted line, the equation "x" is used to... 2 +(yR) 2 =R 2 The first trajectory (dotted line) indicated by "" does not intersect with the second trajectory (dashed line), which is the predicted trajectory for the second target (other vehicle 20). That is, the second condition does not hold in this case. However, even when the vehicle 10 itself travels along the arc-shaped first trajectory (dotted line), the first and second trajectories may sometimes intersect, as illustrated by the thick dashed arrow, when the other vehicle 20, which is the second target, travels along a different second trajectory than described above. In this case, the second condition holds.

[0060] As described above, the determination of whether the first trajectory, which is the predicted trajectory of the vehicle itself, and the second trajectory, which is the predicted trajectory of the second object, intersect (simplified intersection determination) can be said to be based on whether the simultaneous equations representing the first trajectory and the second trajectory have real solutions. In such cases... Figure 3 As illustrated, vehicle 10 itself follows the formula "x" 2 +(yR) 2 =R 2 When a vehicle 20, which is the second object, travels along a circular first trajectory represented by the formula "x = ay + b", and another vehicle 20, which is the second object, travels along a straight second trajectory represented by the formula "x", it is possible to determine the second object based on the formula "x". 2 +(yR) 2 =R 2 The question is whether the first trajectory and the second trajectory intersect by determining whether the simultaneous equations of the first and second trajectories have real solutions.

[0061] Further, in the case where the first trajectory and the second trajectory are regarded as straight lines to perform the simple intersection determination in view of the fact that the period required for the own vehicle to intersect with the second object is extremely short as described above, both the first trajectory and the second trajectory can be expressed by a linear equation. In this case, the simple intersection determination can be performed by solving simultaneous equations (simultaneous linear equations) composed of two linear equations, and thus it is possible to reduce the computational processing load accompanying the execution of the collision avoidance support.

[0062] However, not all of the second objects have a high possibility of collision with the own vehicle among all of the second objects existing in the specific range and determined to intersect with the first trajectory as a result of the simple intersection determination. For example, in the case where the first trajectory and the second trajectory intersect in the far front of the own vehicle and the case where the first trajectory and the second trajectory intersect in the rear of the own vehicle, and the like, it can be determined that the second object traveling along the second trajectory has a low possibility of collision with the own vehicle. Therefore, in the first device, the first collision determination condition group as the condition group for selecting the second object to be set as the collision determination target object includes the following third condition in addition to the first condition and the second condition described above.

[0063] The third condition is a condition that the first trajectory and the second trajectory intersect at a position within a predetermined distance from the own vehicle on the front side of the own vehicle in the first trajectory. Whether the third condition is satisfied, that is, whether the first trajectory and the second trajectory intersect at a position within a predetermined distance from the own vehicle on the front side of the own vehicle in the first trajectory, can be determined, for example, on the basis of the positions, speeds, and directions of travel of the own vehicle and the second object. The specific method of this determination is described in detail later in the description of other embodiments of the present application.

[0064] Hereinafter, the routine in which the collision determination target object selection unit 131 selects the second object in which all of the first condition to the third condition included in the first collision determination condition group are satisfied as the collision determination target object will be referred to as a "collision determination target object selection routine". Figure 4 is an example of a flowchart showing the steps of various processes in the collision determination target object selection routine performed in the first device. In the first device 101, the collision determination target object selection routine described in detail below is repeatedly executed at a predetermined short time interval (for example, 0.05 seconds).

[0065] When the collision determination object target selection routine is started, in step S10, it is determined whether the above-described first condition is satisfied (i.e., whether the second target exists in the specified range). The position of the second target can be determined based on the second information I2 acquired by the second target information acquisition unit 120. In the case where the first condition is satisfied (step S10: YES), in the next step S20, it is determined whether the above-described second condition is satisfied (i.e., whether the first trajectory, which is the travel prediction trajectory of the own vehicle, and the second trajectory, which is the travel prediction trajectory of the second target, cross each other). As described above, the first trajectory can be calculated, for example, based on the vehicle information (e.g., position, vehicle speed, travel direction, and / or steering angle, etc.) of the own vehicle, and the second trajectory can be calculated, for example, based on the second information I2 of the second target.

[0066] In the case where the second condition is satisfied (step S20: YES), in the next step S30, it is determined whether the above-described third condition is satisfied (i.e., whether the first trajectory and the second trajectory cross each other at a position within a predetermined distance from the own vehicle on the front side of the own vehicle in the first trajectory). As described above, whether the third condition is satisfied, i.e., whether the first trajectory and the second trajectory cross each other at a position within a predetermined distance from the own vehicle on the front side of the own vehicle in the first trajectory, can be determined, for example, based on the positions, speeds, and travel directions, etc. of the own vehicle and the second target.

[0067] In the case where the third condition is satisfied (step S30: YES), all the conditions included in the first collision determination condition group, which is the condition group including the above-described first condition to the third condition, are satisfied at the same time, and therefore, in the next step S40, the second target is selected as the collision determination object target. On the other hand, in the case where the determination result is "NO" in any one of the step S10 of determining whether the first condition is satisfied, the step S20 of determining whether the second condition is satisfied, and the step S30 of determining whether the third condition is satisfied, the collision determination object target selection routine is temporarily ended at this point in time. Therefore, the second target in which any one or more of the first condition to the third condition is not satisfied is not selected as the collision determination object target.

[0068] That is, in the first device, the second target in which the possibility of collision with the own vehicle is low among the second targets detected by the second target information acquisition unit is excluded in advance from the target of the collision avoidance support. As a result, according to the first device, the collision avoidance support can be effectively performed, and the processing load in the control device for performing the collision avoidance support can be effectively reduced.

[0069] Moreover, the function of the first device described above can be implemented by, for example, an ECU mounted on the host vehicle. In the present specification, the "ECU" is an electronic control device (Electronic Control Unit) provided with a microcomputer as a main part, and is also referred to as a "controller". The microcomputer includes a CPU (processor), a ROM, a RAM, a nonvolatile memory, an interface, and the like. The CPU is configured to implement various functions by executing instructions (programs, routines) stored in the ROM. The various functions described above can be executed by a specific one ECU that constitutes the first device, or can be executed by a plurality of ECUs in a distributed manner. In the latter case, the plurality of ECUs can be configured to be connected via a CAN (Controller Area Network) and to be able to communicate with each other, for example.

[0070] "Second Embodiment"

[0071] Hereinafter, a driving support device (hereinafter, sometimes referred to as "second device") of a second embodiment of the present application will be described with reference to the drawings.

[0072] As described above, in the first device, the second object for which all the conditions included in the first collision determination condition group, which is a condition group including the first to third conditions described above, are satisfied at the same time is selected as a collision determination object object (a second object that is determined to be an object based on which the possibility of collision with the host vehicle is determined). In other words, in the first device, the second object for which any one or more of the first to third conditions described above is not satisfied is not selected as a collision determination object object. Therefore, according to the first device, collision avoidance support can be effectively performed, and the computational processing load in the control device for performing collision avoidance support can be effectively reduced.

[0073] However, the object detection accuracy of the first object information acquisition unit that acquires the first information on the object existing in the front region of the host vehicle is not necessarily uniform throughout the entire region of the object detection range. For example, the object detection accuracy at a range such as the vicinity of both ends of the angle of view corresponding to the object detection range is sometimes lower than the object detection accuracy at other ranges included in the object detection range.

[0074] When the range in which the object detection accuracy of the first object information acquisition unit is low as described above is removed from the second range as part of the third range (a range in which the object detection range of the first object information acquisition unit, i.e., the first range, and the object detection range of the second object information acquisition unit, i.e., the second range, overlap), the object present in the range can be detected only by the first object information acquisition unit (in which the object detection accuracy is low at the range). Therefore, from the viewpoint of more reliably and effectively performing the collision avoidance support, it is desirable that the range in which the object detection accuracy of the first object information acquisition unit is low as described above is not included in the third range (removed from the object detection range of the second object information acquisition unit, i.e., the second range).

[0075] Therefore, the second device is a driving support device characterized in that, on the basis of the first device described above, a range in which the object detection accuracy of the first object information acquisition unit is lower than a predetermined threshold is removed from the third range.

[0076] Figure 5 is a schematic view showing an example of the first range, the second range, the third range, and the specific range in the second device. In Figure 5 In the first device described above, the range F (the first range) in which the object can be detected by the first object information acquisition unit (e.g., the front radar) provided in the own vehicle 10 is applied with the vertical stripe pattern. On the other hand, the range S (the second range) in which the object can be detected by the second object information acquisition unit (e.g., the front side radar) provided in the own vehicle 10 is applied with the horizontal stripe pattern. As a result, the range in which the range F and the range S overlap (the third range) is applied with the vertical and horizontal grid pattern.

[0077] In the first device described above, the range (the range in the range S in which only the horizontal stripe pattern is applied) obtained by removing the third range (the range in which the vertical and horizontal grid pattern is applied) from the second range (the range in which the horizontal stripe pattern is applied) becomes the specific range. Therefore, the second object present in the third range is excluded from the object based on the second information I2 to determine the possibility of collision with the own vehicle. As a result, according to the first device, the collision avoidance support can be effectively performed, and the computational processing load in the control device for performing the collision avoidance support can be effectively reduced.

[0078] However, as described above, the object detection accuracy of the first object information acquisition unit that acquires the first information about the object present in the front region of the own vehicle is not necessarily uniform throughout the entire region of the object detection range. For example, the object detection accuracy at the range near both ends of the angle of view corresponding to the object detection range and the like is sometimes lower than the object detection accuracy at other ranges included in the object detection range.

[0079] In Figure 5In the example shown, the object detection accuracy of the 1st object information acquisition unit is lower at a range around both ends of the angle of view corresponding to the object detection range, and the like, than the object detection accuracy at other ranges included in the object detection range. Specifically, in the example shown, the object detection accuracy of the 1st object information acquisition unit is lower at a range around both ends of the angle of view corresponding to the object detection range than the object detection accuracy at other ranges included in the object detection range. In the example shown, the object detection accuracy of the 1st object information acquisition unit is lower at a range around both ends of the angle of view corresponding to the object detection range than the object detection accuracy at other ranges included in the object detection range. Specifically, in the example shown, the object detection accuracy of the 1st object information acquisition unit is lower at a range around both ends of the angle of view corresponding to the object detection range than the object detection accuracy at other ranges included in the object detection range. Figure 5 The range having a gray background color in the example shown is a range in which the object detection accuracy of the 1st object information acquisition unit is lower than a predetermined threshold value. As described above, when a range in which the object detection accuracy of the 1st object information acquisition unit is low like this is removed from the 2nd range as part of the 3rd range, objects present in the range can be detected only by the 1st object information acquisition unit. From the viewpoint of more reliably and effectively performing collision avoidance support, for a range in which the object detection accuracy of the 1st object information acquisition unit is low like this, it is preferable not to set the range as the 3rd range, but to process the range as part of the specific range in which the 2nd object is selected as a collision determination target object.

[0080] Therefore, in the 2nd device, the range having a gray background color in the example shown, i.e., the range in which the object detection accuracy of the 1st object information acquisition unit is lower than a predetermined threshold value, is removed from the 3rd range. In other words, a range in which the object detection accuracy of the 1st object information acquisition unit is a predetermined threshold value or more and overlaps with the 2nd range is processed as the 3rd range. Thus, according to the 2nd device, it is possible to avoid a situation in which a range in which the object detection accuracy of the 1st object information acquisition unit is low is removed from the 2nd range as part of the 3rd range, and objects present in the range can be detected only by the 1st object information acquisition unit. Therefore, according to the 2nd device, it is possible to more reliably and effectively perform collision avoidance support. Figure 5

[0081] Further, the threshold value of the object detection accuracy of the 1st object information acquisition unit, which is a criterion for determining whether or not a range in which an object can be detected by the 1st object information acquisition unit should be removed from the 3rd range, can be appropriately set, for example, in accordance with the object detection accuracy required for appropriate execution of collision avoidance support and / or regulations related to collision avoidance support at the place of dispatch of the vehicle on which the 2nd device is mounted.

[0082]

[0083] Hereinafter, a driving support device (hereinafter, sometimes referred to as "3rd device") according to a 3rd embodiment of the present application will be described with reference to the drawings.

[0084] ​​As described above, in the first device and the second device, it is determined that the third condition is satisfied in a case where the first trajectory and the second trajectory intersect at a position in the first trajectory on the front side of the own vehicle within a predetermined distance from the own vehicle. Whether or not the third condition is satisfied, that is, whether or not the first trajectory and the second trajectory intersect at a position in the first trajectory on the front side of the own vehicle within a predetermined distance from the own vehicle, can be determined, for example, on the basis of the positions, speeds, and directions of travel of the own vehicle and the second object.

[0085] However, from the viewpoint of reducing the computational processing load accompanying execution of collision avoidance assistance, it is desirable to determine whether or not the first trajectory and the second trajectory intersect at a position in the first trajectory on the front side of the own vehicle within a predetermined distance from the own vehicle by a simpler method.

[0086] Therefore, the third device is a driving assistance device characterized in that, on the basis of the first device or the second device described above, the collision determination object selection section determines that the third condition is satisfied in a case where an angle formed by the direction of travel of the own vehicle and the direction of travel of the second object is within a predetermined range.

[0087] For example, in a case where the direction of travel of the second object existing at a position that is a predetermined distance away from the own vehicle in a direction (lateral direction) orthogonal to the direction of travel (longitudinal direction) of the own vehicle is parallel to the direction of travel of the own vehicle, the travel prediction trajectory of the own vehicle (first trajectory) and the travel prediction trajectory of the second object (second trajectory) do not intersect. On the other hand, there is a case where the first trajectory and the second trajectory intersect in a case where the direction of travel of the second object is orthogonal to the direction of travel of the own vehicle. In addition, in a case where the direction of travel of the second object is intermediate between the longitudinal direction and the lateral direction, the likelihood that the first trajectory and the second trajectory intersect changes, for example, depending on the angle formed by the direction of travel of the own vehicle and the direction of travel of the second object, the positional relationship and speed of the own vehicle and the second object, and the like. Therefore, the range of the angle formed by the direction of travel of the own vehicle and the direction of travel of the second object that is a criterion for the collision determination object selection section to determine that the third condition is satisfied can change, for example, depending on the angle formed by the direction of travel of the own vehicle and the direction of travel of the second object, the positional relationship and speed of the own vehicle and the second object, and the like. Alternatively, the range of the angle can be a fixed range determined, for example, on the basis of the angle formed by the direction of travel of the own vehicle and the direction of travel of the second object, the positional relationship and speed of the own vehicle and the second object, and the like, in a situation in which the likelihood of a collision between the own vehicle and the second object is high.

[0088] In the third device of the preferred technical solution, the range of the angle formed by the traveling direction of the host vehicle and the traveling direction of the second object is determined as the reference for the third condition to be satisfied by the collision determination object selection section, according to which quadrant the second object exists in a coordinate system having the traveling direction of the host vehicle (the longitudinal axis direction) and a direction orthogonal to the longitudinal axis direction (the lateral axis direction) as the coordinate axes.

[0089] That is, in the third device of the preferred technical solution, the collision determination object selection section is configured to determine that the third condition is satisfied when the intersection angle θ is within a predetermined range determined according to the quadrant in which the second object exists in a predetermined X-Y coordinate system.

[0090] Specifically, the X-Y coordinate system is a coordinate system having the position of the host vehicle as the origin, the traveling direction of the host vehicle as the positive direction of the X axis, and a direction orthogonal to the X axis and toward the left side of the host vehicle as the positive direction of the Y axis. In the X-Y coordinate system, the range where X > 0 and Y < 0 is set as the first quadrant, the range where X > 0 and Y > 0 is set as the second quadrant, the range where X < 0 and Y > 0 is set as the third quadrant, and the range where X < 0 and Y < 0 is set as the fourth quadrant. The intersection angle θ is an angle calculated according to the X-axis component Vx and the Y-axis component Vy of the relative velocity V (vector) of the second object with respect to the host vehicle by the following equation (1).

[0091] θ = tan －1 (Vx / |Vy|) ··· (1)

[0092] Further, in the third device of the preferred technical solution, the collision determination object selection section determines that the third condition is satisfied when the intersection angle θ satisfies "-50° ≤ θ ≤ 45°" if the second object exists in the first quadrant or the second quadrant, and determines that the third condition is satisfied when the intersection angle θ satisfies "0° ≤ θ ≤ 45°" if the second object exists in the third quadrant or the fourth quadrant.

[0093] Figure 6 is a schematic diagram illustrating the coordinate system used in the third device of the preferred technical solution. Figure 6 The illustrated X-Y coordinate system is a coordinate system having the position of the host vehicle 10 as the origin O, the traveling direction of the host vehicle 10 as the positive direction of the X axis, and a direction orthogonal to the X axis and toward the left side of the host vehicle 10 as the positive direction of the Y axis. In the X-Y coordinate system, the range where X > 0 and Y < 0 is set as the first quadrant, the range where X > 0 and Y > 0 is set as the second quadrant, the range where X < 0 and Y > 0 is set as the third quadrant, and the range where X < 0 and Y < 0 is set as the fourth quadrant.

[0094] Next, Figure 7This is a schematic diagram illustrating the cross angle θ, which serves as an indicator for determining whether the third condition is met in the third device of the preferred technical solution. Figure 7 The illustrated XY coordinate system is also consistent with Figure 6 Similarly, a coordinate system is established with the position of the vehicle 10 as the origin O, the direction of travel of the vehicle 10 as the positive X-axis, and the direction orthogonal to the X-axis and pointing towards the left side of the vehicle 10 as the positive Y-axis. Furthermore, the system also defines the range where X > 0 and Y < 0 as the first quadrant, X > 0 and Y > 0 as the second quadrant, X < 0 and Y > 0 as the third quadrant, and X < 0 and Y < 0 as the fourth quadrant. Figure 6 same.

[0095] like Figure 7 As shown, other vehicles 20a exist in the first quadrant. That is, if the coordinates representing the position of other vehicles 20a are set as (xa, ya), then xa > 0 and ya < 0. In addition, if the X-axis component and Y-axis component of the relative velocity Va (vector) of other vehicles 20a relative to itself vehicle 10 are set as Vxa and Vya respectively, then the intersection angle θa of other vehicles 20a can be represented by the following equation (1a), which is the same as the above equation (1).

[0096] θa=tan －1 (Vxa / |Vya|)···(1a)

[0097] Furthermore, other vehicles 20b exist in the second quadrant. That is, if the coordinates representing the position of other vehicles 20b are set as (xb, yb), then xb > 0 and yb > 0. In addition, if the X-axis component and Y-axis component of the relative velocity Vb (vector) of other vehicles 20b relative to its own vehicle 10 are set as Vxb and Vyb respectively, then the intersection angle θb of other vehicles 20b can be represented by the following equation (1b), which is the same as the above equation (1).

[0098] θb=tan －1 (Vxb / |Vyb|)···(1b)

[0099] In such Figure 7The intersection angle θ is negative in the case where the X-axis component Vx of the relative speed V (vector) of the other vehicle 20a and the other vehicle 20b exemplified above is directed toward the negative direction of the X-axis. In this case, when the value of the intersection angle θ is excessively small (excessively large in absolute value), it can be considered that the other vehicle passes behind the host vehicle 10 and that the possibility of collision with the host vehicle 10 is high. On the other hand, the intersection angle θ is positive in the case where the X-axis component Vx of the relative speed V (vector) is directed toward the positive direction of the X-axis. In this case, when the value of the intersection angle θ is excessively large (excessively large in absolute value), it can be considered that the other vehicle passes in front of the host vehicle 10 and that the possibility of collision with the host vehicle 10 is high.

[0100] Therefore, for the other vehicle existing in the first quadrant or the second quadrant, for the other vehicle whose value of the intersection angle θ is between the predetermined lower limit value as a negative value and the predetermined upper limit value as a positive value, it is considered that there is a possibility of collision with the host vehicle. As a result of intensive studies based on such a viewpoint, the present inventors have obtained the insight that it is desirable to configure the collision determination object marker selection section so as to determine that the third condition is satisfied in the case where the intersection angle θ satisfies "-50° ≤ θ ≤ 45°" when the second object exists in the first quadrant or the second quadrant.

[0101] On the other hand, although not illustrated, the coordinates representing the position of the other vehicle existing in the third quadrant are x < 0 and y > 0, and the coordinates representing the position of the other vehicle existing in the fourth quadrant are x < 0 and y < 0, and if the X-axis component and the Y-axis component of the relative speed V (vector) of these other vehicles with respect to the host vehicle are set to Vx and Vy, respectively, the intersection angle θ of these other vehicles can also be represented in the same manner as the above equation (1).

[0102] The intersection angle θ is negative in the case where the X-axis component Vx of the relative speed V (vector) of the other vehicle 20a and the other vehicle 20b exemplified above is directed toward the negative direction of the X-axis. In this case, when the value of the intersection angle θ is excessively small (excessively large in absolute value), it can be considered that the other vehicle passes behind the host vehicle 10 and that the possibility of collision with the host vehicle 10 is high. On the other hand, the intersection angle θ is positive in the case where the X-axis component Vx of the relative speed V (vector) is directed toward the positive direction of the X-axis. In this case, when the value of the intersection angle θ is excessively large (excessively large in absolute value), it can be considered that the other vehicle passes in front of the host vehicle 10 and that the possibility of collision with the host vehicle 10 is high.

[0103] Therefore, for other vehicles existing in the 3rd quadrant or the 4th quadrant, for other vehicles for which the value of the intersection angle θ is positive and within a predetermined upper limit value, it is considered that there is a possibility of collision with the own vehicle. As a result of intensive studies based on such a viewpoint, the present inventors have obtained the insight that it is desirable to configure the collision determination object marker selection section so as to determine that the 3rd condition is satisfied in a case where the intersection angle θ satisfies "0° ≤ θ ≤ 45°" when the 2nd marker exists in the 3rd quadrant or the 4th quadrant.

[0104] As above, in the 3rd device, it is possible to determine whether or not the 1st trajectory and the 2nd trajectory intersect at a position within a predetermined distance from the own vehicle on the front side of the own vehicle in the 1st trajectory by a simple method based on the angle formed by the traveling direction of the own vehicle and the traveling direction of the 2nd marker. Therefore, according to the 3rd device, it is possible to effectively reduce the computational processing load accompanying the execution of the collision avoidance assistance.

[0105] Further, although in the example shown in Figs. 1 to 3, the center of the front end of the own vehicle 10 is set as the position of the own vehicle, and this position is set as the origin 0, the position of the own vehicle 10 can be set as any position other than the center of the front end. Figure 6 and Figure 7 Further, although in the example shown in Figs. 1 to 3, the center of the front end of the own vehicle 10 is set as the position of the own vehicle, and this position is set as the origin 0, the position of the own vehicle 10 can be set as any position other than the center of the front end.

[0106]

[0107] Hereinafter, with reference to the drawings, a driving assistance device (hereinafter, sometimes referred to as "4th device") of a 4th embodiment of the present application will be described.

[0108] As described above, in the driving assistance device (the present device) of the present application typified by the 1st device to the 3rd device, the 2nd marker in which all of the 1st condition to the 3rd condition are simultaneously satisfied is selected as the collision determination object marker. In other words, in the present device, the 2nd marker in which any one of the 1st condition to the 3rd condition is not satisfied is not selected as the collision determination object marker. Thereby, in the present device, it is possible to exclude the 2nd marker having a low possibility of collision with the own vehicle from the object of the collision avoidance assistance. Therefore, according to the present device, it is possible to effectively execute the collision avoidance assistance, and to effectively reduce the computational processing load in the control device for executing the collision avoidance assistance.

[0109] ​However, even in a case where all of the first condition to the third condition are satisfied at the same time, that is, even in a case where the travel prediction trajectory of the second target existing in the specific range (second trajectory) and the travel prediction trajectory of the own vehicle (first trajectory) intersect at a position within a predetermined distance on the front side of the own vehicle, for example, there is a possibility that, depending on the speed at which the second target enters the front of the own vehicle and the distance between the second target and the own vehicle in a direction orthogonal to the advancing direction of the own vehicle (lateral direction), a long time is required for the second target to reach the intersection point of the second trajectory and the first trajectory, and the own vehicle passes through the intersection point before the second target reaches the intersection point. Therefore, from the viewpoint of reliably excluding the second target having a low possibility of colliding with the own vehicle from the object of the collision avoidance support and reducing the computational processing load accompanying the execution of the collision avoidance support, it is desirable that the second target requiring a period longer than a predetermined threshold to reach the front of the own vehicle is not selected as the collision determination object target.

[0110] Therefore, the fourth device is a driving support device characterized in that, on the basis of any one of the first device to the third device described above, the first collision determination condition group includes the fourth condition described below in addition to the first condition to the third condition described above.

[0111] The fourth condition is a condition in which an ECT value calculated on the basis of the relative speed of the second target with respect to the own vehicle and the positional relationship between the second target and the own vehicle in a predetermined X-Y coordinate system is equal to or less than a predetermined threshold value.

[0112] Specifically, the X-Y coordinate system is a coordinate system having the position of the own vehicle as the origin, having the advancing direction of the own vehicle as the positive direction of the X axis, and having a direction orthogonal to the X axis and oriented toward the left side of the own vehicle as the positive direction of the Y axis. The ECT value is a value calculated by the following equation (2) on the basis of the Y axis component Vy of the relative speed V of the second target with respect to the own vehicle and the difference Ay between the Y coordinate of the second target and the Y coordinate of the own vehicle.

[0113] ECT value = |Ay / Vy|... (2)

[0114] The "predetermined threshold value" serving as a criterion for determining whether the fourth condition is satisfied on the basis of the ECT value may be, for example, a value that varies depending on the positional relationship between the own vehicle and the second target (for example, the distance between the intersection point of the first trajectory and the second trajectory and the own vehicle, and the like) and the speed of the own vehicle, or the like. Alternatively, the "predetermined threshold value" may be, for example, a fixed value determined on the basis of the positional relationship between the own vehicle and the second target (for example, the distance between the intersection point of the first trajectory and the second trajectory and the own vehicle, and the like) and the speed of the own vehicle, or the like, assumed in a situation in which the possibility of collision between the own vehicle and the second target is high.

[0115] Figure 8 is an example of a flowchart showing steps of various processes in a collision risk exclusion routine executed in the fourth device. Figure 8 The illustrated flowchart is the same as the flowchart illustrated in FIG. 7 except that a step S35 of determining whether the fourth condition is satisfied is added after the step S30 of determining whether the third condition is satisfied. Figure 4 The illustrated flowchart is the same as the flowchart illustrated in FIG. 7.

[0116] That is, in the collision risk exclusion routine executed in the fourth device, the steps S10 to S30 are the same as the steps S10 to S30 in the collision risk exclusion routine executed in the third device. Figure 8 The illustrated flowchart represents a collision risk exclusion routine executed in the fourth device. The steps S10 to S30 are the same as the steps S10 to S30 in the collision risk exclusion routine executed in the third device. Figure 4 The illustrated flowchart is the same as the flowchart illustrated in FIG. 7. Then, after the step S30, it is determined in the step S35 whether the fourth condition is satisfied, that is, whether the ECT value is below the predetermined threshold value.

[0117] In a case where the fourth condition is satisfied (step S35: YES), all the conditions included in the first collision determination condition group including the first condition to the fourth condition described above are satisfied at the same time, and therefore, in the next step S40, the second object is selected as the collision determination object. On the other hand, in a case where the determination result is NO in any one of the step S10 of determining whether the first condition is satisfied, the step S20 of determining whether the second condition is satisfied, the step S30 of determining whether the third condition is satisfied, and the step S35 of determining whether the fourth condition is satisfied, the collision determination object selection routine is temporarily ended at this point in time. Therefore, the second object in which any one or more of the first condition to the fourth condition is not satisfied is not selected as the collision determination object.

[0118] As described above, in the fourth device, the second object in which the fourth condition is satisfied at the same time in addition to the first condition to the third condition described above is selected as the collision determination object. That is, the second object which not only exists in the specific range and the travel prediction trajectory (second trajectory) intersects with the travel prediction trajectory (first trajectory) of the host vehicle at a position within the predetermined distance on the front side of the host vehicle but also satisfies the condition that the period required to reach the front of the host vehicle is below the predetermined threshold value is selected as the collision determination object. As a result, according to the fourth device, it is possible to more reliably exclude the second object having a low possibility of collision with the host vehicle from the target of the collision avoidance support and more effectively reduce the computational processing load accompanying the execution of the collision avoidance support.

[0119] <5th Embodiment>

[0120] Hereinafter, a driving support device (hereinafter, sometimes referred to as "fifth device") of a fifth embodiment of the present application will be described.

[0121] As described above, in the driving support device (inventive device) represented by the first to fourth devices, the collision determination object marker selects, as the collision determination object marker, the second marker that satisfies all the conditions included in the first collision determination condition group including the first to third conditions or the first collision determination condition group including the first to fourth conditions. Thus, according to the inventive device, collision avoidance support can be effectively performed, and the processing load in the control device for performing the collision avoidance support can be effectively reduced.

[0122] However, the number of markers from which the second marker information acquisition unit acquires the second information is not always large, and even if the number of markers from which the second marker information acquisition unit acquires the second information is large, the number of second markers selected as the collision determination object marker is not always large. That is, depending on the number and / or state of markers detected by the second marker information acquisition unit, the number of second markers selected as the collision determination object marker is sometimes small, and the processing capacity of the control device for performing the collision avoidance support is sufficient with respect to the processing load accompanying the performance of the collision avoidance support.

[0123] In the above case, at least some of the second markers that are not selected as the collision determination object marker because all the conditions included in the first collision determination condition group do not simultaneously hold can further be selected as the collision determination object marker. In particular, for the second markers that are not selected as the collision determination object marker because the third range (the first condition does not hold) in which the marker detection range of the first marker information acquisition unit, i.e., the first range, and the marker detection range of the second marker information acquisition unit, i.e., the second range, overlap exists, it is possible that, like the second markers existing in the specified range, the travel prediction trajectory (second trajectory) of the second marker and the travel prediction trajectory (first trajectory) of the host vehicle intersect at a position within a predetermined distance on the front side of the host vehicle. For the markers existing in this third range, the first information is acquired by the first marker information acquisition unit, and the marker having a high possibility of colliding with the host vehicle is determined to be the object of the collision avoidance support.

[0124] However, from the viewpoint of more reliably performing the collision avoidance support, for example, to prevent the "unexpected situation such as the missing detection of the first marker information acquisition unit", it is desirable that, even if the processing capacity is sufficient, for the second markers existing in this third range, it is determined whether the travel prediction trajectory (second trajectory) of the second marker and the travel prediction trajectory (first trajectory) of the host vehicle intersect at a position within a predetermined distance on the front side of the host vehicle, i.e., whether the second condition and the third condition hold, and in the case where these conditions hold, the second marker is selected as the collision determination object marker and is set as the object of the collision avoidance support.

[0125] Thus, the 5th device is a driving support device characterized in that, on the basis of any one of the above-mentioned 1st to 4th devices, the collision determination object marker selection section, in a case where the number of the 2nd markers selected as the collision determination object markers on the basis of the 1st collision determination condition group is less than a predetermined threshold value, further selects at least a part of the 2nd markers in which all the conditions included in the 2nd collision determination condition group are simultaneously satisfied as the collision determination object markers. The 2nd collision determination condition group is the 1st collision determination condition group including the 5th condition in place of the 1st condition, the 5th condition being the condition that the 2nd marker exists in the 3rd range.

[0126] That is, the 2nd collision determination condition group includes the 5th condition, the 2nd condition, and the 3rd condition, and also includes the 4th condition that the ECT value is equal to or less than a predetermined threshold value, like the 1st collision determination condition group.

[0127] Figure 9 is a flowchart showing an example of the steps of various processes in the collision determination object marker selection routine executed in the 5th device. Figure 9 The flowchart illustrated is the same as the flowchart illustrated in Figure 4 The flowchart illustrated is the same as the flowchart illustrated in Figure 9 To describe the entire collision determination object marker selection routine in Figure 9 , steps S10 to S30 are collectively described as one in Figure 4 The processes described in the flowchart illustrated in

[0128] In the collision risk exclusion routine executed in the 5th device represented by the flowchart illustrated in Figure 9 , steps S10 to S40 are the same as the flowchart illustrated in Figure 4 The processes described in the flowchart illustrated in

[0129] In a case where the number of the 2nd markers selected as the collision determination object markers in step S40 is less than a predetermined threshold value (step S50: YES), it is determined in the following steps S60 to S80 whether all the conditions included in the 2nd collision determination condition group are simultaneously satisfied. In step S60, it is determined whether the above-mentioned 5th condition is satisfied (i.e., whether the 2nd marker exists in the 3rd range).

[0130] In the case where the 5th condition is established (step S60: YES), in the next step S70, it is determined whether or not the above-described 2nd condition is established (i.e., whether or not the 1st trajectory that is the travel prediction trajectory of the own vehicle and the 2nd trajectory that is the travel prediction trajectory of the 2nd target cross each other). That is, the processing performed in step S70 is the same as the processing performed in the above-described step S20, except for the range in which the 2nd target as the object of the processing is present.

[0131] In the case where the 2nd condition is established (step S70: YES), in the next step S80, it is determined whether or not the above-described 3rd condition is established (i.e., whether or not the 1st trajectory and the 2nd trajectory cross each other at a position within a predetermined distance from the own vehicle on the front side of the own vehicle in the 1st trajectory). That is, the processing performed in step S80 is the same as the processing performed in the above-described step S30, except for the range in which the 2nd target as the object of the processing is present.

[0132] In the case where the 3rd condition is established (step S80: YES), all the conditions included in the 2nd collision determination condition group that is the condition group including the above-described 5th condition, 2nd condition and 3rd condition are established at the same time, and therefore, in the next step S90, the 2nd target is further selected (added) as the collision determination object target. On the other hand, in the case where the determination result is "NO" in any one of the step S60 of determining whether or not the 5th condition is established, the step S70 of determining whether or not the 2nd condition is established and the step S80 of determining whether or not the 3rd condition is established, the collision determination object target selection routine is temporarily ended at this point in time. Therefore, the 2nd target in which any one or more of the 5th condition, 2nd condition and 3rd condition is not established is not added as the collision determination object target.

[0133] That is, in the 5th device, in the case where the number of the 2nd targets selected as the collision determination object target based on the 1st collision determination condition group is less than the predetermined threshold value, the 2nd target in which the 2nd condition and 3rd condition of the 2nd target present in the 3rd range are established is added as the collision determination object target. Therefore, in the 5th device, in the case where there is still room for the operation processing capacity of the control device for executing the collision avoidance support with respect to the operation processing load accompanying the execution of the collision avoidance support, the 2nd target present in the 3rd range in which the 2nd trajectory and the 1st trajectory are likely to cross each other at a position within the predetermined distance on the front side of the own vehicle is also determined based on the 2nd information to have the possibility of colliding with the own vehicle. As a result, according to the 5th device, it is possible to more effectively execute the collision avoidance support within the range of the operation processing capacity of the control device for executing the collision avoidance support.

[0134] Further, in the 5th device, Figure 9In the illustrated example, the first collision determination condition group includes the first condition to the third condition, and the second collision determination condition group includes the fifth condition, the second condition, and the third condition. However, as described above, the first collision determination condition group can include the fourth condition in addition to the first condition to the third condition. Similarly, the second collision determination condition group can include the fourth condition in addition to the fifth condition, the second condition, and the third condition.

[0135] The above description has been given for the purpose of illustrating the present application, and the scope of the present application should not be construed as being limited to the above-described exemplary embodiments. The present application can be modified as appropriate within the scope of the claims and the contents described in the specification.

Claims

1. A driving support device that includes: a first target information acquisition unit that acquires first information that is information about a target existing in a front region of a host vehicle; a second target information acquisition unit that acquires second information that is information about a target existing in a front lateral region of the host vehicle; and a collision avoidance support control unit that performs collision avoidance support for avoiding a collision of the host vehicle with a collision risk target that is a target determined to have a high possibility of colliding with the host vehicle based on at least one of the first information and the second information, in a case where it is determined that the collision risk target exists, the driving support device being characterized in that: the collision avoidance support control unit includes a collision determination target selection section that selects a collision determination target target from among second targets that are the targets for which the second information is acquired, the collision determination target target being the second target set as a target for which a possibility of colliding with the host vehicle is determined based on the second information, the collision determination target selection section selects, as the collision determination target target, the second target in which all conditions included in a first collision determination condition group including a plurality of conditions are simultaneously satisfied, the first collision determination condition group includes a first condition, a second condition, and a third condition, the first condition is a condition in which the second target exists in a specific range that is a range obtained by removing a third range that is a range in which a first range and a second range overlap from the second range, the first range being a target detection range of the first target information acquisition unit, the second range being a target detection range of the second target information acquisition unit, the second condition is a condition in which a first trajectory that is a travel prediction trajectory of the host vehicle and a second trajectory that is a travel prediction trajectory of the second target intersect, and the third condition is a condition in which the first trajectory and the second trajectory intersect at a position within a predetermined distance from the host vehicle on a front side of the host vehicle in the first trajectory, the collision determination target selection section removes, from the third range, a range in which a target detection accuracy of the first target information acquisition unit is lower than a predetermined threshold, the collision determination target selection section determines that the third condition is satisfied in a case where an angle formed by a travel direction of the host vehicle and a travel direction of the second target is within a predetermined range, and the collision determination target selection section determines that the second condition is satisfied in a case where a distance between the host vehicle and the second target is within a predetermined range. ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ ​ In an X-Y coordinate system in which the position of the own vehicle is set as the origin, the advancing direction of the own vehicle is set as the positive direction of the X axis, a direction orthogonal to the X axis and toward the left side of the own vehicle is set as the positive direction of the Y axis, the range where X > 0 and Y < 0 is set as the first quadrant, the range where X > 0 and Y > 0 is set as the second quadrant, the range where X < 0 and Y > 0 is set as the third quadrant, and the range where X < 0 and Y < 0 is set as the fourth quadrant, the third condition is determined to be satisfied in a case where, when the second target exists in the first quadrant or the second quadrant, a crossing angle θ calculated from the X-axis component Vx and the Y-axis component Vy of the relative speed V of the second target with respect to the own vehicle by the following formula (1) satisfies -50° ≤ θ ≤ 45°, and in a case where, when the second target exists in the third quadrant or the fourth quadrant, the crossing angle θ satisfies 0° ≤ θ ≤ 45°, θ = tan -1 (Vx / |Vy|)…(1).

2. The drive assist device according to claim 1, characterized in that the first collision determination condition group includes a fourth condition in addition to the first condition to the third condition, the fourth condition is a condition in which, in an X-Y coordinate system in which the position of the own vehicle is set as the origin and the advancing direction of the own vehicle is set as the positive direction of the X axis, an ECT value calculated from the Y-axis component Vy of the relative speed V of the second target with respect to the own vehicle and the difference Ay between the Y coordinate of the second target and the Y coordinate of the own vehicle by the following formula (2) is equal to or less than a predetermined threshold value, ECT value = |Ay / Vy|... (2).

3. The drive assist device according to claim 1 or 2, characterized in that the collision determination target selection section further selects at least a part of the second target in which all conditions included in a second collision determination condition group are satisfied as the collision determination target, in a case where the number of the second targets selected as the collision determination target based on the first collision determination condition group is less than a predetermined threshold value, the second collision determination condition group being the first collision determination condition group including a fifth condition instead of the first condition, the fifth condition being a condition in which the second target exists in the third range.

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