Driving assistance device

Abstract

The present application relates to a driving assist device for preventing a collision between a host vehicle and another vehicle, comprising: a host vehicle turning determination unit (21) that performs determination as to whether the host vehicle is turning; a following determination unit (22) that performs determination as to whether the host vehicle is following a preceding vehicle that is traveling in front of the host vehicle among the other vehicles; and a collision determination unit (25) that relaxes a determination condition on the feasibility of a brake operation of the host vehicle when performing driving assist, when it is determined that the host vehicle is turning and the host vehicle is following the preceding vehicle.

Description

[0001] This application is based on Japanese Patent Application No. 2024-54042, filed on March 28, 2024, the contents of which are incorporated herein by reference. Technical Field

[0002] This disclosure relates to a driver assistance device for preventing collisions between the vehicle and other vehicles. Background Technology

[0003] Conventionally, the device described in Patent Document 1 is an example of such a driving assistance device. The driving assistance device described in Patent Document 1 detects other vehicles present around the vehicle and calculates a first collision prediction time obtained by dividing the relative distance between the vehicle and the detected other vehicle by the relative speed, and a second collision prediction time using the relative distance, the relative speed and the relative acceleration.

[0004] This driver assistance device uses two collision prediction times to determine the likelihood of a collision between the vehicle and another vehicle, thereby suppressing the false judgment of a collision possibility when there is no possibility of collision, and improving the accuracy of driver assistance for collision prevention.

[0005] Existing technical documents

[0006] Patent documents

[0007] Patent document 1: Japanese Patent Application Publication No. 2011-121491. Summary of the Invention

[0008] For example, in driving scenarios where the radius of curvature (hereinafter referred to as "curve R") of the curve drawn by the vehicle's trajectory decreases, such as when the vehicle is turning, a collision may be instantaneously determined to be possible. Preferably, even in such driving scenarios where curve R decreases, driving assistance to prevent collisions between the vehicle and other vehicles is implemented.

[0009] However, the driving assistance device described in Patent Document 1 cannot handle situations like the one described above, where the vehicle is not swaying and is traveling in a straight line, in order to activate the safety device for collision prevention. In other words, conventional driving assistance devices struggle to actively perform collision prevention driving assistance when it is still possible to avoid a collision with another vehicle through the driver's steering maneuver. For ease of explanation, the act of avoiding a collision with another vehicle or other object through the driver's steering maneuver will be referred to as "driver steering maneuver avoidance."

[0010] In view of the above, an object of the present disclosure is to provide a driving assist device that actively performs driving assist for preventing a collision even when the possibility that the host vehicle driver performs a steering operation to avoid is low in a driving situation other than a situation in which the host vehicle is traveling in a straight-ahead section.

[0011] According to one aspect of the present disclosure, a driving assist device for preventing a collision between a host vehicle and another vehicle includes: a host vehicle turning determination section that performs determination as to whether the host vehicle is turning; a following determination section that performs determination as to whether the host vehicle is following a preceding vehicle that is traveling ahead of the host vehicle among the other vehicles; and a collision determination section that relaxes a determination condition regarding the feasibility of a brake operation of the host vehicle when the driving assist is performed, when it is determined that the host vehicle is turning and the host vehicle is following the preceding vehicle.

[0012] The driving assist device determines whether the host vehicle is turning by the host vehicle turning determination section and determines whether the host vehicle is following the preceding vehicle located ahead by the following determination section. Also, the driving assist device relaxes the determination condition regarding the feasibility of the brake operation of the host vehicle when the driving assist is performed, when it is determined that the host vehicle is turning and the host vehicle is following the preceding vehicle by the collision determination section. Thus, the driving assist device can actively perform driving assist for preventing a collision in a situation in which the possibility that the host vehicle driver performs a steering operation to avoid is low. BRIEF DESCRIPTION OF DRAWINGS

[0013] Figure 1 is a block diagram showing a configuration example of a driving assist device according to an embodiment.

[0014] Figure 2 is a flowchart showing a processing example of driving assist for preventing a collision.

[0015] Figure 3 is a diagram showing a determination item example in turning determination of a preceding vehicle.

[0016] Figure 4 is an explanatory diagram regarding turning determination of a host vehicle.

[0017] Figure 5 is a pattern diagram showing a pattern in which the host vehicle turns.

[0018] Figure 6 is an explanatory diagram regarding premise condition determination in determination as to whether the host vehicle is following a preceding vehicle.

[0019] Figure 7 is an explanatory diagram regarding an angle difference of speed vectors of a host vehicle and a preceding vehicle.

[0020] Figure 8 is a diagram showing an example of a driving scene corresponding to a case in which the angle difference of the speed vectors of the host vehicle and the preceding vehicle is a prescribed value or more.

[0021] Figure 9 FIG. 1 is a diagram showing an example of a travel scene corresponding to a case where the ground speed of a preceding vehicle is below a prescribed value and the preceding vehicle exists in the subject vehicle's lane.

[0022] Figure 10 FIG. 2 is a diagram for explaining the subject vehicle's lane determination with respect to the preceding vehicle.

[0023] Figure 11 FIG. 3 is a diagram for explaining the minimum value of the right white line lateral position and the maximum value of the left white line lateral position with respect to the object.

[0024] Figure 12 FIG. 4 is a diagram for explaining the counter determination.

[0025] Figure 13 FIG. 5 is a diagram for explaining the counter determination in the first travel scene.

[0026] Figure 14 FIG. 6 is a diagram for explaining the counter determination in the second travel scene.

[0027] Figure 15 FIG. 7 is a diagram for explaining the counter determination in the third travel scene.

[0028] Figure 16 FIG. 8 is a diagram for explaining the counter determination in the fourth travel scene.

[0029] Figure 17 FIG. 9 is a diagram for explaining the counter determination in the fifth travel scene. DETAILED DESCRIPTION

[0030] Hereinafter, the embodiments of the present disclosure will be described based on the drawings. Furthermore, in each of the following embodiments, for portions that are the same or equivalent to each other, the same reference numerals will be assigned and descriptions will be made.

[0031] (Embodiment)

[0032] A driving assistance device 1 according to the embodiment will be described.

[0033] Hereinafter, a vehicle such as an automobile, which is equipped with the driving assistance device 1, will be referred to as "subject vehicle", and a direction along a longitudinal direction of the subject vehicle and from a cabin toward a windshield side will be referred to as "front direction". Furthermore, directions along a lateral direction of the subject vehicle and on the left and right sides in a state of facing the front direction will be referred to as "left direction" and "right direction", respectively, and a direction toward which the subject vehicle travels when traveling in the front direction will be referred to as "travel direction". Furthermore, another vehicle existing in front of the subject vehicle and traveling on the same lane as the subject vehicle will be referred to as "preceding vehicle".

[0034] [Basic Structure]

[0035] For example, as shown inFigure 1 As shown, the driver assistance device 1 includes various onboard devices mounted on the vehicle V1, a collision determination ECU 20, and a safety device 30. ECU is short for Electronic Control Unit. The driver assistance device 1 obtains various information about the vehicle V1 and its surrounding area from onboard devices, determines the likelihood of a collision between the vehicle V1 and another vehicle through the collision determination ECU 20, and activates the safety device 30 based on the determination result, performing braking and alarm control.

[0036] Vehicle-mounted equipment may include, for example, an object detection device 10, a camera device 11, a steering angle sensor 12, a yaw rate sensor 13, a wheel speed sensor 14, and a direction indicator 15. This vehicle-mounted equipment may be connected to the vehicle's LAN and input its respective signals to the collision detection ECU 20, but it may also input signals directly to the collision detection ECU 20 or via the vehicle's ECU. LAN is short for Local Area Network.

[0037] The object detection device 10, for example, transmits millimeter waves or other transmitted waves to the outside, receives reflected waves from the surfaces of other objects such as other vehicles, and detects objects based on signals obtained from the reflected waves, acquiring information about the object's position and relative velocity relative to the vehicle V1. The object detection device 10 includes, for example, a millimeter-wave radar sensor that transmits millimeter waves and receives their reflected waves; and a radar ECU that calculates the object's position and relative velocity based on the reflected wave signals obtained from the reflected waves. The object detection device 10 is configured, for example, to have multiple millimeter-wave radar sensors and radar ECUs arranged at the front and rear of the vehicle V1, respectively, with each radar ECU processing the reflected wave signals received by each millimeter-wave radar sensor. The millimeter-wave radar sensor includes, for example, an antenna for millimeter-wave transmission and reception, and a millimeter-wave module for generating millimeter waves. The radar ECU is, for example, composed of various electronic components such as a CPU, ROM, RAM, and input / output interfaces mounted on a circuit board. CPU, ROM, and RAM are abbreviations for Central Processing Unit, Read Only Memory, and Random Access Memory, respectively. For example, the various ECUs described later are basically the same as radar ECUs, with various electronic components such as CPUs mounted on a circuit board.

[0038] The camera device 11, for example, captures images of a designated area in front of the vehicle V1, and analyzes the acquired image data using known image authentication technology to obtain various information such as road markings and lane markings, road edges, the turn signal status of preceding vehicles, and the types of objects. The camera device 11 may include one or more cameras capable of capturing images of the designated area, and an image processing ECU that performs analysis and processing on the acquired images. The camera device 11 can be mounted at any position capable of capturing images of the designated area in front of the vehicle V1.

[0039] The steering angle sensor 12 is a known vehicle-mounted sensor that detects the direction and amount of steering wheel operation of the vehicle V1. When the driver performs a steering operation, the steering angle sensor 12 outputs a detection signal corresponding to the steering angle of the steering wheel. The detection signal from the steering angle sensor 12 is used, for example, for calculating the travel direction of the vehicle V1.

[0040] The yaw rate sensor 13 is a known vehicle-mounted sensor that detects the yaw rate acting on the vehicle V1. The yaw rate sensor 13, for example, outputs a detection signal corresponding to the magnitude of the yaw rate acting on the vehicle V1.

[0041] Wheel speed sensor 14 is a known vehicle-mounted sensor that detects the rotation of the wheels of vehicle V1. Wheel speed sensor 14 is, for example, positioned near each of the four wheels of vehicle V1 and outputs a detection signal corresponding to the magnitude of the rotation angle of each of the four wheels. The detection signals from wheel speed sensor 14 are used for calculating the vehicle speed of vehicle V1, etc.

[0042] The turn indicator 15 is a known turn signal operated by the driver to inform the surroundings of the direction of travel when the vehicle V1 turns right or left. For example, the output signal from the turn indicator 15 is used for turn signal determination in the collision scenario judgment described later.

[0043] The collision determination ECU 20 includes, for example, a vehicle turning determination unit 21, a following determination unit 22, a scene determination unit 23, a preceding vehicle turning determination unit 24, and a collision determination unit 25. The collision determination ECU 20 is equivalent to a collision determination device, which determines whether there is a possibility of collision between the vehicle V1 and other objects such as other vehicles. For example, it outputs a signal corresponding to the determination result to the safety device 30. For example, if the collision determination ECU 20 determines that the vehicle V1 may collide with other objects, it generates and outputs an activation signal to activate the braking ECU 31 or the alarm ECU 32, and executes the action control of the safety device 30.

[0044] The own vehicle turning determination unit 21 performs determination as to whether or not the own vehicle VI is turning, and outputs a signal corresponding to the determination result. The own vehicle turning determination unit 21 performs determination processing, for example, based on a part of the signals output by the in-vehicle devices and the like. Details of the determination processing performed by the own vehicle turning determination unit 21 will be described later.

[0045] The following determination unit 22 performs determination as to whether or not the own vehicle VI is following a preceding vehicle (i.e., a preceding vehicle) existing in front of the own vehicle VI, and outputs a signal corresponding to the determination result. The following determination unit 22 determines, for example, whether or not there is a preceding vehicle in a section in which the own vehicle VI travels on a road, and whether or not the own vehicle VI is following the preceding vehicle in the case where there is a preceding vehicle. Details of the determination processing performed by the following determination unit 22 will be described later.

[0046] The scenario determination unit 23 performs determination processing of determining what kind of travel scenario the own vehicle VI and other objects, particularly, the preceding vehicle, are in, for example, based on a part of the signals output by the in-vehicle devices and the like. The scenario determination unit 23 outputs a determination signal corresponding to the determined travel scenario to the collision determination unit 25, for example. Examples of the travel scenario determined by the scenario determination unit 23 will be described later.

[0047] The preceding vehicle turning determination unit 24 performs determination as to whether or not the preceding vehicle is turning, and outputs a signal corresponding to the determination result. The preceding vehicle turning determination unit 24 performs determination processing, for example, based on a part of the signals output by the in-vehicle devices and the like. Details of the determination processing performed by the preceding vehicle turning determination unit 24 will be described later.

[0048] The collision determination unit 25, for example, performs determination as to whether or not the host vehicle V1 and another object are likely to collide. The collision determination unit 25, for example, performs collision determination of a method corresponding to a travel scenario based on output signals from the host vehicle turn determination unit 21, the following determination unit 22, the scenario discrimination unit 23, and the preceding vehicle turn determination unit 24. The collision determination unit 25, for example, performs collision determination processing in which a determination condition of collision determination in the collision determination unit 25 is relaxed based on an output signal from the host vehicle turn determination unit 21 or the like in a case where a prescribed condition is satisfied, and performs collision determination processing without relaxing the determination condition in a case where the prescribed condition is not satisfied. Thus, even in a situation in which automatic brake operation is limited in the conventional driving assist device, it is possible to enter a state in which automatic brake operation can be performed, and thus it is possible to realize active collision prevention driving assist. The collision determination unit 25, for example, performs collision determination at a timing at which TTC obtained by dividing a distance between the host vehicle V1 and a detected object by a relative speed becomes equal to or less than a prescribed threshold value. TTC is an abbreviation of Time To Collision. The collision determination unit 25, for example, generates an activation signal of the safety device 30 and outputs the activation signal to the safety device 30 when it is determined that there is a possibility of collision in collision determination. Relaxation of a condition of collision determination in the collision determination unit 25 and contents of collision determination will be described later.

[0049] The safety device 30, for example, corresponds to a collision suppression device that suppresses collision of the host vehicle V1 and another object, and includes a brake ECU 31 and an alarm ECU 32. The safety device 30 performs operation control of brake and alarm of the host vehicle V1.

[0050] The brake ECU 31, for example, controls brake force of a brake actuator not shown of the host vehicle V1 based on an activation signal output from the collision determination ECU 20. The brake ECU 31 performs brake of the host vehicle V1 by adjusting a deceleration amount of the host vehicle V1, and suppresses collision of the host vehicle V1 and another object. The brake ECU 31, for example, is sent a signal corresponding to a brake operation request or a requested deceleration from the collision determination ECU 20 in a case where the collision determination unit 25 determines that there is a possibility of collision, and performs brake control based on the requested deceleration.

[0051] The alarm ECU 32, for example, performs operation control of various alarm devices not shown of the host vehicle V1 based on an activation signal output from the collision determination ECU 20. The alarm ECU 32 triggers various alarms by using sound, image display, and the like, and thus assists in avoiding collision of the host vehicle V1 and another object.

[0052] The above is the basic structure of the drive assist device 1. The drive assist device 1 can perform collision determination based on a prescribed signal output from various vehicle-mounted devices and the like mounted on the host vehicle VI and can perform movement control of the safety device 30 according to the determination result, as long as it has at least the collision determination ECU 20, and the kind or arrangement of the vehicle-mounted devices and the like can be changed as appropriate.

[0053] 〔Control example of collision suppression〕

[0054] Next, an example of the processing operation by the drive assist device 1 will be described.

[0055] The drive assist device 1, for example, executes the control flow of Figure 2 in a case where a prescribed start condition, such as the ignition switch of the host vehicle VI becoming an on state, is satisfied.

[0056] In step S100, for example, the object detection device 10 detects an object, such as another vehicle or an obstacle, present around the host vehicle VI, particularly on the front side. Further, in step S100, for example, when the object detection device 10 detects an object, the object detection device 10 or the camera 11 recognizes the object and outputs a signal corresponding to the recognition result to the collision determination ECU 20. The collision determination ECU 20 is inputted with, for example, kind information of the detected object, such as a vehicle, a two-wheeled vehicle, a fallen object on the road, a person, and various information recognized by the camera 11, such as a white line on the road. Further, the object detected by the object detection device 10 or recognized by the camera 11 will be sometimes referred to as "object mark" hereinafter.

[0057] In step S101, for example, the collision determination ECU 20 acquires various information, such as the steering operation angle of the host vehicle VI, the yaw angular velocity, the vehicle speed, and whether or not the direction indicator 15 is operating, from various sensors and the like. The various information acquired in steps S100 and S101 will be used for the determination processing and the like hereinafter.

[0058] In step S102, for example, the host vehicle turning determination section 21 determines whether or not the host vehicle VI is turning and outputs a signal corresponding to the determination result. Then, for example, the collision determination ECU 20 advances the processing to step S103 in a case where the determination in step S102 is affirmative and advances the processing to step S104 in a case where the determination in step S102 is negative.

[0059] In step S103, for example, the following determination section 22 determines whether or not the host vehicle VI is following a preceding vehicle and outputs a signal corresponding to the determination result. Also, for example, the collision determination ECU 20 advances the processing to step S105 in a case where the determination in step S103 is affirmative and advances the processing to step S104 in a case where the determination in step S103 is negative.

[0060] In step S104, the collision determination section 25 determines whether or not the host vehicle VI will collide with another object, for example, and outputs a signal corresponding to the determination result. Also, for example, the collision determination ECU 20 advances the process to step Sll l in the case of affirmative determination in step S104, and returns the process to step S100 in the case of negative determination in step S104.

[0061] The collision determination in step S104 corresponds to a situation in which the host vehicle VI is traveling in a straight section without swerving and is not following a preceding vehicle. For example, in step S104, based on the positional relationship and distance between the host vehicle VI and the object detected in step S100, the traveling direction and vehicle speed of the host vehicle VI, and the like, it is determined whether or not a collision will occur after a prescribed time elapses. In step S104, for example, the collision determination section 25 adds information on the traveling direction and relative speed of the detected object to determine whether or not there is a possibility of collision with the host vehicle VI. Also, the collision determination in step S104 is not limited to the above example, and other publicly known methods can be employed.

[0062] In step S105, the collision determination section 25 performs processing to relax the determination conditions in the collision determination in order to be able to actively actuate the safety device 30, for example. In the case of advancing to step S105, it is assumed that the host vehicle VI is turning and is following a preceding vehicle, and the likelihood of the driver performing a steering operation to avoid is low. Therefore, for example, the collision determination section 25 performs processing to relax the prescribed threshold for scenario determination described later in order to be able to actively actuate the safety device 30.

[0063] As the threshold value relaxed in step S105, for example, the overlap rate, the curve R, the collision history probability, the FSN combination number, and the like can be cited. The "overlap rate" is a value obtained by dividing the difference between the left end or the right end of the host vehicle V1 and the center lateral position of the object when the host vehicle V1 is traveling on the reference travel route by the overall width of the host vehicle V1. The "collision history probability" is a probability obtained by dividing the number of collision histories by a predetermined time (for example, 1 second or the like) in the past, for example, with the history in which the two moving estimation trajectories of the host vehicle V1 and the preceding vehicle are determined to intersect as the collision history. The collision history is set to be increased in the case where the two moving estimation trajectories of the host vehicle V1 and the preceding vehicle are determined to intersect, for example, and to be decreased in the case where this is not so, and is temporarily recorded in a recording medium not shown in the collision determination ECU 20. The "FSN combination number" is the number of times that the same object is detected by two vehicle-mounted sensors mounted at different positions when the host vehicle V1 detects the object existing around the host vehicle V1 by the two vehicle-mounted sensors, and is also called the fusion combination number. In the case where the FSN combination number is large, for example, since the detection state by the vehicle-mounted sensors of the double system continues for a predetermined time or more, it is determined that the reliability of the object is high.

[0064] The conventional driving assist device limits the operation of the safety device by setting the threshold values of the overlap rate, the curve R, the collision history probability, the FSN combination number, and the like, which are the operation conditions of the safety device, to be large in the case where the host vehicle V1 is turning. In contrast, the driving assist device 1 relaxes the operation conditions of the safety device 30 when the host vehicle V1 is following the preceding vehicle, assuming that the possibility that the host vehicle V1 directly follows the preceding vehicle is high and the possibility that the driver performs a steering operation to avoid is low. In step S105, the collision determination section 25 relaxes the operation restriction of the safety device 30 by lowering the threshold values of the overlap rate, the curve R, the collision history probability, the FSN combination number, and the like, for example. Thereby, in steps S109 and S110 described later, the collision determination is performed in a state where the operation conditions of the safety device 30 are relaxed more than in the collision determination of step S104.

[0065] In the next step S106, the scene determination section 23 determines what kind of travel scene the host vehicle V1 and the preceding vehicle are in on the basis of signals from various sensors and the like, for example, and outputs a signal corresponding to the determination result to the collision determination section 25. The determination result in step S106 is used in the collision determination process thereafter, for example.

[0066] In step S107, for example, the preceding vehicle turning determination section 24 determines whether or not the preceding vehicle is turning, and outputs a signal corresponding to the determination result to the collision determination section 25. Also, for example, the collision determination ECU 20 advances the process to step S108 in the case of affirmative determination in step S107, and advances the process to step S110 in the case of negative determination in step S107. The preceding vehicle turning determination section 24 determines whether or not the preceding vehicle is turning, for example, on the basis of the three items shown in the following table. Figure 3 The preceding vehicle turning determination section 24 determines, for example, whether or not all of the three conditions of “the host vehicle V1 is turning”, “the host vehicle V1 is following the preceding vehicle”, and “the ground speed of the preceding vehicle is threshold or more” are satisfied. The threshold of the ground speed is set to a prescribed value such as 7 km / h or the like in advance. The preceding vehicle turning determination section 24 determines that the preceding vehicle is turning in the case where all of the above three conditions are satisfied, and determines that the preceding vehicle is not turning in the case where this is not so.

[0067] Also, the threshold of the ground speed of the preceding vehicle in the turning determination of the preceding vehicle is not limited to the above example, and can be changed as appropriate. Also, Figure 3 The “AND” shown in the above table means that the determination is established as long as all of the listed determination items or conditions are satisfied. This point is the same in the following tables as well. Figure 4

[0068] In step S108, for example, the collision determination section 25 calculates the turning trajectory of the preceding vehicle as a curved moving estimation trajectory on the basis of the position of the preceding vehicle and the relative speed and the relative acceleration with respect to the host vehicle V1.

[0069] In the following step S109, for example, the collision determination section 25 determines whether or not the host vehicle V1 will collide with the preceding vehicle that is turning, and outputs a signal corresponding to the determination result. Also, for example, the collision determination ECU 20 advances the process to step S111 in the case of affirmative determination in step S109, and returns the process to step S100 in the case of negative determination in step S109. In step S109, for example, the two moving estimation trajectories of the host vehicle V1 and the preceding vehicle are calculated in three-dimensional coordinates of the longitudinal position, the lateral position, and the time axis, respectively, so as to determine whether or not the two moving estimation trajectories intersect, as in the method described in Japanese Patent Application Publication No. 2020-8288.

[0070] ​In step S110, for example, the collision determination portion 25 determines whether or not the host vehicle VI will collide with the preceding vehicle that is not turning, and outputs a signal corresponding to the determination result. Also, for example, the collision determination ECU 20 advances the process to step Sll l in the case of affirmative determination in step S110, and returns the process to step S100 in the case of negative determination in step S110. In step S110, for example, as in step S109, when the moving estimation trajectory of the host vehicle VI and the preceding vehicle is calculated by three-dimensional coordinate calculation, it is assumed that the preceding vehicle is moving at a constant speed in a straight line, and the moving estimation trajectory thereof is calculated as a trajectory in a straight line. Then, in step S110, for example, determination is made based on whether or not the curved moving estimation trajectory of the host vehicle VI intersects with the straight moving estimation trajectory of the preceding vehicle.

[0071] In step Sll l, for example, the collision determination ECU 20 generates an activation signal of the safety device 30, and outputs the activation signal to the brake ECU 31 and the alarm ECU 32. Thereby, the host vehicle VI is subjected to automatic braking and alarm by the safety device 30 without depending on the operation of the driver, and collision of the host vehicle VI with other objects is suppressed while the driver is alerted. In this way, for example, the collision determination ECU 20 executes the process of step Sll l in the case where it is determined that there is a possibility of collision in any one of steps S104, S109, S110, and thereafter returns the process to step S100. For example, the collision determination ECU 20 repeats the above series of processes until a prescribed ending condition such as the ignition switch being turned off is satisfied.

[0072] The above is an example of collision suppression control by the drive assist device 1. The drive assist device 1 relaxes the operation condition of braking and alarm by relaxing the condition in collision determination in step S105 in the case where the driver is less likely to perform steering operation avoidance, so that the safety device 30 can be actively operated.

[0073] [Turning determination of host vehicle]

[0074] Next, the turning determination in the host vehicle turning determination portion 21 will be described.

[0075] The host vehicle turning determination portion 21 determines that the host vehicle VI is turning, for example, in the case where the set conditions shown in FIG. 9 are satisfied, and determines that it is not turning in the case where any one of the set conditions is not satisfied or at least one reset condition is satisfied. Figure 4 The "OR" shown in FIG. 9 means that the determination is made if at least one of the listed determination items or conditions is satisfied. The same applies to the "OR" in the following drawings.

[0076] Further, the "AND" shown in FIG. 9 means that the determination is made if all of the listed determination items or conditions are satisfied. The same applies to the "AND" in the following drawings. Figure 4 The "OR" shown in FIG. 9 means that the determination is made if at Figure 5 and the following drawings.

[0077] Specifically, the own vehicle turning determination unit 21 determines whether or not the set condition is satisfied, for example, based on the output signals from the steering operation angle sensor 12 and the yaw rate sensor 13 and the corresponding threshold values set in advance. The set condition is set by, for example, the following four items: (1) the absolute value of the steering operation angle velocity is below a start determination threshold value, (2) the absolute value of the turning center curve Rl is smaller than the start determination threshold value, (3) the conditions of (1) and (2) continue for a prescribed time or more, and (4) the change in the yaw rate in the prescribed time or less is below a prescribed value. The prescribed time of (3) and (4) can be, for example, 2 seconds, and the prescribed value of the change in the yaw rate can be, for example, Δ5 deg / s, but is not limited thereto.

[0078] Further, in Figure 5 , the appearance of the own vehicle VI turning at a constant curve R is shown, and the advancing direction of the own vehicle VI is indicated by an arrow, and the travel trajectory of the own vehicle VI is indicated by a dot-and-dash line (one-dot chain line). The turning center curve Rl refers to the radius of curvature (unit: meter) of the circular arc portion of a virtual circle when the travel trajectory of the own vehicle VI at the time of turning is taken as the circular arc portion of the virtual circle. Figure 5 The point VC in Figure 5 is the center of the virtual circle.

[0079] The start determination threshold value is, for example, set to a value below a prescribed value with respect to the turning center curve Rl, for example, the case where Rl < 1000 is determined as the object. The start determination threshold value is, for example, set in advance to a value corresponding to the vehicle speed of the own vehicle VI, and the smaller the vehicle speed, the smaller the value. When all of the four elements of (1) to (4) described above are satisfied, the own vehicle VI is in a state where the fluctuation of the steering operation angle velocity and the turning center curve Rl in the steering operation of the driver continues for a prescribed time or more, and the yaw rate is stable. Therefore, the own vehicle turning determination unit 21 determines that the own vehicle VI is in a state of drawing a substantially constant curve as shown in Figure 5 , that is, is turning, when the set condition is satisfied.

[0080] On the other hand, the reset conditions are set by the following three items: (i) the absolute value of the steering operation angular velocity exceeds the release threshold, (ii) the absolute value of the turning center curve R1 exceeds the release threshold, and (iii) the vehicle is determined to be traveling straight. The release threshold can be set to the same value as the start threshold or a different value. Items (i) and (ii) of the reset conditions are the opposite of items (1) and (2) of the setting conditions. Item (iii) corresponds, for example, to a situation where all three conditions are met: the steering operation angle and steering operation angular velocity are below the threshold, the curve R is above the threshold, and the integral value of the yaw rate is below the threshold. The turning determination conditions in the vehicle turning determination unit 21 are preset, for example, recorded in a recording medium (not shown) in the collision determination ECU 20.

[0081] [Following determination for the preceding vehicle]

[0082] Next, the follow determination in the follow determination unit 22 will be explained.

[0083] The following determination unit 22 performs a determination on whether the vehicle V1 is following the preceding vehicle, for example, based on several pre-set items. Specifically, for example, the following determination unit 22 performs the following determination on the preceding vehicle through two stages: a prerequisite determination and a counter determination. In the counter determination, described later, if the counter value reaches or exceeds a threshold, it is determined that the vehicle V1 is following the preceding vehicle. Furthermore, for example, if the counter value is less than the threshold in the counter determination, the following determination unit 22 determines that the vehicle V1 is not following the preceding vehicle.

[0084] 1: Determining Prerequisites

[0085] For example, Figure 6 As shown, the precondition determination checks whether two preset conditions are met. The first condition is that "the detected object is a vehicle or a two-wheeled vehicle traveling in front." The second condition is that "the absolute value of the angle difference between the velocity vectors of this vehicle V1 and the traveling vehicle with a speed above a specified value is less than a threshold" or "a traveling vehicle with a speed below a specified value exists in the lane of this vehicle V1." The threshold for the absolute value of the angle difference in the second condition is, for example, set to below 30 degrees, but is not limited. A positive determination in the precondition determination means that this vehicle V1 is likely to collide with the traveling vehicle, while a negative determination means that the probability of this vehicle V1 colliding with the traveling vehicle is low, and the safety device 30 is not actively activated.

[0086] Here, the angular difference of the velocity vector (unit: deg) refers to, for example, Figure 7 As shown, when viewed from a direction opposite to the vertical, the corrected velocity vector V of vehicle V1 is...A1 The velocity vector V of the leading vehicle V2 B The angular difference between them. Furthermore, in Figure 7 In the example shown, the first vehicle V2 is a four-wheeled vehicle, but the same applies to two-wheeled vehicles.

[0087] Specifically, such as Figure 7 As shown, when vehicle V1 is following a turning vehicle V2, it is assumed that vehicles V1 and V2 rotate about point P1. Furthermore, the virtual plane viewed from above for vehicles V1 and V2 is designated as the xy-plane. In the xy-plane, the angle formed by the first virtual line VL1 connecting the center of vehicle V1 to point P1 and the second virtual line VL2 connecting the center of the leading vehicle V2 to point P1 is designated as θ. The arc obtained by rotating the first virtual line VL1 by an angle θ about point P1 corresponds to the curve R of vehicle V1. The corrected velocity vector V of vehicle V1 is... A1 This refers to the velocity vector that causes vehicle V1 to move in a circle about point P1 onto the second virtual straight line VL2 or its extension. Velocity vector V A1 This is achieved by setting the velocity vector of the vehicle at its current position V1 to V. A0 For the velocity vector V A0 It is obtained by correcting the curve R of angle θ.

[0088] In addition, the velocity vector V A0 V A1 These can be described as vectors pointing towards the tangent on the circumference of a virtual circle centered at point P1 and with the length of the first virtual line VL1 as its radius. Additionally, the velocity vector V... B It can be described as a vector pointing towards the tangent on the circumference of a virtual circle centered at point P1 and with the length of the second virtual line VL2 as its radius. Figure 7 In the diagram, dashed lines represent the vehicle V1, which has rotated by an angle θ to bring itself onto the extension of the second virtual straight line VL2, and its velocity vector V. A1 The estimated trajectory of vehicle V1 is shown by double-dotted lines.

[0089] Here, the coordinates of point P1 are set to (x... cen y cen Let the coordinates of point P2 be (x, y). obj y obj The estimated trajectory of the vehicle V1, i.e., the counterclockwise direction along curve R from the vehicle V1 to the preceding vehicle V2, is defined as positive, and the opposite is defined as negative. In this case, the angle θ is calculated by the following equation (1) when the curve R of the vehicle V1 is negative, and by the following equation (2) when it is a positive number above 0.

[0090] [Formula 1]

[0091]

[0092] And, for example, the following determination part 22 determines that the angle difference between the speed vector V A1 of the preceding vehicle V2 whose ground speed is equal to or higher than a threshold value (for example, 7 km / h) and the speed vector V B of the host vehicle V1 is equal to or lower than a threshold value (for example, 30 deg), and makes the precondition determination affirmative. A1 The case where the absolute value of the angle difference between the speed vectors V B is equal to or higher than the threshold value means, for example, as shown in FIG. 10, a situation where the preceding vehicle V2 is traveling on a road different from the host vehicle V1. Figure 8

[0093] Further, the angle θ can also be calculated using an arctan2 function (also called an atan2 function) that calculates the angle between the vector direction and the x axis by coordinates, and the calculation method can be changed as appropriate. For example, in the case where the angle θ is calculated using the arctan2 function, when the curve R of the host vehicle V1 is positive, the quadrant of the virtual plane xy plane is reversed, and the operation processing based on the arctan2 (y, x) function can be executed.

[0094] On the other hand, when the ground speed of the preceding vehicle V2 is less than the threshold value, for example, the following determination part 22 does not execute the calculation processing of the angle difference between the speed vectors of the vehicles V1, V2, but executes a determination as to whether or not there is a preceding vehicle V2 on the lane on which the host vehicle V1 is traveling. When it is determined that the ground speed of the preceding vehicle V2 is less than the threshold value and that the preceding vehicle V2 is on the lane on which the host vehicle V1 is traveling, the host vehicle V1 is, for example, as shown in FIG. 11, in a situation where it is about to catch up with the preceding vehicle V2 that is traveling slowly. As such a situation, for example, it is possible to cite a situation where the host vehicle is chasing the preceding vehicle on a congested road, and the possibility that the driver will perform an evasive action by steering operation is assumed to be low. Figure 9

[0095] ​​For ease of explanation, the area in the lane where vehicle V1 is located, i.e., the driving lane, will be referred to as "within this lane," and the determination of whether an object is within the lane will be referred to as "within this lane determination." For example, "within this lane" refers to the area in front of vehicle V1 and sandwiched between the left and right lane markings of the lane in which vehicle V1 is traveling, or the area sandwiched between one of the lane markings and the road edge on the other side of vehicle V1. For example, when camera device 11 detects two white lines in front of vehicle V1 on the left and right, the area sandwiched between these two white lines is within this lane. Additionally, for example, when camera device 11 detects a white line in front of vehicle V1 on the left or right side and the road edge on the opposite side of that white line, the area sandwiched between that white line and the road edge is within this lane.

[0096] Regarding the determination within this lane, for example, it can be as follows: Figure 10 As shown, the first condition of "the minimum value of the horizontal position of the right white line of the object is less than 0 and the maximum value of the horizontal position of the left white line is greater than 0" is set as one of the judgment items.

[0097] Here, the minimum value of the horizontal position of the right white line and the maximum value of the horizontal position of the left white line of the target are explained. In the case where the target is the preceding vehicle V2, for example, the following determination unit 22... Figure 11 As shown by the middle arrow, calculate the minimum value V of the horizontal position of the right white line. Rmin And the maximum value V at the horizontal position of the left white line. Lmax The minimum value V at the horizontal position of the right white line. Rmin This means designating the white line WL located to the right of the lane in which vehicle V1 is traveling as the right white line RL, and designating the point in the preceding vehicle V2 that is located to the left from the perspective of vehicle V1 as point P. L At that time, from the right white line RL to point P L The minimum distance. The maximum value V of the horizontal position of the left white line. Lmax This means designating the white line WL located to the left of the lane in which vehicle V1 is traveling as the left white line LL, and designating the point on the right side of the preceding vehicle V2 as point P from the perspective of vehicle V1. R At this time, the maximum value of the distance from the left white line LL to point PR. In addition, at this time, for example, the case where it is on the right side when viewed from the vehicle V1 relative to the white line WL as the reference is defined as positive, and the case where it is on the left side is defined as negative.

[0098] In addition, the white lines WL, RL, LL and point P L P RThe area in front of vehicle V1 can be captured by camera device 11, and the acquired image data can be analyzed using known image authentication technology. For example, when the preceding vehicle V2 is considered as a quadrilateral object, point P... L P R These are defined as the points at the left and right corners of the quadrilateral, respectively.

[0099] Under the condition described above, the leading vehicle V2 is in a state where its left end is located to the left of the right white line RL, and its right end is located to the right of the left white line LL.

[0100] In determining whether a lane is within the specified range, in addition to the first condition mentioned above, for example, Figure 10 As shown, it is also necessary to determine whether the second or third condition is met. The second condition, for example, is based on whether "the direction of the white line on the object's side is to the right" and "the minimum value V" is satisfied. Rmin The trust status is "valid" or "minimum value V". Rmin The trust state is "extrapolation and extrapolation duration is below a threshold, and past lane width is available" can be set. The threshold for extrapolation duration is set to, for example, 2 seconds, but is not limited to this. This threshold can also be applied to the third condition.

[0101] "The direction of the white line on the side of the object is to the right" means that the object is located closer to the right white line RL than the left white line LL. "Minimum value V" Rmin "The trust state is valid" means, for example, that the length of the identified right white line RL is above a specified value, indicating that the reliability of the identified right white line RL is high. On the other hand, "The trust state of the minimum value VRmin is extrapolated" means, for example, that although the right white line RL is identified, its length is less than a specified value, indicating that the reliability is moderate, and it is in a state where extrapolation from the identified right white line RL is needed to compensate for the insufficient white line. "The extrapolation duration is below a threshold" means, for example, "the minimum value V..." Rmin The duration of the "trust state is extrapolation" state is below the threshold. "Past lane width is available" means that the lane width of the vehicle V1 being driven by the vehicle is used as the lane width W, which is obtained by the most recent camera recognition, and the information of the lane width W can be used. In addition, the lane width W means, for example, the width of a virtual straight line that is orthogonal to the left white line LL and the right white line RL of the lane where the vehicle V1 is driving and connects these white lines.

[0102] The third condition, for example, is based on whether "the direction of the white line on the side of the object is to the left" and "the maximum value V" is satisfied. Lmax The trust status is "valid" or "maximum value V". Lmax The trust state is extrapolated, and the extrapolation duration is below the threshold, and the past lane width is available for setting. "The direction of the white line on the target side is left" and "Maximum value V" are also specified.Lmax The trust status is valid; the maximum value V Lmax The trust state is "extrapolated," which is essentially the same as above, indicating the situation where the white line is reversed. Additionally, "extrapolation duration below a threshold" indicates, for example, "maximum value V..." Lmax The trust state is "extrapolated" for a duration below the threshold. "Past lane width available" has the same meaning as above.

[0103] For example, in determining whether a vehicle is in the lane, the following determination unit 22 determines that the preceding vehicle V2 is in the lane if the first condition, the second condition, or the third condition is met; otherwise, it determines that the preceding vehicle V2 is not in the lane.

[0104] The above is a summary of the precondition determination. For the sake of simplicity, the following will refer to a positive precondition determination as "precondition established" and a negative precondition determination as "precondition not established".

[0105] 2: Counter determination

[0106] In the counter determination, for example, Figure 12 As shown, the counter is incremented or decremented based on six criteria: overlap rate determination, lane presence determination, turn signal determination, counter maintenance determination, counter decrement determination, and counter reset determination. The presence or absence of a preceding vehicle is determined based on the counter value. In the counter determination process, the counter value is incremented based on overlap rate determination, lane presence determination, and turn signal determination; the counter value is maintained based on the counter maintenance determination; and the counter value is decremented based on the counter decrement determination. In the counter reset determination process, the counter value is reset to a predetermined value, such as 0. The counter value is set within a specified range (e.g., 0~20). In the counter determination process, when the counter value exceeds a threshold, the object is determined to be a preceding vehicle, i.e., a preceding vehicle is determined to exist.

[0107] Overlap rate determination is an indicator of the degree of overlap between a preceding object and the vehicle V1. Overlap rate determination is performed, for example, based on whether the "preconditions are met" and the "overlap rate of the object is above a threshold." The threshold for overlap rate determination is set to, for example (but not limited to), 45%. Overlap rate determination is performed by setting the increment value of a counter to a predetermined value (e.g., +1) and executing at predetermined intervals (e.g., 50 ms). For example, the ON (on) threshold in overlap rate determination is set to a predetermined value α. The following determination unit 22 determines that a preceding vehicle V2 exists when the counter value exceeds α, and determines that a preceding vehicle V2 does not exist when the counter value is less than the OFF (off) threshold. The OFF threshold is set below the ON threshold and can be the same as or a different value from the ON threshold.

[0108] The in-lane determination is a determination index as to whether the object is in the lane of the host vehicle. In the counter determination, for example, the increase value of the counter in the in-lane determination is set to a prescribed value (e.g., +1, etc.), and is executed at prescribed intervals (e.g., 50 msec, etc.). The counter in the in-lane determination is set to increase, for example, when the "precondition is satisfied" and the "in-lane determination is affirmative determination" are satisfied. In the counter determination, for example, the ON threshold value in the in-lane determination is set to a prescribed value β. In this case, the following determination section 22 determines that the preceding vehicle V2 is present when the counter in the in-lane determination exceeds β. With respect to the in-lane determination in the counter determination, an OFF threshold value below the ON threshold value is also set.

[0109] The turn signal determination is a determination index as to whether the host vehicle Vl and the preceding vehicle V2 change the route in the same direction. The turn signal determination is, for example, a determination as to whether a first condition of "the precondition is satisfied" and a second condition of "either the host vehicle Vl and the preceding vehicle V2 turn on the left turn signal" or "the host vehicle Vl and the preceding vehicle V2 turn on the right turn signal" are satisfied. The turn signal determination sets, for example, the increase value of the counter when the above 2 conditions are satisfied to a prescribed value (e.g., +1, etc.), and is executed at prescribed intervals (e.g., 50 msec, etc.). The ON threshold value in the turn signal determination is set to a prescribed value γ, for example, and the following determination section 22 determines that the preceding vehicle V2 is present when the value of the counter exceeds γ, and determines that the preceding vehicle V2 is not present when the counter is less than the OFF threshold value.

[0110] Further, the second condition in the turn signal determination is determined, for example, based on the signal of the direction indicator 15 of the host vehicle Vl and the information on the operation condition of the direction indicator of the preceding vehicle V2 recognized by the camera 11. In addition, the above-described α, β, γ are prescribed values within the set range of the counter, and can be the same in part or in whole, or can be different, and are desirably set.

[0111] Hereinafter, for the sake of simplicity of explanation, the determination item as to whether the precondition is satisfied is sometimes referred to as (A), and the determination item as to whether the overlap rate is greater than or equal to a prescribed value is sometimes referred to as (B). Similarly, the determination item as to whether the preceding vehicle is present in the lane of the host vehicle is sometimes referred to as (C), and the determination item of the second condition in the turn signal determination is sometimes referred to as (D).

[0112] The counter maintenance determination is a determination as to whether to maintain the value of the counter. The counter maintenance determination is performed, for example, in accordance with whether the "precondition is not satisfied" and "(C) or (D) is satisfied". For example, the following determination section 22 maintains the value of the counter as it is in the case where the counter maintenance determination is affirmative determination, and causes the value of the counter to increase or decrease in the case where this is not so.

[0113] The counter decrease determination is a determination as to whether or not to decrease the counter value. The counter decrease determination is made, for example, in accordance with whether or not all of (A), (B), (C), and (D) are not established. For example, the following determination section 22 decreases the counter value by a prescribed value (e.g., -1, etc.) in the case where the counter decrease determination is an affirmative determination, and increases or maintains the counter value in the case where this is not so.

[0114] The counter reset determination is a determination as to whether or not to reset the counter value to a prescribed value (e.g., an initial value such as 0). The counter reset determination is made, for example, in accordance with whether or not the object information reset flag is established. The object information reset flag is established, for example, in the case where no object is detected in the area on the front side of the host vehicle VI by the object detection device 10, etc., or in the case where, although an object with a possibility of collision is detected in the area, another different object is newly detected in place of the object, etc.

[0115] Further, the counter maintenance determination, the counter decrease determination, and the counter reset determination are executed at prescribed intervals (e.g., 50 msec, etc.), for example, in the same manner as the overlap ratio determination, the host lane determination, and the turn signal determination.

[0116] 3: Specific example of counter determination

[0117] Next, a specific example of the counter determination in different driving scenes will be described.

[0118] 3-1: 1st driving scene

[0119] First, the case of the 1st driving scene in which the host vehicle VI is driving along a curved road with a white line WL and is following a preceding vehicle V2 will be described, for example, as shown in FIG. 3. Figure 13

[0120] Figure 13 The "1", "2", "3" shown in the 1st row of FIG. 3 indicate the order of the time series in the driving scene. Hereinafter, for the sake of convenience of explanation, each of the 1st, 2nd, and 3rd scenes in the driving scene will be referred to as the "1st scene", the "2nd scene", and the "3rd scene". Further, "0" shown in each column of the prerequisite determination, the overlap ratio determination, and the turn signal determination indicates a state in which the determination is established (affirmative determination), and "X" indicates a state in which the determination is not established (negative determination). This is also the same in the following Figure 14 to Figure 17

[0121] ​​​In the first scenario of the first driving scenario, since vehicle V1 and the preceding vehicle V2 are traveling straight together, and the preceding vehicle V2 is within the lane, the precondition determination, overlap rate determination, and lane-within-the-lane determination are all zero. On the other hand, since neither vehicle V1 nor the preceding vehicle V2 activates their turn signals, the turn signal determination is X. Therefore, in the first scenario, the overlap rate determination and lane-within-the-lane determination are both valid, and the counters increment the values ​​of these two determinations.

[0122] In the second scenario of the first driving scenario, vehicle V1 is still traveling straight, while the preceding vehicle V2 is turning along the curve of the road. Neither vehicle V1 nor the preceding vehicle V2 activated their turn signals. Therefore, in the second scenario, only the lane-specific judgment is 0, while the precondition judgment, overlap rate judgment, and turn signal judgment are X. Furthermore, in the counter judgment, although the counter value is increased when the precondition is met, the counter maintenance judgment is met, so the counter value remains unchanged and is maintained in the second scenario.

[0123] In scenario 3 of driving scenario 1, vehicle V1 turns along a curve in the road, while the preceding vehicle V2 has already passed the curve and is driving straight. Neither vehicle V1 nor the preceding vehicle V2 activates their turn signals. Therefore, in scenario 3, the precondition determination, overlap rate determination, and lane-in-the-place determination are all zero, while the turn signal determination is zero. Consequently, in scenario 3, the counters increment the overlap rate determination and lane-in-the-place determination values.

[0124] The first driving scenario refers to the situation where the determination of the preceding vehicle V2 in its lane is uninterrupted before and after the vehicle V1 turns. For example, if the scenario determination unit 23 determines that the determination of the vehicle in its lane is continuously "0" before and after the vehicle V1 is determined to be turning, then the driving scenario is determined to be the first driving scenario.

[0125] 3-2: Second Driving Scenario

[0126] Next, for example, Figure 14 As shown, the second driving scenario is described, in which vehicle V1 is driving along a curved road with a white line WL and passes by another vehicle V3 that is parked outside the white line WL.

[0127] In scenario 1 of the second driving scenario, although there is another vehicle V3 in front of vehicle V1, vehicle V3 is not in the same lane. Therefore, the precondition determination and overlap rate determination are 0, and the determination of being in the same lane is X. In addition, since neither vehicle V1 nor vehicle V3 activated their turn signals, the turn signal determination is X. Thus, in scenario 1, the change in the counter only increases the amount of overlap rate determination.

[0128] In the second driving scenario, only the distance between vehicle V1 and vehicle V3 becomes shorter. Everything else is the same as in the first scenario. Therefore, the change in the counter value only increases the amount of overlap rate determination.

[0129] In the third scenario of the second driving scenario, since car V1 passes by car V3 and there is no car V3 ahead, all four judgments are X. That is to say, in the third scenario, (A) to (D) are all false. Since the counter reduction judgment is true, the counter is reduced by the amount of the counter reduction judgment.

[0130] The second driving scenario refers to a situation where the preconditions and overlap rate determinations are interrupted after the vehicle V1 turns. Therefore, for example, when the scenario determination unit 23 determines that the vehicle V1 is turning, if the preconditions and overlap rate determinations are "0" before the turn and become "X" after the turn, the driving scenario is determined to be the second driving scenario.

[0131] 3-3: Third driving scenario

[0132] Next, for example, Figure 15 As shown, the third driving scenario is described, in which vehicle V1 turns right or left in the same direction as the preceding vehicle V2 at an intersection with a white line WL.

[0133] In scenario 1 of the third driving scenario, since vehicle V1 follows the preceding vehicle V2, and both vehicle V1 and the preceding vehicle V2 activate their turn signals in the same direction, all four judgments are zero. Therefore, in scenario 1, since the overlap rate judgment, the lane-in-the-home judgment, and the turn signal judgment are all valid, the counter increases by the amount of these three judgments.

[0134] In scenario 2 of scenario 3, vehicle V1 is about to enter an intersection, while vehicle V2 is turning inside the intersection. Therefore, only the turn signal is determined to be 0. However, since the precondition is determined to be X, the counter maintenance determination is valid, and the counter remains unchanged and is maintained in scenario 2.

[0135] In the third scenario of the third driving scenario, vehicle V1 is turning at an intersection, while the preceding vehicle V2 has already completed its right or left turn and its turn signal is off. Therefore, the prerequisite condition determination and overlap rate determination are 0, and the lane-in determination and turn signal determination are X. Thus, in the third scenario, the counter increases by the amount of overlap rate determination.

[0136] The third driving scenario refers to the situation where the turn signal determination is not interrupted during the turn of vehicle V1. Therefore, for example, if the scenario determination unit 23 determines that the turn signal determination is "0" during the turn of vehicle V1, the driving scenario is determined to be the third driving scenario.

[0137] 3-4: Fourth driving scenario

[0138] Next, for example, Figure 16 As shown, the fourth driving scenario is explained where only the vehicle V1 is following the preceding vehicle V2, which makes a right or left turn while the vehicle V1 continues to drive straight.

[0139] In scenario 1 of the 4th driving scenario, since vehicle V1 follows the preceding vehicle V2, and only the preceding vehicle V2 activates its turn signal, the precondition determination, overlap rate determination, and lane-in-the-zone determination are all zero, while the turn signal determination is zero. Therefore, in scenario 1, the counter increases by the amount by which the overlap rate determination and lane-in-the-zone determination are valid.

[0140] In scenario 2 of driving scenario 4, vehicle V1 is about to enter an intersection, while vehicle V2 is turning inside the intersection, and only vehicle V2 activates its turn signal. Therefore, all four judgments are X. Consequently, in scenario 2, the counter decrement judgment is true, and the counter decreases by the amount by which this judgment is true.

[0141] In scenario 3 of scenario 4, vehicle V1 is traveling straight at the intersection. Vehicle V2 has completed its right or left turn and its turn signal is off. Therefore, as in scenario 2, all four judgments are negative. Thus, in scenario 3, the counter decrement judgment is valid, and the counter is decremented by the amount by which this judgment is valid.

[0142] The fourth driving scenario refers to a situation where vehicle V1 has not turned, and all four determinations are interrupted after the preceding vehicle V2 turns right or left. Therefore, for example, if the scenario determination unit 23 does not determine that vehicle V1 is turning, and the precondition determination, overlap rate determination, and lane determination are all "0" before passing through the intersection, and these three determinations become "X" after passing through the intersection, then the driving scenario is determined to be the fourth driving scenario.

[0143] 3-5: Fifth driving scenario

[0144] Next, for example, Figure 17 As shown, the fifth driving scenario is described, in which vehicle V1 is following a preceding vehicle V2 which is going straight at an intersection, while vehicle V1 turns right or left at the intersection.

[0145] In scenario 1 of driving scenario 5, since vehicle V1 is following vehicle V2 and only vehicle V1 activates its turn signal, the precondition determination, overlap rate determination, and lane-in-the-home determination are all zero, while the turn signal determination is zero. Therefore, in scenario 1, the counter increases by the amount by which the overlap rate determination and lane-in-the-home determination are valid.

[0146] In scenario 2 of driving scenario 5, vehicle V1 is about to enter an intersection, while vehicle V2 is proceeding straight within the intersection, and only vehicle V1 activates its turn signal. Therefore, in scenario 2, the precondition determination and overlap rate determination are 0, while the lane-in-the-way determination and turn signal determination are X. Therefore, in scenario 2, the counter increments by the amount indicating that the overlap rate determination is valid.

[0147] In scenario 3 of scenario 5, vehicle V1 completed a right or left turn at the intersection, the turn signal was off, and there was no oncoming vehicle V2 in front of it. Therefore, all four judgments are X. Thus, in scenario 3, the counter decrement judgment is true, and the counter is decremented by the amount by which this judgment is true.

[0148] The fifth driving scenario refers to a situation where the determination of the preconditions and overlap rate is interrupted after the vehicle V1 turns. Therefore, for example, when the scenario determination unit 23 determines that the vehicle V1 is turning, if the preconditions and overlap rate are determined to be "0" before the turn and become "X" after the turn, the driving scenario is determined to be the fifth driving scenario.

[0149] According to this embodiment, when the vehicle turning determination unit 21 and the following determination unit 22 determine that the vehicle V1 is turning and following a preceding vehicle, the driving assistance device 1 becomes the threshold for various conditions in the collision determination unit 25 to relax the feasibility of the safety device 30's operation. Therefore, the driving assistance device 1 can actively provide collision prevention driving assistance when the likelihood of the driver of the vehicle V1 performing a steering maneuver to avoid the collision is low.

[0150] (Other implementation methods)

[0151] Although this disclosure is described with reference to embodiments, it is to be understood that this disclosure is not limited to those embodiments or structures. This disclosure also includes various modifications and equivalent variations. Furthermore, various combinations and forms, and thus including only a single element therein, or more or fewer other combinations and forms, also fall within the scope and spirit of this disclosure.

[0152] The control unit (e.g., collision determination ECU 20) and its methods described in this disclosure can be implemented by a dedicated computer configured with a processor and memory programmed to perform one or more functions embodied in a computer program. Alternatively, the control unit and its methods described in this disclosure can also be implemented by a dedicated computer configured with a processor through one or more dedicated hardware logic circuits. Alternatively, the control unit and its methods described in this disclosure can also be implemented by one or more dedicated computers configured by combining a processor and memory programmed to perform one or more functions with a processor composed of one or more hardware logic circuits. Furthermore, the computer program, as instructions executed by the computer, can be stored in a computer-readable, non-transitional tangible recording medium.

[0153] Furthermore, in the above embodiments, the elements constituting the embodiment are not absolutely necessary, except where explicitly stated as particularly necessary or where they are clearly considered necessary in principle. Also, in the above embodiments, when referring to the number, value, quantity, range, etc., of the constituent elements of the embodiment, they are not limited to that specific quantity, except where explicitly stated as particularly necessary or where they are clearly limited to a specific number in principle. Furthermore, in the above embodiments, when referring to the shape, positional relationship, etc., of the constituent elements, they are not limited to that shape, positional relationship, etc., except where specifically stated or where they are limited to a specific shape or positional relationship in principle.

Claims

1. A driving assistance device for preventing collisions between the vehicle and other vehicles, comprising: The vehicle turning determination unit (21) performs the determination of whether the vehicle is turning; The following determination unit (22) performs a determination on whether the vehicle is following a preceding vehicle that is traveling in front of it; and The collision determination unit (25) relaxes the determination conditions for the feasibility of braking operation of the vehicle when it determines that the vehicle is turning and the vehicle is following the preceding vehicle.

2. The driving assistance device according to claim 1, characterized in that, In a virtual plane viewed from the opposite direction to the vertical, considering the vehicle and the preceding vehicle, the virtual straight line (VL1) connecting the turning center (P1) of the vehicle and the preceding vehicle is designated as the first virtual straight line, and the virtual straight line (VL2) connecting the turning center and the preceding vehicle is designated as the second virtual straight line. The angle between the first virtual straight line and the second virtual straight line is designated as θ. The velocity vector (V) of the vehicle is... A0 The velocity vector obtained by rotating θ towards the lead vehicle is set as the corrected velocity vector (V). A1 ), When the corrected velocity vector is equal to the velocity vector (V) of the leading vehicle with a speed above a specified value... B When the absolute value of the angle difference between the two vehicles is below a specified value, the following determination unit determines that the prerequisite for the vehicle to follow the preceding vehicle is met.

3. The driving assistance device according to claim 1, characterized in that, The vehicle obtains the exterior information of the preceding vehicle and the information of the lane markings (WL) on the lane in which the vehicle is traveling from the on-board equipment (10, 11) installed on the vehicle, and sets the white line on the left side of the lane markings as the left white line (LL), and the white line on the right side of the lane markings as the right white line (RL). The following determination unit determines whether the leading vehicle is in the driving lane based on information about the distance from the left white line to the rightmost part of the leading vehicle and the distance from the right white line to the leftmost part of the leading vehicle.

Images