Alert device, alert method, and alert program

Abstract

The invention relates to an attention calling device, an attention calling method, and an attention calling program. The attention calling device (100) includes a driving support ECU (10) configured to operate a notification device (58) to call attention when it is determined that there is a possibility of a collision between a host vehicle (102) and another vehicle, and the driving support ECU sets a possibility determination area (108) extending along a crossing road (110) crossing the host vehicle road (112), and sets the possibility determination area (108) in the crossing road (110) to determine the possibility of the collision between the host vehicle (102) and the other vehicle (112) to determine the possibility of the collision between the host vehicle (102) and the other vehicle (112). The driving assistance ECU determines whether or not there is a possibility of collision by determining whether or not there is another vehicle (114) approaching the possibility determination area (S110). The driving assistance ECU also determines whether or not there is a possibility of collision on the basis of at least one of the direction in which the host vehicle turns left and right at the intersection, the lane configuration of the intersection road, and the lane width of the intersection road. The range in the width direction of the likelihood determination region is variably set (S40, S60, S80, and S90).

Description

Technical Field

[0001] The present invention relates to an attention-awakening device, an attention-awakening method, and an attention-awakening program for vehicles such as automobiles. More specifically, it relates to an attention-awakening device, an attention-awakening method, and an attention-awakening program for awakening (reminding, drawing attention) a vehicle when it is traveling at an intersection. Background Art

[0002] As one of the attention-awakening devices used for vehicles such as automobiles, there is known an attention-awakening device that obtains information about target objects around the vehicle (one's own vehicle) and issues an alarm to call attention when it determines that there is a possibility of a collision between the vehicle and other vehicles based on the obtained information about the target objects.

[0003] For example, Patent Document 1 below describes a device for alerting a vehicle that, when the intersecting road on which the vehicle is traveling after turning left or right at an intersection is a multi-lane road, determines the likelihood of a collision with the vehicle. Specifically, if the lane in which the other vehicle is traveling is the same as the lane in which the vehicle is estimated to be traveling after turning left or right, the device notifies the vehicle of the potential collision and issues an alert. However, if the lane in which the other vehicle is traveling is different from the lane in which the vehicle is estimated to be traveling after turning left or right, the device does not issue an alert.

[0004] Prior art literature

[0005] Patent Document 1: Japanese Patent Application Laid-Open No. 2013-134567 Summary of the Invention

[0006] Problems to be solved by the invention

[0007] When a vehicle turns left or right at an intersection, a portion of the vehicle may overshoot the lane it will be traveling in after the turn. The smaller the width of the lane the vehicle is estimated to be traveling in after the turn, the higher the likelihood of this. Furthermore, the number of other vehicles a vehicle could collide with during a turn varies depending on the direction of the turn at the intersection, i.e., whether it is turning left or right, and the number of lanes on the intersecting road it will be traveling in after the turn. Therefore, conventional attention-provoking devices, such as the one described in Patent Document 1, sometimes fail to adequately address the potential for collision when a vehicle turns left or right at an intersection.

[0008] The present invention provides an improved attention-calling device that can appropriately call attention to the possibility of a collision between the vehicle and other vehicles when the vehicle turns left or right at an intersection, compared with the past.

[0009] Technical solutions to solve problems

[0010] According to the present invention, an attention-awakening device (100) is provided, comprising: a notification device (58); a target object information acquisition device (18) for acquiring information about target objects around the vehicle; and a control unit (driving assistance ECU 10) configured to operate the notification device to perform attention-awakening when it is determined that there is a possibility of a collision between the vehicle (102) and another vehicle based on the information about the target object acquired by the target object information acquisition device.

[0011] The control unit (driving assistance ECU 10) is configured to obtain information about an intersection (106) in front of the vehicle, set a possibility determination area (108) extending along the intersection road (110) intersecting with the vehicle road (112), and determine whether there is a possibility of collision by determining whether there are other vehicles (114) approaching the possibility determination area (S110). Furthermore, the control unit is configured to variably set the width direction range of the possibility determination area (S20 to S90) based on at least one of the direction of the left or right turn of the vehicle at the intersection, the lane composition (structure) of the intersection road, and the width of the lane of the intersection road.

[0012] In addition, according to the present invention, there is provided an attention-awakening method, comprising the following steps: obtaining information on target objects around the vehicle (102), and when it is determined based on the obtained target object information that there is a possibility of a collision between the vehicle and another vehicle, operating a notification device to perform attention-awakening (S110 and S120).

[0013] The attention-calling method further includes: a step (S10) of obtaining information of an intersection (106) in front of the vehicle; steps (S40, S60, S80, and S90) of setting a possibility determination area (108) extending along an intersection road (110) intersecting with the vehicle road (112); and a step (S110) of determining whether there is a possibility of a collision by determining whether there is another vehicle (114) approaching the possibility determination area. In the step of setting the possibility determination area, the width direction range (S20 to S90) of the possibility determination area is variably set according to at least one of the direction of the vehicle turning left or right at the intersection, the lane composition of the intersection road, and the width of the lane of the intersection road.

[0014] Furthermore, according to the present invention, an attention-awakening program is provided, comprising the following steps: obtaining information on target objects around the vehicle, and when it is determined based on the obtained information on the target objects that there is a possibility of a collision between the vehicle and other vehicles, operating a notification device to perform attention-awakening (S110 and S120).

[0015] The attention calling program also includes: a step (S10) of obtaining information of an intersection (106) in front of the vehicle; steps (S40, S60, S80 and S90) of setting a possibility determination area (108) extending along an intersection road (110) intersecting with the vehicle road (112); and a step (S110) of determining whether there is a possibility of a collision by determining whether there is another vehicle (114) approaching the possibility determination area. In the step of setting the possibility determination area, the width direction range of the possibility determination area is variably set (S20 to S90) according to at least one of the direction of the left or right turn of the vehicle at the intersection, the lane composition of the intersection road, and the width of the lane of the intersection road.

[0016] Effects of the Invention

[0017] According to the aforementioned attention-calling device, attention-calling method, and attention-calling program, the possibility of a collision is determined by defining a collision possibility determination area extending along an intersecting road intersecting with the vehicle's road and determining whether another vehicle is approaching the collision possibility determination area. Furthermore, the widthwise extent of the collision possibility determination area is variably set based on at least one of the direction of the vehicle's turn (left or right) at the intersection, the lane configuration of the intersecting road, and the width of the lanes of the intersecting road.

[0018] Therefore, compared with previous attention-calling devices in which the width direction of the possibility judgment area is constant regardless of the direction of the vehicle's left or right turn at the intersection, the lane composition of the intersection road, and the width of the lanes of the intersection road, it is possible to appropriately call attention to the possibility of the vehicle colliding with other vehicles when the vehicle turns left or right at the intersection.

[0019] Technical solution of the invention

[0020] In one technical solution of the present invention, the control unit (driving assistance ECU 10) is configured to set the width direction range of the possibility determination area (108) to the full width range (Wt) of the intersection road (110) (S40) when the vehicle (102) turns right at an intersection (106) of a road for left-hand traffic or turns left at an intersection of a road for right-hand traffic.

[0021] According to the above technical solution, when the vehicle turns right at an intersection of a road that is used by left traffic, or turns left at an intersection of a road that is used by right traffic, the width direction range of the possibility determination area is set to the range of the full width of the intersection road. Thus, when the vehicle turns right at an intersection of a road that is used by left traffic, it can be determined that there is a possibility of a collision when there are other vehicles approaching the possibility determination area from the left. In addition, when the vehicle turns left at an intersection of a road that is used by right traffic, it can be determined that there is a possibility of a collision when there are other vehicles approaching the possibility determination area from the right. Therefore, compared to the case where the width direction range of the possibility determination area is a range of a portion of the full width of the intersection road, the possibility of the vehicle colliding with other vehicles can be appropriately determined regardless of the direction of the left or right turn of the vehicle, and attention can be appropriately drawn to the possibility of a collision.

[0022] In another technical solution of the present invention, the control unit (driving assistance ECU 10) is configured to set the width direction range of the possibility determination area (108) to the full width range (Wt) of the intersection road when the vehicle (102) turns left at an intersection (106) of a road for left-hand traffic or turns right at an intersection of a road for right-hand traffic, and there is no center line (center line) of the intersection road (110) (S40).

[0023] According to the above technical solution, when the vehicle is turning left at an intersection with left-hand traffic or turning right at an intersection with right-hand traffic, and the intersection lacks a centerline, the widthwise extent of the possibility determination area is set to the full width of the intersection. Consequently, in both cases, whether the vehicle is turning left at an intersection with left-hand traffic or turning right at an intersection with right-hand traffic, a collision possibility can be determined if another vehicle is approaching the possibility determination area from the left or right. Consequently, compared to a situation where the widthwise extent of the possibility determination area is a fraction of the full width of the intersection, the possibility of collision between the vehicle and another vehicle can be appropriately determined, and appropriate attention can be drawn to the possibility of collision.

[0024] Furthermore, in another technical solution of the present invention, the control unit (driving assistance ECU 10) is configured to set the width direction range of the possibility judgment area (108) to the width direction range (Wd) of the lane (110A) in which the vehicle is estimated to be traveling after turning left or right at an intersection of a road that is passed on the left, and the intersection road (110) is a single-sided multi-lane road (S60) and the lane (110B) adjacent to the lane.

[0025] According to the above technical solution, when the host vehicle is turning left at an intersection with left-hand traffic or turning right at an intersection with right-hand traffic, and the intersecting roads are multi-lane roads, the widthwise extent of the potential collision determination area is set to encompass the widthwise extent of the lane estimated to be the vehicle's intended lane after the turn and the adjacent lanes. This allows for more appropriate determination of the potential collision between the host vehicle and other vehicles, and for appropriate alerting of the potential collision, compared to a situation where the widthwise extent of the potential collision determination area is set solely to encompass the widthwise extent of the lane estimated to be the vehicle's intended lane after the turn.

[0026] Furthermore, in another technical solution of the present invention, the control unit (driving assistance ECU 10) is configured to, when the vehicle (102) turns left at an intersection (106) of a road for left-hand traffic or turns right at an intersection of a road for right-hand traffic, and the intersection road (110) is a single-lane road (S50), set the width direction range of the possibility determination area (108) to the width direction range (Wl) of the estimated lane (S80) when the width of the lane (110C) in which the vehicle is estimated to travel after turning left or right is greater than a reference value (Wc) (S70), and set the width direction range of the possibility determination area to the sum (Wl+α) of the width direction range (Wl) of the estimated lane and the width direction range (α) of a portion of the opposite (reverse) lane (110D) adjacent to the estimated lane when the width of the lane in which the vehicle is estimated to travel after turning left or right is less than the reference value (S90).

[0027] According to the above technical solution, when the intersecting road is a single-lane road on one side, and the width of the lane in which the vehicle is estimated to travel after turning left or right is greater than a reference value, the width direction of the possible determination area is set to the width direction of the estimated lane. This prevents the width direction of the possible determination area from being unnecessarily set to a large range.

[0028] Furthermore, according to the above technical solution, when the intersecting road is a single-lane road, and the width of the lane in which the host vehicle is estimated to travel after turning left or right is less than a reference value, the widthwise extent of the potential collision determination area is set to the sum of the widthwise extent of the estimated lane and the widthwise extent of a portion of the oncoming lane adjacent to the estimated lane. This allows for more appropriate determination of the potential collision between the host vehicle and another vehicle, and for appropriate warnings regarding the potential collision, compared to a case where the widthwise extent of the potential collision determination area is set to exclude the widthwise extent of the oncoming lane.

[0029] Furthermore, in another technical solution of the present invention, the control unit (driving assistance ECU 10) is configured to variably set the width direction range of a part according to the vehicle speed of the vehicle when entering the intersection, so that the higher the vehicle speed (V) of the vehicle (102) when entering the intersection (106), the larger the width direction range (α) of the above-mentioned part.

[0030] The higher the vehicle speed when entering the intersection, the more likely it is that a portion of the vehicle will leave the lane after turning right or left when turning right or left at the intersection.

[0031] According to the above technical solution, the width of a portion of the vehicle is variably set according to the vehicle's speed when entering the intersection, such that the width of the portion increases as the vehicle's speed increases. This allows for appropriate determination of the possibility of collision between the vehicle and another vehicle, and for appropriate warnings to be issued regarding the possibility of collision, compared to a situation where the width of the portion is constant regardless of the vehicle's speed when entering the intersection.

[0032] Furthermore, in another technical solution of the present invention, the width direction range (α) of the above-mentioned part is a range set according to the wheelbase of the vehicle (102) in such a manner that the larger the wheelbase of the vehicle (102), the larger the range (α).

[0033] The larger the wheelbase of the vehicle, the more likely it is that when the vehicle turns right or left at an intersection, part of the vehicle will leave the lane it is traveling in after turning right or left due to the difference in the outer wheels.

[0034] According to the above technical solution, the widthwise extent of the portion is set in accordance with the vehicle's wheelbase, increasing as the vehicle's wheelbase increases. This allows for more accurate determination of the likelihood of a collision between the vehicle and another vehicle, and for appropriate alerting of the vehicle to the possibility of a collision, compared to a situation where the widthwise extent of the portion is constant regardless of the vehicle's wheelbase.

[0035] In this application, the road that the host vehicle is traveling on before entering the intersection is referred to as the "host vehicle's road," and the road that intersects the host vehicle's road at the intersection is referred to as the "intersection road." Furthermore, an intersection is a place where the host vehicle traveling on the host vehicle's road can turn left or right to move toward the intersection road, and may be a crossroad, a T-junction, or the like.

[0036] In the above description, to facilitate understanding of the present invention, the names and / or reference numerals used in the embodiments described below are added in parentheses to the components of the invention corresponding to the embodiments described in the parentheses. However, the components of the present invention are not limited to the components of the embodiments corresponding to the names and / or reference numerals added in parentheses. Other objects, other features, and incidental advantages of the present invention should be easily understood from the description of the embodiments of the present invention described with reference to the following drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0037] Figure 1 This is a diagram schematically showing the configuration of a vehicle attention-calling device according to an embodiment.

[0038] Figure 2 This is a flowchart corresponding to the attention-calling control program in the first embodiment for left-hand traffic countries.

[0039] Figure 3 These are diagrams for explaining the operation of the first embodiment when the vehicle turns right and when the direction of the left or right turn is unclear.

[0040] Figure 4 This is a diagram for explaining the operation of the first embodiment in a case where the host vehicle turns left onto an intersecting road without a center line.

[0041] Figure 5 This is a diagram for explaining the operation of the first embodiment in a case where the host vehicle turns left onto a single-lane multi-lane intersection road.

[0042] Figure 6 This is a diagram for explaining the operation of the first embodiment in a case where the host vehicle turns left onto a one-lane intersecting road and the lane width of the intersecting road is equal to or greater than a reference value.

[0043] Figure 7 This is a diagram for explaining the operation of the first embodiment in a case where the host vehicle turns left onto a one-lane intersecting road and the lane width of the intersecting road is smaller than a reference value.

[0044] Figure 8 This is a diagram for explaining how the outer wheel differential varies depending on the vehicle speed.

[0045] Figure 9 This is a flowchart corresponding to the attention-calling control program in the second embodiment for right-hand traffic countries.

[0046] Description of Reference Numerals

[0047] 10 Driving assistance ECU; 12 Camera sensor; 14 Radar sensor; 18 Target detection device; 22 Drive device; 32 Braking device; 58 Notification device; 100 Attention-calling device; 102 Own vehicle; 106 Intersection; 108 Possibility determination area; 110 Intersecting road; 114 Other vehicles. DETAILED DESCRIPTION

[0048] Hereinafter, an attention-calling device according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

[0049] like Figure 1 As shown, an attention-calling device 100 according to an embodiment of the present invention is applied to a vehicle 102 and includes a driving assistance ECU 10. Vehicle 102 is a vehicle capable of autonomous driving and includes a drive ECU 20, a brake ECU 30, an electric power steering ECU, and an instrument ECU 50. An ECU refers to an electronic control unit (ECU) having a microcomputer as its main component. In the following description, vehicle 102 will be referred to as the vehicle 102 as needed.

[0050] Each ECU's microcomputer includes a CPU, ROM, RAM, readable and writable nonvolatile memory (N / M), and interfaces (I / F). The CPU implements various functions by executing instructions (programs, routines) stored in the ROM. Furthermore, these ECUs are interconnected via CAN (Controller Area Network) 104 to enable data exchange (communication). Therefore, detection values ​​from sensors (including switches) connected to a specific ECU are also transmitted to other ECUs.

[0051] The driving assistance ECU 10 is a central control device that performs driving assistance control such as attention-calling control and lane keeping control when the vehicle 102 travels through an intersection. In the embodiment, the driving assistance ECU 10 cooperates with other ECUs to execute attention-calling control when traveling through an intersection, as described in detail below.

[0052] The driving support ECU 10 is connected to a camera sensor 12, a radar sensor 14, and a setting operator 16. The camera sensor 12 and the radar sensor 14 each include a plurality of camera devices and a plurality of radar devices. The camera sensor 12 and the radar sensor 14 function as a target object information acquisition device 18 that acquires target object information around the host vehicle 102.

[0053] Although not shown in the drawings, each camera device of the camera sensor 12 includes a camera unit that captures images of the surroundings of the host vehicle 102, and a recognition unit that analyzes the image data captured by the camera unit to recognize objects such as white lines on the road and other vehicles. The recognition unit provides information about the recognized objects to the driving support ECU 10 at predetermined intervals.

[0054] Each radar device of the radar sensor 14 is equipped with a radar transceiver and a signal processing unit (not shown). The radar transceiver transmits radio waves in the millimeter wave band (hereinafter referred to as "millimeter waves") and receives millimeter waves (i.e., reflected waves) reflected by three-dimensional objects (such as other vehicles, bicycles, etc.) within the transmission range. The signal processing unit provides the driving assistance ECU 10 with information indicating the distance between the vehicle and the three-dimensional object, the relative speed between the vehicle and the three-dimensional object, and the relative position (direction) of the three-dimensional object relative to the vehicle at predetermined intervals based on the phase difference between the transmitted millimeter wave and the received reflected wave, the attenuation level of the reflected wave, and the time from the transmission of the millimeter wave to the reception of the reflected wave. In addition, LiDAR (Light Detection And Ranging) can be used instead of or in addition to the radar sensor 14.

[0055] Set the operator 16 as Figure 1 The steering wheel is not shown in the figure and is provided in a position where it can be operated by the driver. Figure 1 Although not shown, the setting operator 16 includes a driving assist switch. As described in detail below, the driving assist ECU 10 executes attention calling control when traveling at an intersection when the driving assist switch is switched on.

[0056] The drive ECU 20 is connected to a drive device 22 that accelerates the vehicle 102 by applying driving force to drive wheels 24. The drive ECU 20 normally controls the drive device 22 so that the driving force generated by the drive device 22 varies according to the driver's driving operation. Upon receiving a command signal from the driving assistance ECU 10, the drive device 22 is controlled based on the command signal.

[0057] The brake ECU 30 is connected to a brake device 32 that applies a braking force to wheels 34 to decelerate the vehicle 102. The brake ECU 30 normally controls the brake device 32 so that the braking force generated by the brake device 32 varies according to the driver's braking operation. Upon receiving a command signal from the driving assistance ECU 10, the brake ECU 30 controls the brake device 32 based on the command signal to perform automatic braking.

[0058] Thus, the brake ECU 30 and the brake device 32 cooperate with each other and function as an automatic braking device. Figure 1 The brake indicator light (not shown) comes on.

[0059] Connected to the meter ECU 50 are an alarm issuing device 52 for issuing an alarm, a touch-panel display 54 for displaying the status of control by the driving support ECU 10, and a speaker 56 for emitting voice information. When the meter ECU 50 receives a command signal from the driving support ECU 10, the alarm issuing device 52, display 54, and speaker 56 are controlled by the meter ECU 50 based on the command signal and function as a notification device 58 for notifying the driver.

[0060] The alarm device 52 includes a warning buzzer that emits an auditory alarm. When the vehicle 102 is determined to be at risk of colliding with another vehicle, the warning buzzer emits an alarm tone. Alternatively, the alarm device 52 may include a visual alarm device such as a warning light, or a sensory alarm device such as a seat vibration.

[0061] The display 54 may be, for example, a multi-information display that displays instruments and various information, or a display of a navigation device described later. The display 54 may be configured to display information related to the possibility of collision when it is determined that the host vehicle 102 may collide with another vehicle.

[0062] The driving operation sensor 60 and the vehicle state sensor 70 are also connected to the CAN 104. Information detected by the driving operation sensor 60 and the vehicle state sensor 70 (referred to as sensor information) is transmitted to the CAN 104. The sensor information transmitted to the CAN 104 can be used as appropriate by each ECU. Alternatively, the sensor information may be information from a sensor connected to a specific ECU, and transmitted from that specific ECU to the CAN 104.

[0063] The driving operation sensor 60 includes a driving operation amount sensor that detects the amount of accelerator pedal operation, a braking operation amount sensor that detects master cylinder pressure or brake pedal force, and a brake switch (break switch) that detects whether the brake pedal is operated. Furthermore, the driving operation sensor 60 includes a steering angle sensor that detects the steering angle and a steering torque sensor that detects the steering torque.

[0064] Furthermore, the driving operation sensor 60 includes a switch for detecting the operation of the turn signal lever (turn signal lever) 62, which is operated when the driver wishes to change lanes, etc. In addition, when the turn signal lever 62 is set to the left turn position or the right turn position, the meter ECU 50 respectively Figure 1 The left and right turn signals (turn signal lights) not shown in the figure flash.

[0065] The vehicle state sensor 70 includes a vehicle speed sensor for detecting the vehicle speed V of the vehicle 102, a longitudinal acceleration sensor for detecting the acceleration of the vehicle in the longitudinal direction, a lateral acceleration sensor for detecting the lateral acceleration of the vehicle, and a yaw rate sensor for detecting the yaw rate (yaw angular velocity) of the vehicle.

[0066] Furthermore, the navigation device 80 is also connected to the CAN 104. The navigation device 80 includes a GPS receiver for detecting the location of the vehicle 102, a storage device for storing map information and road information, and a communication device for externally acquiring the latest map and road information. In particular, the road information may include information on intersections, such as crossroads or T-junctions. Furthermore, the navigation device 80 may not be provided.

[0067] Next, the first embodiment ( Figures 2 to 8 ) and the second embodiment as an embodiment for right-hand traffic countries ( Figure 9 ) for explanation.

[0068] [First embodiment]

[0069] In the first embodiment, the ROM of the driving assistance ECU 10 stores Figure 2 The flowchart shown corresponds to a program for calling attention when traveling at an intersection, and the CPU executes the attention calling control according to the program. The attention calling method involved in the first embodiment is executed by executing the attention calling control. In the following description, the attention calling control is referred to as the main control.

[0070] <Attention Calling Control When Driving at an Intersection in the First Embodiment>

[0071] Next, refer to Figure 2 The flowchart shown in FIG. 1 illustrates the attention-calling control when driving at an intersection in the first embodiment for left-hand traffic countries. Figure 2 The attention-calling control during driving at an intersection shown in the flowchart is repeatedly executed by the CPU of the driving assistance ECU 10 at predetermined time intervals.

[0072] First, in step S10, the CPU obtains information about the intersection ahead of the vehicle based on image information captured by the camera sensor 12 of the target information acquisition device 18 and / or road information provided by the navigation device 80. The CPU then determines whether the vehicle 102 is about to enter an intersection without a traffic light (traffic signal) or an intersection where the traffic light in the vehicle's path is flashing red. If this determination is negative ("No"), control returns to step S10. If this determination is positive ("Yes"), control proceeds to step S20.

[0073] In addition, a positive judgment can be made when it is determined that the vehicle is approaching an intersection within a predetermined distance in front of it or is temporarily stopped in front of the intersection based on the target object information obtained by the target object information acquisition device 18 and / or the road information and information on the position of the vehicle provided from the navigation device 80.

[0074] In step S20, the CPU determines whether the vehicle 102 is turning left based on the setting position of the turn signal lever 62 and / or the blinking of the left turn signal. If a negative determination is made, the control proceeds to step S40, and if a positive determination is made, the control proceeds to step S30.

[0075] In step S30, the CPU determines whether there is a center line of the intersecting road based on the road information provided by the navigation device 80 and / or the image information captured by the camera sensor 12. If the determination is positive, the control proceeds to step S50, and if the determination is negative, the control proceeds to step S40.

[0076] In step S40, the CPU calculates the full width Wt of the intersecting road based on the road information provided by the navigation device 80 and / or the image information captured by the camera sensor 12. Furthermore, the CPU sets the widthwise extent of the possibility determination area to the extent of the full width Wt of the intersecting road, thereby setting the possibility determination area. After this, the control proceeds to step S100.

[0077] In step S50, the CPU determines whether the intersecting road is a single-lane road based on the road information provided by the navigation device 80 and / or the image information captured by the camera sensor 12. If the determination is positive, the control proceeds to step S70, and if the determination is negative, the control proceeds to step S60.

[0078] In step S60, the CPU determines the lane in which the vehicle 102 is estimated to be traveling after turning left and its adjacent lanes based on the road information provided by the navigation device 80 and / or the image information captured by the camera sensor 12. The CPU then sets the widthwise extent of the potential determination area to the width Wd of the determined plurality of lanes. Control then proceeds to step S100.

[0079] In step S70, the CPU calculates the lane width W of the intersecting road based on road information provided by the navigation device 80 and / or image information captured by the camera sensor 12, and determines whether the lane width W of the intersecting road is less than a reference value Wc (a normal constant). If the determination is affirmative, control proceeds to step S90; if the determination is negative, control proceeds to step S80. Furthermore, the reference value Wc can be set based on the vehicle width, increasing with increasing vehicle width, or can be variably set based on vehicle speed, increasing with increasing vehicle speed V.

[0080] In step S80, the CPU determines the lane in which the vehicle 102 is estimated to be traveling after turning left based on the road information provided by the navigation device 80 and / or the image information captured by the camera sensor 12. The CPU then sets the possible determination area by setting the width direction of the possible determination area to the width W1 of the determined lane. The control then proceeds to step S100.

[0081] In step S90, the CPU sets the widthwise extent of the potential determination area to the sum of the widthwise extent W1 of the determined lane and the widthwise extent (additional width) α of a portion of the oncoming lane adjacent to the determined lane, thereby setting the potential determination area. Control then proceeds to step S100. α is a positive constant smaller than the lane width of a typical road. It can also be set in accordance with the width of the host vehicle 102, such that α increases as the vehicle width increases. Alternatively, α can be variably set in accordance with the vehicle speed, such that α increases as the vehicle speed V increases.

[0082] Furthermore, the range of the possible determination area along the intersecting road (the range in the longitudinal direction) set in steps S40, S60, S80, and S90 may be set to include at least the range of the intersection. For example, the range in the longitudinal direction may be set to include the range from the position where the vehicle is first determined to be traveling along the intersecting road after turning left in the case of a left turn to the position where the vehicle is first determined to be traveling along the intersecting road after turning right in the case of a right turn, or to include this range.

[0083] In step S100, the CPU determines whether the planned movement of vehicle 102 at the intersection has been completed based on the target object information acquired by target object information acquisition device 18 and / or the road information and position information of vehicle 102 provided by navigation device 80. If the determination is positive, this control is temporarily terminated. If the determination is negative, this control proceeds to step S110.

[0084] Furthermore, if the vehicle is turning left or right at an intersection, for example, if it is determined that the vehicle is traveling along the road it was traveling on after turning left or right, it can be determined that the vehicle's planned movement has been completed. Furthermore, if the intersection is a crossroad and the vehicle is traveling straight through the intersection, for example, if it is determined that the vehicle has substantially passed the intersection, it can be determined that the vehicle's planned movement has been completed.

[0085] In step S110, the CPU obtains target object information acquired by the target object information acquisition device 18 and, based on this target object information, determines whether another vehicle is approaching the potential collision determination area and whether a warning indicating the possibility of a collision is necessary. If a negative determination is made, the control returns to step S100. If a positive determination is made, the control proceeds to step S120.

[0086] In step S120, the CPU outputs a command signal to meter ECU 50 to activate notification device 58, causing display 54 to display a warning message such as "Vehicle approaching from the right." Furthermore, if there is a risk of collision between the host vehicle and another vehicle, in addition to the display, a buzzer in alarm issuing device 52 may be activated to sound an alarm. Furthermore, if there is a risk of collision between the host vehicle and another vehicle, in addition to the display, speaker 56 may be activated to sound a voice warning such as "Beware of vehicle approaching from the right."

[0087] <Operation of First Embodiment>

[0088] Next, refer to Figures 3 to 7 The operation of the first embodiment will be described with respect to the case where the vehicle 102 turns left and right at various intersections (T-junctions). The operation of the first embodiment when the intersection is a crossroad is the same as the operation when the intersection is a T-junction. Figures 3 to 7 106 denotes an intersection, 108 denotes a possible determination area, 110 denotes an intersecting road, 112 denotes the road on which the host vehicle 102 was traveling before entering the intersection 106, 114 denotes another vehicle that may collide with the host vehicle 102, and 116 denotes the center line of the intersecting road.

[0089] <C1: The case where the vehicle turns right and the direction of left or right turn is unclear ( Figure 3 )>

[0090] When the vehicle 102 turns right at the intersection 106 and the direction of left or right turn is unclear, a negative determination is made in step S20. In step S40, as Figure 3 shown, the possibility determination area 108 is set such that the range in the width direction becomes the full width Wt of the intersecting road 110.

[0091] Therefore, in any of the cases where another vehicle 114 approaches the possibility determination area 108 from the left when the vehicle 102 turns right, and where another vehicle 114 approaches the possibility determination area 108 from the right when the vehicle turns left, it can be determined that there is a possibility of collision. Thus, compared with the case where the range in the width direction of the possibility determination area 108 is a part of the full width of the intersecting road 110, the possibility of collision between the vehicle and another vehicle can be appropriately determined, and attention can be appropriately drawn to the possibility of collision.

[0092] <C2: The case where the vehicle turns left onto an intersecting road without a center line ( Figure 4 )>

[0093] When the vehicle 102 turns left at the intersection 106 onto an intersecting road 110 without a center line, an affirmative determination is made in step S20 and a negative determination is made in step S30. Thus, in step S40, as Figure 4 shown, similar to case C1, the possibility determination area 108 is set such that the range in the width direction becomes the full width Wt of the intersecting road 110.

[0094] Therefore, when another vehicle 114 approaches the possibility determination area 108 from the right when the vehicle turns left, it can be determined that there is a possibility of collision. Also, when another vehicle 114 approaches the possibility determination area 108 from the left when the vehicle turns left beyond the center of the intersecting road, it can be determined that there is a possibility of collision. Thus, compared with the case where the range in the width direction of the possibility determination area 108 is a part of the full width of the intersecting road 110, the possibility of collision between the vehicle and another vehicle can be appropriately determined, and attention can be appropriately drawn to the possibility of collision.

[0095] <C3: The case where the vehicle turns left onto an intersecting road with multiple lanes on one side ( Figure 5 )>

[0096] When the vehicle 102 turns left at the intersection 106 onto the crossroad 110 with multiple lanes on one side, a positive determination is made in steps S20 and S30, and a negative determination is made in step S50. As a result, in step S60, the lane 110A that is presumed to be the lane in which the vehicle 102 will travel after turning left and the adjacent lane 110B are determined. Furthermore, as Figure 5 shown, the possibility determination area 108 is set such that the range in the width direction becomes the width Wd of the two determined lanes 110A and 110B.

[0097] Therefore, compared with the case where the range in the width direction of the possibility determination area 108 is only set to the range in the width direction of the lane that is presumed to be the lane in which the vehicle 102 will travel after turning left, when the vehicle turns left and exceeds into the adjacent lane, the possibility of determining that the vehicle may collide with other vehicles traveling in the adjacent lane can be increased. Thus, compared with the case where the range in the width direction of the possibility determination area is only the range in the width direction of the lane that is presumed to be the lane in which the vehicle will travel after turning left, the possibility of collision between the vehicle and other vehicles can be appropriately determined, and attention can be appropriately drawn to the possibility of collision.

[0098] <C4: Case where the vehicle turns left onto a crossroad with a single lane on one side and the width of the lane of the crossroad is equal to or greater than the reference value ( Figure 6 )>

[0099] As Figure 6 shown, when the vehicle turns left onto a crossroad with a single lane on one side and the width W of the lane of the crossroad is equal to or greater than the reference value Wc, a positive determination is made in step S50, and a negative determination is made in step S70. As a result, in step S80, the lane 110C that is presumed to be the lane in which the vehicle 102 will travel after turning left is determined, and the possibility determination area 108 is set such that the range in the width direction becomes the width Wl of the determined lane 110C.

[0100] Therefore, when the width W of the lane of the crossroad is large, even if the vehicle turns left while描绘 an outwardly expanding trajectory, the possibility that the vehicle exceeds the lane is low. Therefore, the range in the width direction of the possibility determination area 108 does not need to exceed the range in the width direction of the lane that is presumed to be the lane in which the vehicle will travel after turning left. Since the range in the width direction of the possibility determination area 108 is set to the range in the width direction of the lane that is presumed to be the lane in which the vehicle will travel after turning left, it is possible to avoid the range in the width direction of the possibility determination area being unnecessarily set to a large range.

[0101] <C5: Case where the vehicle turns left onto a crossroad with a single lane on one side and the width of the lane of the crossroad is less than the reference value ( Figure 7 )>

[0102] like Figure 7 As shown, if the vehicle is turning left onto a single-lane intersecting road and the lane width W of the intersecting road is less than the reference value Wc, affirmative determinations are made in steps S50 and S70. Consequently, in step S90, the possibility determination area 108 is set to a range in the width direction corresponding to the sum Wl+α of the width Wl of the lane 110C of the intersecting road and the additional width α as a portion of the oncoming lane 110D.

[0103] Therefore, even if the host vehicle turns left by widening the wheel gap, for example, if there is another vehicle traveling in the oncoming lane and approaching the possibility determination area from the left, the possibility of collision can still be determined. This allows for more accurate determination of the possibility of collision between the host vehicle and the other vehicle, and allows for appropriate warnings regarding the possibility of collision, compared to a case where the widthwise range of the possibility determination area is set to exclude the widthwise range of the oncoming lane.

[0104] For example, as in Figure 8 As shown by the solid line, when the vehicle speed V of the host vehicle 102 is low, the outer wheel difference, that is, the difference between the trajectory 118F of the turning outer front wheel and the trajectory 118R of the turning outer rear wheel is small. Figure 8 As shown by the middle dashed line, when the vehicle speed V of the host vehicle 102 is high and the wheelbase is large, the outer wheel difference becomes large, and the host vehicle is likely to overtake the lane 110C when turning left.

[0105] [Second embodiment]

[0106] In the second embodiment, the ROM of the driving assistance ECU 10 stores Figure 9 The flowchart shown corresponds to a program for calling attention to a vehicle when traveling at an intersection, and the CPU executes the attention calling control according to the program. The attention calling method according to the second embodiment is executed by executing the attention calling control.

[0107] <Attention Calling Control When Driving at an Intersection in the Second Embodiment>

[0108] Next, refer to Figure 9 The flowchart shown in FIG. 1 illustrates the attention-calling control when driving at an intersection in the second embodiment for right-hand traffic countries. Figure 9 The attention-calling control during driving at an intersection shown in the flowchart is repeatedly executed by the CPU of the driving assistance ECU 10 at predetermined time intervals.

[0109] from Figure 9 and Figure 2As can be seen from the comparison, steps S210 to S320 are respectively executed in the same manner as steps S10 to S120 except that the left and right operations are reversed from those in the first embodiment.

[0110] Therefore, according to the second embodiment, in a country where vehicles travel on the right, in each of the situations similar to the above-mentioned situations C1 to C5 in which the vehicle turns left or right at an intersection, the same effects as those described above can be obtained except that the left and right are reversed.

[0111] As can be seen from the above description, according to the first and second embodiments, the width direction range of the possibility judgment area can be variably set according to at least one of the left or right turn direction of the vehicle at the intersection, the lane composition of the intersecting road, and the width of the lane of the intersecting road.

[0112] Therefore, compared with previous attention-calling devices in which the width direction of the possibility judgment area is constant regardless of the direction of the vehicle's left or right turn at the intersection, the lane composition of the intersection road, and the width of the lanes of the intersection road, it is possible to appropriately call attention to the possibility of the vehicle colliding with other vehicles when turning left or right at the intersection.

[0113] In addition, according to the preferred technical solutions of the first and second embodiments, the range of the additional width α is variably set according to the vehicle speed when entering the intersection, so that the higher the vehicle speed when entering the intersection, the larger the range of the additional width α.

[0114] This allows for appropriate determination of the possibility of collision between the host vehicle and another vehicle, and appropriate alerting of the possibility of collision, compared to a case where the range of the additional width α is constant regardless of the vehicle speed when the host vehicle enters the intersection.

[0115] Furthermore, according to preferred aspects of the first and second embodiments, the range of the additional width α is set in accordance with the wheelbase of the host vehicle 102, such that the range increases as the wheelbase of the host vehicle 102 increases. This allows for more accurate determination of the possibility of a collision between the host vehicle and another vehicle, and for appropriate warnings to be issued regarding the possibility of a collision, compared to a scenario where the range of the additional width α is constant regardless of the host vehicle's wheelbase.

[0116] As mentioned above, the present invention has been described in detail with reference to specific embodiments. However, the present invention is not limited to the above-mentioned embodiments, and various other embodiments are possible within the scope of the present invention, which will be apparent to those skilled in the art.

[0117] For example, in the first and second embodiments described above, when it is determined in steps S30 and S230, respectively, that the intersecting road has no centerline, the widthwise extent of the possibility determination area is set to the full width Wt of the intersecting road in steps S40 and S240. However, the widthwise extent of the possibility determination area may also be set to a range that includes a portion of the oncoming lane and is smaller than the full width Wt of the intersecting road.

[0118] Furthermore, in the first and second embodiments described above, when the intersecting road is determined to be a single-lane road on one side in steps S50 and S250, respectively, the widthwise extent of the potential determination area is set to the width Wd of the plurality of lanes in steps S60 and S260. However, the widthwise extent of the potential determination area may also be set to the sum of the width of lane 110A, which is estimated to be the width of lane 110A in which vehicle 102 is expected to travel after turning left or right, and a portion of the width of adjacent lane 110B (on the side of lane 110A).

[0119] Furthermore, in the first and second embodiments described above, when the width W of the lane of the intersecting road is greater than or equal to the reference value Wc and a negative determination is made in step S70, the widthwise extent of the possible determination area in step S80 is set to the width W1 of lane 110A. However, the widthwise extent of the possible determination area may alternatively be set to the sum of the width of lane 110A, which is estimated to be the lane in which vehicle 102 will travel after turning left or right, and a portion of the width of adjacent lane 110B (on the side of lane 110A).

[0120] In the above-mentioned embodiments, the first embodiment for left-hand traffic countries and the second embodiment for right-hand traffic countries can be implemented. However, depending on the country to which the present invention is applied, one of the first and second embodiments may be omitted.

Claims

1. An attention-awakening device, comprising: Notification device; A target object information acquisition device that acquires information about target objects around the vehicle; and a control unit configured to operate the notification device to call attention when it is determined that there is a possibility of a collision between the own vehicle and another vehicle based on the information of the target object acquired by the target object information acquisition device, The control unit is configured to obtain information about an intersection ahead of the vehicle, set a possibility determination area extending along the intersection that intersects the vehicle's road, and determine whether there is a possibility of a collision by determining whether there are other vehicles approaching the possibility determination area. Furthermore, the control unit is configured to variably set the width direction range of the possibility determination area according to at least one of the direction of the left or right turn of the vehicle at the intersection, the lane configuration of the intersecting road, and the width of the lane of the intersecting road.

2. The attention-awakening device according to claim 1, The control unit is configured to set the width direction range of the possibility determination area to the full width range of the intersecting road when the host vehicle turns right at an intersection of a road for left-hand traffic or turns left at an intersection of a road for right-hand traffic.

3. The attention-awakening device according to claim 2, The control unit is configured to set the width direction range of the possibility determination area to the full width range of the intersection road when the vehicle turns left at an intersection of roads for left-hand traffic or turns right at an intersection of roads for right-hand traffic, and the intersection road does not have a center line.

4. The attention-awakening device according to claim 3, The control unit is configured to set the width direction range of the possibility judgment area to the width direction range of the lane in which the vehicle is estimated to travel after turning left or right and the lane adjacent to the lane when the vehicle turns left at an intersection of roads for left-hand traffic or turns right at an intersection of roads for right-hand traffic, and the intersection road is a single-sided multi-lane road.

5. The attention-awakening device according to claim 1, The control unit is configured to, when the vehicle is turning left at an intersection of a road for left-hand traffic or turning right at an intersection of a road for right-hand traffic, and the intersection road is a single-lane road, When the width of the lane in which the vehicle is estimated to travel after turning left or right is greater than a reference value, the width direction range of the possibility determination area is set to the estimated width direction range of the lane, When the width of the lane in which the vehicle is estimated to travel after turning left or right is smaller than the reference value, the width direction range of the possibility determination area is set to the sum of the width direction range of the estimated lane and the width direction range of a part of the opposite lane adjacent to the estimated lane.

6. The attention-awakening device according to claim 5, The control unit is configured to variably set the width direction range of the portion according to the vehicle speed when entering the intersection, such that the higher the vehicle speed when entering the intersection, the larger the width direction range of the portion.

7. The attention-awakening device according to claim 5, The width direction range of the portion is a range set according to the wheelbase of the host vehicle so that the range becomes larger as the wheelbase of the host vehicle becomes larger.

8. A method for calling attention, comprising the steps of: obtaining information about a target object around a vehicle, and when it is determined based on the obtained information about the target object that there is a possibility of a collision between the vehicle and another vehicle, operating a notification device to call attention, The attention-awakening method further comprises: The steps of obtaining information about an intersection ahead of the vehicle; setting a possibility determination area extending along the intersection road intersecting with the vehicle road; and determining whether there is a possibility of collision by determining whether there is another vehicle approaching the possibility determination area. In the step of setting the possibility determination area, the width direction range of the possibility determination area is variably set according to at least one of the direction of the left or right turn of the vehicle at the intersection, the lane composition of the intersecting road, and the width of the lane of the intersecting road.

9. A program for calling attention, comprising the steps of: obtaining information of a target object around a vehicle, and when it is determined based on the information of the target object that there is a possibility of a collision between the vehicle and another vehicle, operating a notification device to call attention, The attention-awakening procedure also includes: The steps of obtaining information about an intersection ahead of the vehicle; setting a possibility determination area extending along the intersection road intersecting with the vehicle road; and determining whether there is a possibility of collision by determining whether there is another vehicle approaching the possibility determination area. In the step of setting the possibility determination area, the width direction range of the possibility determination area is variably set according to at least one of the direction of the left or right turn of the vehicle at the intersection, the lane composition of the intersecting road, and the width of the lane of the intersecting road.

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