Vehicle control system

Abstract

Vehicle control system, including: an object detection unit (12) configured to detect at least one object in front of a source vehicle using a sensor; a risk determination unit (14) configured to determine a risk regarding the at least one object entering a course of the originating vehicle; and a driving assistance unit (15 to 17, 21 to 23) which is configured to provide driving assistance to reduce the probability of a collision between the starting vehicle and the at least one object when the at least one object enters a target area set in front of the starting vehicle with respect to the starting vehicle, characterized by the fact that the risk determination unit (14) is configured to determine whether the risk is high or low based on a relative relationship between two or more objects, where the at least one object includes the two or more objects, and is configured to determine whether the risk to a moving object with respect to a stationary object is high or low, where the at least one object includes the moving object and the stationary object, and the driving assistance unit (15 to 17, 21 to 23) is configured to set the target area to be larger when the risk determination unit (14) determines that the risk is high, than when the risk determination unit (14) determines that the risk is low, wherein the risk determination unit (14) is configured to: a comparison result is to be obtained by performing (i) a comparison between a present position of the moving object in a road width direction relative to the stationary object with a first threshold range, (ii) a comparison between a future position of the moving object in the road width direction when the moving object is at the same level as the stationary object in a direction of travel of the starting vehicle, with a second threshold range, (iii) a comparison between a time until the moving object is at the same level as the stationary object in the direction of travel of the vehicle, with a third threshold range, and (iv) a comparison between a distance of the moving object from the stationary object in the direction of travel of the vehicle with a fourth threshold range; and to determine whether the risk is high or low, based on the comparison result.

Description

BACKGROUND OF THE INVENTION 1. Field of the invention

[0001] The invention relates to a vehicle control system 2. Description of the state of the art

[0002] Japanese patent JP 5 172 366 B2 discloses a technology for predicting the course of a moving object in front of a reference or source vehicle and adaptively avoiding a collision between the source vehicle and the moving object. Specifically, according to this technology, a stationary object and a moving object on a sidewalk adjacent to a lane of travel for a source vehicle are detected using a camera. Subsequently, a variation in the distance between the stationary object and the moving object is calculated by analyzing a captured image, and a time at which the moving object is predicted to enter the lane to avoid the stationary object is calculated based on the relative velocity of the moving object with respect to the stationary object.A time at which the starting vehicle will pass the stationary object is calculated based on the distance between the starting vehicle and the stationary object. If two times calculated in this way are the same, it is determined that there is a probability that the starting vehicle will collide with the moving object, and the driver is notified of this probability by voice or similar means.

[0003] Furthermore, DE 11 2015 003 556 T5 discloses a driving assistance device comprising a measuring device that measures the position and direction of movement of a target object located within the vehicle's own perimeter, and a driving assistance device that performs a driving assistance process for the vehicle itself when the position of the target object measured by the measuring device lies within a defined area provided within the vehicle's own perimeter. A correction device is also provided that corrects the defined area in the direction in which the target object is measured if it is determined that the target object measured by the measuring device is moving towards the defined area.German patent DE 10 2016 015 003 A1 discloses a driver assistance device with a control unit configured to execute or include a vulnerable road user detection module for detecting a vulnerable road user in front of the vehicle, which is at least one pedestrian or cyclist. Furthermore, a deceleration zone setting module is provided for setting a deceleration zone around the vulnerable road user detected by the vulnerable road user detection module, and a speed control module is provided for controlling the vehicle's speed within the deceleration zone set by the deceleration zone setting module below a certain speed limit.The deceleration zone setting module changes the size and / or shape of the deceleration zone according to the direction of movement of the endangered road user and the direction of movement of the vehicle. SUMMARY OF THE INVENTION

[0004] The aforementioned technology is based on the assumption that the moving object enters the path of the starting vehicle to avoid the stationary object, because the stationary object is in the path of the moving object. However, there is a probability that the moving object may pass on the opposite side of the lane with respect to the stationary object, depending on a relative relationship between the moving and stationary objects. That is, the risk of an object moving in front of a starting vehicle entering the path of the starting vehicle depends on a relative relationship between the objects. This relative relationship includes direction, distance, relative velocity, and relative position.According to the aforementioned technology, a determination of a risk level based on the relative relationship between objects is not carried out.

[0005] When a specific driving assistance measure, such as a driving operation intervention, is implemented to avoid a collision, it is preferable that a risk level regarding the likelihood of an object entering the path of an initial vehicle is determined, and that the result of this determination is reflected in the details of the driving assistance. If the risk is low but driving assistance is implemented, there is a probability that the driver will experience inconvenience due to an unnecessary driving operation intervention. Conversely, if the risk is high but driving assistance is not implemented, there is a probability that a collision will not be prevented.

[0006] It is an object of the invention to provide a vehicle control system that increases the reliability of avoiding a collision between an output vehicle and an object entering the course of the output vehicle, while inhibiting unnecessary intervention during a driving operation.

[0007] The problem is solved according to the invention by a vehicle control system according to claim 1. Further features and advantageous embodiments are shown in the dependent claims.

[0008] One aspect of the invention provides a vehicle control system comprising: an object detection unit configured to detect at least one object in front of an output vehicle using a sensor; a risk determination unit configured to determine the risk that the at least one object will enter the path of the output vehicle; and a driving assistance unit configured to provide driving assistance to reduce the probability of a collision between the output vehicle and the at least one object when the at least one object enters a target area set in front of the output vehicle relative to the output vehicle.The risk determination unit is configured to determine whether the risk is high or low based on a relative relationship between two or more objects, if at least one object encompasses the two or more objects, and the driving assistance unit is configured to set the target area larger when the risk determination unit determines that the risk is high than when the risk determination unit determines that the risk is low.

[0009] If two or more objects are in front of the starting vehicle, the risk of each object entering the vehicle's path depends on the relative relationship between the objects. For a high-risk object, the probability of driving assistance activating can be increased, or the activation time can be advanced, thus increasing the reliability of avoiding a collision with that object. Conversely, for a low-risk object, the probability of driving assistance activating can be relatively decreased, or the activation time can be delayed, thus preventing unnecessary intervention in a driving operation.Regarding this point, with the aforementioned configuration, the vehicle control system makes it possible to increase the probability of a driver assistance system operating, or to bring forward the time at which the driver assistance system operates, by relatively increasing the target range for an object with respect to which the risk is determined to be high. It is also possible to decrease the probability of a driver assistance system operating, or to delay the time at which it operates, by relatively reducing the target range for an object with respect to which the risk is determined to be low.

[0010] In this respect, the driving assistance unit can be configured to increase the target area in at least one lateral direction of the starting vehicle, to be larger when the risk determination unit determines that the risk is high, than when the risk determination unit determines that the risk is low.

[0011] According to the above configuration, it is possible to increase the operational probability of the driving assistance for an object for which the risk is determined to be high, and to improve the reliability of avoiding a collision with the object.

[0012] In this aspect, the driver assistance unit can be configured to set a control value for the driver assistance to be greater when the risk determination unit determines that the risk is high than when the risk determination unit determines that the risk is low.

[0013] According to the above configuration, it is possible to further improve the reliability of avoiding a collision with an object for which the risk is determined to be high, and to further inhibit unnecessary intervention of a driving operation for an object for which the risk is determined to be low.

[0014] In this aspect, the risk determination unit can be configured to determine the risk only if it includes at least one moving object.

[0015] Only a moving object has a probability of entering the path of the originating vehicle. According to the above configuration, it is possible to reduce the computational load on the vehicle control system by not performing a risk assessment if the detected object is not moving.

[0016] In this aspect, the risk determination unit can be configured to determine the risk only for the at least one moving object.

[0017] According to the above configuration, it is possible to further reduce the computational load on the vehicle control system by restricting the target for which the risk is to be determined to a moving object.

[0018] According to the invention, the risk determination unit is configured to determine whether the risk is high or low with respect to a moving object in relation to a stationary object, when the at least one object comprises the moving object and the stationary object.

[0019] The moving object enters the path of the initial vehicle to avoid the stationary object. Therefore, it is possible to perform a highly accurate determination by assessing the risk in relation to the stationary object.

[0020] According to the invention, the risk determination unit is configured to: obtain a comparison result by performing at least: (i) a comparison between a present position of the moving object in a road width direction relative to the stationary object and a first threshold range, (ii) a comparison between a future position of the moving object in the road width direction when the moving object is at the same level as the stationary object in a direction of travel of the starting vehicle, and a second threshold range, (iii) a comparison between a time until the moving object is at the same level as the stationary object in the direction of travel of the vehicle, and a third threshold range, and (iv) a comparison between a distance of the moving object from the stationary object in the direction of travel of the vehicle and a fourth threshold range;and determine whether the risk is high or low, based on the comparison result.

[0021] By conducting numerous comparisons and combining the results of these comparisons, it is possible to determine the risk with high accuracy.

[0022] Furthermore, the risk determination unit can be configured to set the first threshold range to be on the same side as the starting vehicle with respect to the stationary object.

[0023] The reason for this is that the risk of the moving object entering the path of the originating vehicle is higher when the moving object is on the same side as the originating vehicle with respect to the stationary object than when the moving object is on the opposite side from the originating vehicle with respect to the stationary object.

[0024] Furthermore, the risk determination unit can be configured to set the second threshold range to be on the same side as the starting vehicle with respect to the stationary object.

[0025] Furthermore, the risk determination unit can be configured to determine, with respect to which the risk is determined to be high based on the comparison result, that a first risk for a first moving object is higher than a second risk for a second moving object, in a case where the first object is closer to the originating vehicle than in a lateral direction of the originating vehicle, and that the plurality of moving objects includes the first moving object and the second moving object.

[0026] Furthermore, the risk determination unit can be configured to determine that, if there are multiple moving objects for which the risk is determined to be high based on the comparison result, a first risk for a first moving object is higher than a second risk for a second moving object, in a case where a first future position of the first moving object in the road width direction, when the first moving object is at the same height as the stationary object in the vehicle direction of travel, is closer to the originating vehicle than compared to a second future position of the second moving object in the road width direction, when the second moving object is at the same height as the stationary object in the vehicle direction of travel.The multitude of moving objects includes the first moving object and the second moving object.

[0027] Furthermore, the risk determination unit can be configured to determine that if there is a plurality of moving objects for which the risk is determined to be high based on the comparison result, a first risk for a first moving object is higher than a second risk for a second moving object, in a case where the first time until the first moving object is level with the starting vehicle in the direction of travel is shorter than the second time until the second moving object is level with the starting vehicle in the direction of travel, where the plurality of moving objects includes the first moving object and the second moving object.

[0028] Furthermore, the risk determination unit can be configured to determine that if there is a plurality of moving objects for which the risk is determined to be high based on the comparison result, a first risk for a first moving object is higher than a second risk for a second moving object, in a case where a first distance between the first moving object and the starting vehicle in the direction of travel is less than a second distance between the second moving object and the starting vehicle in the direction of travel, wherein the plurality of moving objects includes the first moving object and the second moving object.

[0029] Furthermore, the risk determination unit can be configured to determine that if there is a multitude of moving objects for which the risk is determined to be high based on the comparison result, a first risk for a first moving object, where the first moving object is within a road boundary line, is higher than a second risk for a second moving object, where the second moving object is outside the road boundary line, where the multitude of moving objects includes the first moving object and the second moving object.

[0030] Furthermore, the driver assistance unit can be configured to enlarge the target area in the direction of travel, to be larger when the risk determination unit determines that the risk is high, rather than when the risk determination unit determines that the risk is low.

[0031] As described above, using the vehicle control system according to the invention, it is possible to increase the reliability of avoiding a collision between an output vehicle and an object entering the path of the output vehicle, while inhibiting unnecessary intervention during a driving operation. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] Features, advantages, and technical and industrial significance of exemplary embodiments of the invention are described below with reference to the attached drawings, in which the same reference numerals denote the same elements, and in which the following applies: Fig. Figure 1 is a block diagram illustrating a configuration of a vehicle control system according to an embodiment of the invention; Fig. Figure 2 is a representation that illustrates a risk parameter; Fig. Figure 3 is a representation illustrating a determination of risk based on a comparison between a risk determination TTC and a threshold range thereof; Fig. Figure 4 is a representation illustrating a determination of risk based on a comparison between a risk determination side position and a threshold range thereof; Fig. Figure 5 is a representation illustrating a determination of risk based on a comparison between a risk determination side collision position and a threshold range thereof; Fig. 6A, Fig. 6B and Fig. 6C are representations that illustrate an example of how to determine a risk using cases; Fig. 7 is a representation illustrating a collision detection parameter; Fig. Figure 8 is a representation illustrating the setting of a target area when the risk of an object entering the course of an originating vehicle is determined to be low; Fig. Figure 9 is a representation illustrating the setting of a target area when the risk of an object entering the course of an originating vehicle is determined to be high; Fig. Figure 10 is a representation illustrating the determination of an operation based on a comparison between collision detection parameters and their threshold ranges; Fig. Figure 11 is a flowchart illustrating the sequence of a driver assistance control system for collision avoidance according to a first embodiment; Fig. Figure 12 is a representation illustrating the setting of a target area according to a second embodiment when the risk of an object entering the course of an originating vehicle is determined to be high; Fig. Figure 13 is a flowchart illustrating the sequence of a driver assistance control system for collision avoidance according to the second embodiment; Fig. 14 is a representation illustrating the setting of a risk determination page position and a threshold range thereof according to a third embodiment; Fig. 15A and Fig. 15B are representations that illustrate an example of a determination of risk based on a threshold range of a risk determination side position according to the third embodiment, using cases; Fig. 16 is a representation illustrating the setting of a risk determination side collision position and a threshold range thereof according to the third embodiment; Fig. 17A and Fig. 17B are representations that illustrate an example of a determination of risk based on a threshold range of a risk determination side collision position according to the third embodiment, using cases; Fig. Figure 18 is a representation illustrating a first selection criterion for an object that has priority as a collision avoidance target; Fig. Figure 19 is a representation illustrating a second selection criterion for an object that has priority as a collision avoidance target; Fig. Figure 20 is a representation illustrating a third selection criterion for an object that has priority as a collision avoidance target; Fig. Figure 21 is a representation illustrating a fourth selection criterion for an object that has priority as a collision avoidance target; Fig. Figure 22 is a flowchart illustrating an essential part of the sequence of a driver assistance control system for collision avoidance according to a fourth embodiment; and Fig. Figure 23 is a representation that illustrates a risk parameter in a modified example. DETAILED DESCRIPTION OF EXAMPLES OF EXECUTION

[0033] Exemplary embodiments of the invention are described below with reference to the accompanying drawings. Where a numerical value, such as the number of elements, a volume, a quantity, or an area, is mentioned in the following exemplary embodiments, the invention is not limited to the numerical values ​​mentioned, unless expressly stated otherwise or it is evident in principle that it is limited to the numerical value. Structures described in the following exemplary embodiments are not essential to the invention unless expressly stated otherwise, such as when clearly specified or obviously. First embodiment1-1. Configuration of the vehicle control

[0034] A vehicle control system according to an embodiment of the invention is a device that detects the probability of a collision of a source vehicle in which the vehicle control system is mounted and assists a driver in driving a vehicle to avoid the collision. Fig. Figure 1 is a block diagram illustrating a vehicle control configuration according to the embodiment of the invention. The vehicle control configuration described below is identical to the first embodiment in a second, third, and fourth embodiment, which will be described later.

[0035] As in Fig. As illustrated in Figure 1, a vehicle controller 10 is configured to receive signals from various sensors 2, 3, 4, and 5 mounted on the vehicle and to actuate various actuators 6 and 7 or a human-machine interface (HMI) 8 according to operational signals obtained by processing the received signals. The sensors 2, 3, 4, and 5 include sensors 2 and 3, which obtain information about the vehicle's motion state, and sensors 4 and 5, which obtain information about the vehicle's surroundings or nearby objects. Specifically, the former include, for example, a vehicle speed sensor 2, which measures the vehicle's speed from the rotational speeds of the vehicle's wheels, and a yaw rate sensor 3, which measures the vehicle's turning angular velocity.The latter sensors include, for example, a millimeter-wave sensor 4, which is provided in a front grille of the vehicle, and a camera sensor 5, which is provided in a front windshield of the vehicle. The camera sensor is configured as a stereoscopic camera that can measure a distance to an image capture target. These sensors 2, 3, 4, and 5 are connected to the vehicle control unit 10 directly or via a communication network, such as a CAN bus network, installed in the vehicle.

[0036] The various actuators 6 and 7 include a brake actuator 6 for decelerating the vehicle and a longitudinal actuator 7 for steering the vehicle. The brake actuator 6 is, for example, a hydraulic brake. If the vehicle is a hybrid or electric vehicle, the brake actuator 6 also includes regenerative braking. The longitudinal actuator 7 is an electric power steering system using a motor or hydraulic pressure. The HMI 8 is an interface used for the input and output of information between a driver and the vehicle control unit 10. The HMI 8 includes, for example, a display that shows visual information to the driver, a speaker that outputs speech, and a touch-sensitive panel that allows the driver to perform input operations.

[0037] The vehicle control unit 10 is an electronic control unit (ECU) with at least one CPU, at least one ROM, and at least one RAM. Various collision avoidance programs or a multitude of data, including characteristic maps, are stored in the ROM. Various functions are implemented in the vehicle control unit 10 by loading a program stored in the ROM into the RAM and causing the CPU to execute the loaded program. The vehicle control unit 10 can include a multitude of CSUs (Configuration Control Units). Functions associated with collision avoidance, in particular, are described in the following sections. Fig. 1. Expressed as blocks. Other functions of vehicle control 10 are not illustrated.

[0038] When a moving object, such as a pedestrian, bicycle, or automobile, is in front of the source vehicle, the vehicle control unit 10 has a function for determining the probability of a collision with it and for implementing driving assistance to avoid a collision. This function is implemented by a source vehicle information reference unit 11, an object detection unit 12, a risk parameter calculation unit 13, a risk determination unit 14, a collision determination parameter calculation unit 15, a control parameter setting unit 16, an operation determination unit 17, an automatic brake control unit 21, an automatic steering control unit 22, and a notification control unit 23, all of which are contained within the vehicle control unit 10.These units are not arranged as hardware in the vehicle control unit 10, but are embodied as software when a program stored in the ROM is executed by the CPU.

[0039] The Origin Vehicle Information Reference Unit 11 receives information from the Vehicle Speed ​​Sensor 2 and information from the Yaw Rate Sensor 3, and calculates a motion state of the origin vehicle based on this information. The Origin Vehicle Information Reference Unit 11 predicts the heading of the origin vehicle from its motion state. In addition to the vehicle speed and yaw rate, a current steering angle, obtained from a steering angle sensor (not illustrated), can be used to predict the heading of the origin vehicle. The Origin Vehicle Information Reference Unit 11 updates the origin vehicle coordinate system (the reference coordinate system), which is created by a computer, based on the predicted heading.The origin vehicle coordinate system is a coordinate system in which a Y-axis runs in a direction of the predicted course of the origin vehicle, and an X-axis runs in a latitude direction of the origin vehicle, with a reference point placed on the origin vehicle acting as the origin.

[0040] The object detection unit 12 detects an object located near the source vehicle. Information obtained from the millimeter-wave sensor 4 and the camera sensor 5 is used for the detection of a nearby object. The object detection unit 12 can detect a nearby object by a method using information from the millimeter-wave sensor 4 and / or a method using information from the camera sensor 5 and / or a method using a combination of information from the millimeter-wave sensor 4 and information from the camera sensor 5 based on sensor fusion. A detected nearby object includes a moving object, such as a pedestrian, a bicycle, or a car, or a stationary object, such as a stopped vehicle, a guardrail, a building, or a tree.The object recognition unit 12 also detects a dividing line, such as a road boundary line or a road center line, by processing an image captured by the camera sensor 5. The object recognition unit 12 calculates position coordinates in the source vehicle coordinate system of the detected object or the like.

[0041] When two or more objects are detected by the object detection unit 12, the risk parameter calculation unit 13 calculates a predetermined risk parameter based on a relative relationship between the objects. This relative relationship includes direction, distance, relative speed, and relative position. The risk parameter is used to determine the level of risk that an object will enter the path of the originating vehicle. The risk parameter calculated by the risk parameter calculation unit 13 is described below with reference to Fig. 2 described.

[0042] In Fig. Figure 2 illustrates an initial vehicle 1, a stopped vehicle 70 (a stationary object), and a pedestrian 60 (a moving object). Right and left road boundary lines 51 and 53 are indicated by solid lines, and a road center line 52 is indicated by a dashed line. Fig. Figure 2 illustrates a positional relationship between objects 1, 60, and 70 with lines 51, 52, and 53. It is assumed that only the stopped vehicle 7 and the pedestrian 60 are detected by the object detection unit 12, and that the pedestrian 60 is moving obliquely outside the lane boundary line 51 relative to the stopped vehicle 70. The in Fig. The road shown in section 2 is a left-hand traffic road, however the invention can also be applied to a vehicle driving on a right-hand traffic road.

[0043] The risk parameter calculation unit 13 creates a coordinate system of the stationary object with a reference point 71, which is placed on the stopped vehicle 70, which is a stationary object, as an origin on a computer. In the coordinate system of the stationary object, an X-axis 72 is set in the width direction of the road, and a Y-axis, which is not illustrated, is set in a vehicle travel direction on the road with respect to the reference point 71. The method for setting the reference point 71 is not specifically restricted. Here, the reference point 71 is set at the center of one of the rear ends of the stopped vehicle 70, which is detected from a camera image.

[0044] The risk parameters calculated by the risk parameter calculation unit 13 include a risk determination side position 61, a risk determination side collision position 62, and a risk determination TTC 64. The risk determination side position 61 is a position in a road width direction of the pedestrian 60 relative to the stopped vehicle 70, that is, an X-coordinate of the pedestrian 60 in the coordinate system of the stationary object. The risk parameter calculation unit 13 uses the X-coordinates of the pedestrian 60 at the current time as the risk determination side position 61. The risk parameter calculation unit 13 updates the risk determination side position 61 at each of the control times.

[0045] The risk determination side collision position 62 is a position in the road width direction when the pedestrian 60 is at the same level as the stopped vehicle 70 in the direction of travel, that is, an X-coordinate of the pedestrian 60 when the pedestrian 60 moves in the future relative to the X-axis 72 in the coordinate system of the stationary object. To calculate the risk determination side collision position 62, the risk parameter calculation unit 13 calculates a motion vector 63 of the pedestrian 60 from a history of position coordinates of the pedestrian 60 in the coordinate system of the stationary object. Fig. Figure 2 illustrates the position 60-1 of pedestrian 60 at the last control time, the position 60-2 of pedestrian 60 at the penultimate control time, and the position 60-3 of pedestrian 60 at the third-to-last control time. The risk parameter calculation unit 13 calculates the motion vector 63 from the coordinates of positions 60-1, 60-2, and 60-3, and calculates the risk determination side collision position 62 based on the position coordinates of pedestrian 60 at the current time and the motion vector 63. The risk parameter calculation unit 13 updates the risk determination side collision position 62 at each control time.

[0046] The risk determination TTC 64 is the time until the pedestrian 60 is level with the stopped vehicle 70 in the direction of travel, that is, the time until the pedestrian 60 will collide with the stopped vehicle 70 (time to collision: TTC). The risk parameter calculation unit 13 calculates the risk determination TTC 64 by dividing a distance between the stopped vehicle 70 and the pedestrian 60 by a speed difference (a relative speed). Fig. 2 represents the length of an arrow indicating the risk determination TTC 64, and a time. The distance used to calculate the risk determination TTC 64 is a distance in the vehicle's direction of travel perpendicular to the X-axis 72, and the relative speed used to calculate the risk determination TTC 64 is a relative speed in the vehicle's direction of travel perpendicular to the X-axis 72. The risk parameter calculation unit 13 updates the risk determination TTC 64 for each control time point. Instead of, or in addition to, the risk determination TTC 64, the distance between the pedestrian 60 and the stopped vehicle 70 can be used as a risk parameter. In this case, the distance, i.e., the risk determination distance, is a distance in the vehicle's direction of travel perpendicular to the X-axis 72.

[0047] The aforementioned calculation of the risk parameter is not performed if the object detection unit 12 detects only one object. If two or more objects are detected by the object detection unit 12, but none of the detected objects are moving, the risk parameter calculation is not required. A calculation of the risk parameter when a stationary object is detected by the object detection unit 12, or when a large number of moving objects are detected, is described later.

[0048] Referring again to Fig. 1. The risk determination unit 14 is described below. The risk determination unit 14 determines a risk level regarding the likelihood that the object detected by the object detection unit 12 will enter the path of the originating vehicle by comparing the risk parameter calculated by the risk parameter calculation unit 13 with a predetermined threshold range. A determination of a risk performed by the risk determination unit 14 is described below with reference to the Fig. 3 to 6C described.

[0049] Fig. Figure 3 is a representation illustrating the determination of risk based on a comparison between a risk determination TTC and a threshold range thereof. Fig. Figure 3 illustrates a risk determination TTC 64 and a threshold range 65, along with a stopped vehicle 70 and a pedestrian 60. The threshold range of the risk determination TTC is expressed as a distance in the Y-axis direction (not illustrated) from the X-axis 72 in the coordinate system of the stationary object. Here, the dimension of the Y-axis, when the risk determination TTC is treated as the risk parameter, is time, and time on the X-axis 72 is zero. Because the time until the pedestrian 60 reaches the X-axis 72 in the coordinate system of the stationary object is associated with a distance (a spatial distance) from the pedestrian 60 to the stopped vehicle 70, an XY plane of the coordinate system of the stationary object is shown in Figure 3. Fig. 2 in accordance with the road surface. The risk determination unit 14 compares the risk determination TTC 64 with the threshold range 65 thereof, and sets an initial marker or flag when the risk determination TTC 64 enters the threshold range 65.

[0050] If a risk determination distance is used as the risk parameter instead of the risk determination TTC, risk determination is performed by comparing the risk determination distance with a threshold range thereof. The dimension on the Y-axis in the coordinate system of the stationary object, when the risk determination distance is treated as the risk parameter, is length, and the threshold range of the risk determination distance is expressed as a distance in the Y-axis direction from the X-axis in the coordinate system of the stationary object (hereafter referred to simply as a spatial distance). In this case, the risk determination unit compares the risk determination distance with its threshold range and sets the first marker or flag when the risk determination distance enters the threshold range.

[0051] Fig. Figure 4 is a representation that illustrates a risk determination based on a comparison between a risk determination side position and a threshold value thereof. Fig. Figure 4 illustrates a risk determination page position 61 and a threshold range 66 associated with a stopped vehicle 70 and a pedestrian 60. The threshold range of the risk determination page position is expressed by an upper and a lower limit of an X-coordinate in the coordinate system of the stationary object. The risk determination unit 14 compares the risk determination page position 61 with its threshold range 66 and sets a second marker or flag when the risk determination page position 61 enters the threshold range 66, that is, when the risk determination page position 61 enters a range between the upper and lower limits.

[0052] Fig. Figure 5 is a representation illustrating the determination of a risk based on a comparison between a risk determination side collision position and a threshold range thereof. Fig. Figure 5 illustrates a risk determination side collision position 62 and a threshold range 67 associated with a stopped vehicle 70 and a pedestrian 60. The threshold range of the risk determination side collision position is expressed by an upper and a lower limit of an X-coordinate in the coordinate system of the stationary object. The risk determination unit 14 compares the risk determination side collision position 62 with its threshold range 67 and sets a third marker or flag when the risk determination side collision position 62 enters the threshold range 67, that is, when the risk determination side collision position 62 enters a range between the upper and lower limits.

[0053] If all three flags of the first, second, and third flags are set, the risk determination unit 14 determines that the risk to pedestrian 60, who is the subject of the determination, is a "high" risk. Conversely, if one of the first, second, or third flags is not set, the risk determination unit 14 determines that the risk to pedestrian 60, who is the subject of the determination, is a "low" risk. That is to say, a risk determination performed by the risk determination unit 14 in this embodiment is a two-stage evaluation of "high" and "low." Therefore, the determination of a risk can be replaced by a determination that a risk exists, rather than a determination of whether a risk is high or low.Another method for determining risk is a multi-stage evaluation, in which a risk level is evaluated in several stages depending on the number of flags that have been set. For example, if the number of flags increases from 0, 1, 2, and 3, the risk assessment result can gradually change from low to high.

[0054] Each of the Fig. Sections 6A to 6C are a presentation illustrating an example of risk assessment using case studies. In the Fig. Figures 6A to 6C illustrate three cases that differ with respect to a relative relationship between an initial vehicle 1, a stopped vehicle 70 (a stationary object), and a pedestrian 60 (a moving object). The figures in the Fig. 6A, Fig. 6B and Fig. The cases illustrated in 6C are cases 1A, 1B, and 1C. A stopped vehicle 70 and a pedestrian 60 in front of the starting vehicle 1 are detected in cases 1A and 1B, respectively, while in case 1C only a pedestrian 60 in front of the starting vehicle 1 is detected. In case 1A, the pedestrian 60 is moving diagonally to one lane, and in case 1B, the pedestrian 60 is moving diagonally to the opposite side of the lane. As described below, the risk determination unit 14 performs a risk determination appropriately depending on the cases.

[0055] In case 1A, pedestrian 60 intends to bypass the stopped vehicle 70 towards the side of the lane. In this case, because pedestrian 60 enters the lane, that is, the inside of the road boundary line 51, the probability increases that pedestrian 60 will enter the path of the exiting vehicle 1. Assuming that the risk determination TTC is within the threshold range, the risk determination side position 61 is within the threshold range 66, and the risk determination side collision position 62 is within the threshold range 67. Consequently, when determining a risk by the risk determination unit 14, the risk for pedestrian 16 is determined to be "high".In this embodiment, the threshold range 66 of the risk determination page position and the threshold range 67 of the risk determination page collision position coincide, but the two ranges can be set differently from each other.

[0056] On the other hand, in case 1B, pedestrian 60 intends to bypass the stopped vehicle 70 on the opposite side of the lane. In this case, because pedestrian 60 does not enter the inside of the road boundary line 51, the probability that pedestrian 60 will enter the path of the exiting vehicle 1 is low. Assuming that the risk determination TTC is within the threshold range, the risk determination side position is within the threshold range 66, but the risk determination side collision position 62 is not within the threshold range 67. Consequently, when determining a risk by the risk determination unit 14, the risk for pedestrian 60 is determined to be "low".

[0057] On the other hand, in case 1C, because there is no stationary object in the direction of movement 60, there is no probability that pedestrian 60 will enter the path of the starting vehicle 1 to avoid a stationary object. In this case, because the only object detected by the object detection unit 12 is pedestrian 60, the risk parameter calculation unit 13 does not perform a risk parameter calculation. Likewise, the risk determination unit 14 does not determine a risk. When the vehicle control system performs a driving assistance control action if the number of objects detected by the object detection unit 12 is one, as in case 1C, the same control action is performed as if the risk were determined to be low. This will be described later.

[0058] Referring again to Fig. 1. The collision determination parameter calculation unit 15 is described below. When an object is detected by the object detection unit 12, the collision determination parameter calculation unit 15 calculates a predetermined collision determination parameter based on a relative relationship between the object and the source vehicle. The collision determination parameter refers to a parameter for determining whether the source vehicle will collide with an object. The collision determination parameter calculated by the collision determination parameter calculation unit 15 is described below with reference to Fig. 7 described.

[0059] In Fig. Figure 7 illustrates the initial vehicle 1 and a pedestrian 60, which is a moving object, within the coordinate system of the initial vehicle. In the coordinate system of the initial vehicle, an X-axis 102 is set in the latitude direction of the initial vehicle 1 with reference to a reference point 101 located at the center of the front of the initial vehicle 1, and an X-axis, not illustrated, is set in a direction of a predicted course of the initial vehicle 1. Here, the dimension of the Y-axis, when the TTC is treated in the coordinate system of the initial vehicle, is time, and time on the X-axis 102 is zero. Because the time until the pedestrian 60 reaches the X-axis 102 in the coordinate system of the initial vehicle and the distance from the pedestrian 60 to the initial vehicle 1 are associated, an XY plane of the coordinate system of the initial vehicle corresponds to Fig. 7 explicitly corresponds to the road surface. The collision determination parameters calculated by the collision determination parameter calculation unit include a collision determination side position 91, a collision determination side collision position 92, and a collision determination TTC 94. The collision determination side position 91 is a position in a road width direction of pedestrian 60 relative to the source vehicle 1, that is, an X-coordinate of pedestrian 60 in the coordinate system of the source vehicle. The collision determination parameter calculation unit 15 refers to the X-coordinate of pedestrian 60 at the current time as the collision determination side position 91. The collision determination parameter calculation unit 15 updates the collision determination side position 91 at each control time.

[0060] The collision detection side collision position 92 is a position in the road width direction when pedestrian 60 is at the same level as the starting vehicle 1 in a direction of a predicted course of the starting vehicle 1, that is, an X-coordinate of pedestrian 60 when pedestrian 60 moves in the future along the X-axis 102 in the coordinate system of the starting vehicle. To calculate the collision detection side collision position 92, the collision detection parameter calculation unit 15 calculates a motion vector 93 of pedestrian 60 from a history of position coordinates of pedestrian 60 in the coordinate system of the starting vehicle. Fig. Figure 7 illustrates the position 60-11 of pedestrian 60 at the last control time, the position 60-12 of pedestrian 60 at the penultimate control time, and the position 60-13 of pedestrian 60 at the third-to-last control time. The collision detection parameter calculation unit 15 calculates the motion vector 93 from the coordinates of positions 60-11, 60-12, and 60-13, and calculates the collision detection side collision position 92 based on the position coordinates of pedestrian 60 at the current time and the motion vector 93. The collision detection parameter calculation unit 15 updates the collision detection side collision position 92 at each control time.

[0061] The collision determination TTC 94 is the time until pedestrian 60 is level with the starting vehicle 1 in the direction of the predicted course of the starting vehicle 1, that is, the time until pedestrian 60 collides with the starting vehicle 1 (time to collision: TTC). The collision determination parameter calculation unit 15 calculates the collision determination TTC 94 by dividing a distance between the starting vehicle 1 and pedestrian 60 by a speed difference (a relative speed). Fig. 7 represents the length of an arrow indicating the collision determination TTC 94, and a time. The distance used to calculate the collision determination TTC 94 is a distance in the direction of the predicted course, perpendicular to the X-axis 102, and the relative velocity used to calculate the collision determination TTC 94 is a relative velocity in the direction of the predicted course, perpendicular to the X-axis 102. The collision determination parameter calculation unit 15 updates the collision determination TTC 94 at each control time. Instead of, or in addition to, the collision determination TTC 94, the distance between the pedestrian 60 and the origin vehicle 1 can be used as the collision determination parameter.In this case, the distance, that is, the collision detection distance, is a distance in the direction of the predicted course, perpendicular to the X-axis 102.

[0062] Referring again to Fig. 1. The control parameter setting unit 16 is described below. When a determination has been carried out by the risk determination unit 14, the determination result is sent to the control parameter setting unit 16. The control parameter setting unit 16 can serve as a "drive assistance unit" in conjunction with the collision determination parameter calculation unit 15 and the operation determination unit 17, the automatic brake control unit 21, the automatic steering control unit 22, and the notification control unit 23, which are described later.

[0063] The control parameter setting unit 16 sets the control parameters of a collision avoidance system based on whether a risk assessment has been performed by the risk assessment unit 14 and, if so, the assessment result. Collision avoidance assistance includes assisting the driver in decelerating the initial vehicle by controlling the brake actuator 6, assisting the driver in steering the initial vehicle evasively by controlling the steering actuator 7, and issuing an alert to the driver via voice or screen display using the HMI 8. If the brake actuator is a hydraulic brake, collision avoidance assistance may include a prior increase in brake pressure and / or an immediate reduction of brake pad pressure.

[0064] The control parameters set by the control parameter setting unit 16 include a control value and a threshold range. The control value comprises a braking force as a control variable for deceleration support, a steering torque as a control variable for evasive steering support, and an evasive clearance. The evasive clearance refers to the space in the road width direction relative to a moving object when the vehicle passes the moving object. Increasing the braking force applies a strong deceleration to the vehicle, increasing the reliability of collision avoidance, but also increasing the influence of the driver's perception.Increasing steering torque or evasive maneuver increases the cornering motion generated in the base vehicle and improves collision avoidance reliability, but also increases the impact on driver perception. Therefore, when setting the control parameters, it is important to balance collision avoidance reliability with driver perception, and the results of a risk assessment are used to achieve this balance.

[0065] If the risk assessment unit 14 has determined that a risk to an object being assessed is high, it is important to increase the reliability of collision avoidance with respect to that object. In such an emergency, when the starting vehicle is subjected to heavy deceleration or a large cornering torque occurs in the starting vehicle, the driver feels considerable discomfort. Therefore, the control parameter setting unit 16 increases the control values ​​for an object for which the risk has been determined to be high, thus increasing the reliability of collision avoidance. This means that the braking force, the steering torque, and the evasive maneuver range are increased. In the Fig. In the example illustrated in 6A, the tax values ​​are increased in case 1A.

[0066] If the risk assessment unit 14 has determined that a risk with respect to an object that is the subject of the assessment is a low risk, it is not necessary to increase the reliability of a collision avoidance with respect to the object while causing inconvenience to the driver.

[0067] Accordingly, the control parameter setting unit 16 does not increase the control values ​​for an object for which a risk is determined to be low, and sets the control values ​​to normal values ​​determined by means of a sensory examination. The control parameter setting unit 16 sets the control values ​​for an object that is not subject to a risk determination by the risk determination unit 14 to normal values. In the Fig. 6B and Fig. In the example illustrated in 6C, the control values ​​in cases 1B and 1C are set to normal values.

[0068] A control threshold range, set by the control parameter setting unit 16, is described below. The control threshold range is a threshold range set for the collision detection parameters calculated by the collision detection parameter calculation unit 15 and is a parameter for defining a target area in which the driving assistance operates. The target area is set at the front of the output vehicle in the output vehicle's coordinate system. The front of the output vehicle refers to the future relative to the present time if the Y-axis in the output vehicle's coordinate system is a time axis. Setting the control threshold range to define a target area is described below with reference to the Fig. 8 and Fig. 9 described.

[0069] The Fig. 8 and Fig. Figure 9 illustrates positional relationships between the source vehicle 1 and target areas 80 and 81 in the source vehicle's coordinate system. Target areas 80 and 81 are located in front of the source vehicle 1, relative to the X-axis 102. The forward distance of target areas 80 and 81 corresponds to the threshold range 103 of the collision detection TTC, which serves as the collision detection parameter. Therefore, the forward distance mentioned here refers to a temporary distance from the present time. The latitudes along the X-axis of target areas 80 and 81 correspond to the threshold range 105 of the collision detection side position and the threshold range 106 of the collision detection side collision position, which are the collision detection parameters. The trailing ends of target areas 80 and 81 do not strictly coincide with the X-axis 102.The target areas 80 and 81 are limited to the side in front of the X-axis 102 due to a viewing angle of the camera sensor 5 or a detection angle of the millimeter wave sensor 4. For the sake of simplicity, it is assumed here that both the viewing angle of the camera sensor 5 and the detection angle of the millimeter wave sensor 4 are 180 degrees.

[0070] The in Fig. 8 illustrated target area 80 and that in Fig. The nine illustrated target areas 81 have the same width, but the forward distance of target area 81 is greater than that of target area 80. The size of the target area is associated with a level of probability or a time at which a driving assistance system operates. When the target area is set larger, the collision detection parameter is more likely to enter the threshold range, and a driving assistance system is more likely to operate. In particular, if the collision detection threshold is set higher and the target area is enlarged forward, the operating time of a driving assistance system is brought forward. Bringing forward the operating time of a driving assistance system increases the reliability of collision avoidance, but also increases the risk of unnecessary intervention by a driving operation, and therefore makes it more likely that the driver will experience inconvenience.Therefore, when setting the control threshold range, a balance between the reliability of collision avoidance and the impact on a driver's perceptions is important, and the results of a risk assessment are used as information to achieve this balance.

[0071] If the risk assessment unit 14 determines that a risk to an object under assessment is low, the control parameter setting unit 16 sets the threshold range 103 of the collision detection TTC to a predetermined normal value. The normal value is determined by a sensory investigation in conjunction with a relationship between operating time and driver perception. If the risk assessment unit 14 has not determined a risk, the threshold range 103 of the collision detection TTC is set to a normal value. Conversely, if the risk assessment unit 14 determines that a risk to an object under assessment is high, the control parameter setting unit 16 increases the threshold range 103 of the collision detection TTC compared to the normal value.Therefore, if the risk is low, a relatively small target area of ​​80 is set, as in . Fig. Figure 8 illustrates this. If a risk is high, a relatively large target area 81 is set, as shown in Figure 8. Fig. Figure 9 illustrates this. The collision detection page position threshold range 105 and the collision detection page collision position threshold range 106 are set to fixed values, regardless of the risk level in this embodiment. In this embodiment, the collision detection page position threshold range 105 and the collision detection page position threshold range 106 are the same, but they can be set differently from each other.

[0072] Referring again to Fig. 1. The Operation Determination Unit 17 is described below. The Operation Determination Unit 17 determines whether a collision avoidance assistance system should operate by comparing the collision determination parameters calculated by the collision determination parameter calculation unit 15 with the threshold ranges set by the control parameter setting unit 16. A determination of an operation performed by the Operation Determination Unit 17 is described below with reference to Fig. 10 described.

[0073] Fig. Figure 10 is a representation that illustrates the determination of an operation based on a comparison between the collision detection parameters and their threshold ranges. Fig. Figure 10 illustrates the collision detection side position 91, the collision detection side collision position 92, and the collision detection TTC 94, along with an initial vehicle 1 and a pedestrian 60. The collision detection TTC threshold range 103, the collision detection side position threshold range 105, and the collision detection side collision position threshold range 106, as well as a defined target area 81, are also illustrated.

[0074] If the collision detection TTC 94 is within threshold range 103, the collision detection side position 91 is within threshold range 105, and the collision detection side collision position 92 is within threshold range 106, the operation determination unit 17 determines that the pedestrian 60 has entered the target area 81 and initiates collision avoidance assistance. Fig. In the illustrated example 10, the collision detection TTC 94 is located within threshold range 103, and the collision detection side collision position 92 is located within threshold range 106, but the collision detection side position 91 is not located within threshold range 105. Therefore, the operation determination unit 17 determines that a collision avoidance driving assistance system should not be operated, at least at the present time.

[0075] In this embodiment, the operation control unit 17 causes steering assistance and deceleration assistance to be activated depending on the situation. For example, if sufficient clearance can be ensured within the lane of the starting vehicle, evasive steering assistance takes precedence over deceleration control. Conversely, if sufficient clearance cannot be ensured within the lane of the starting vehicle, evasive steering assistance is not activated, and deceleration assistance is activated. When deceleration assistance is activated, a deceleration request is issued by the operation control unit 17 to the automatic brake control unit 21. When evasive steering assistance is activated, an evasive steering request is issued by the operation control unit 17 to the automatic steering control unit 22.

[0076] The Operations Determination Unit 17 (ODU 17) is required to trigger an alarm. When an alarm is triggered, an ODU 17 sends a warning request to the Notification Control Unit 23. The time at which a warning is triggered can be set to occur earlier than the time at which the evasive steering assist or deceleration assist is active. In this case, if there is a probability of a collision between an object in front of the exit vehicle and the exit vehicle, an evasive steering assist or deceleration assist warning is issued. If a driver has already taken an evasive action in response to the warning, and therefore the object has not entered the target area, neither evasive steering assist nor deceleration assist is activated.

[0077] The automatic brake control unit 21 is a control device that controls the brake actuator 6. The automatic steering control unit 22 is a control device that controls the steering actuator 7. The notification control unit 23 is a control device that controls the HMI 8. The automatic brake control unit 21, the automatic steering control unit 22, and the notification control unit 23 cause the brake actuator 6, the steering actuator 7, and the HMI 8 to operate in response to a request from the operation determination unit 17. 1-2. Driving assistance control to avoid collisions

[0078] The vehicle control unit 10 with the aforementioned configuration performs a driving assistance control for collision avoidance while the source vehicle 1 is driven by a driver. Fig. Figure 11 is a flowchart illustrating the sequence of actions of a driver assistance control system for collision avoidance according to this embodiment. The vehicle control unit 10 repeatedly executes the routine illustrated in the flowchart at predetermined time intervals.

[0079] The process of step S1 is carried out by the output vehicle information reference unit 11. In step S1, a motion state of the output vehicle is calculated based on information from the vehicle speed sensor 2 and information from the yaw rate sensor 3, and a course of the output vehicle is predicted from the motion state of the output vehicle.

[0080] The processes of steps S2 and S3 are performed by the object recognition unit 12. In step S2, environmental information is detected using information obtained from the millimeter-wave sensor 4 and the camera sensor 5. In step S3, an object is detected within the environmental information detected in step S2. In this process, the type of object (such as a car, a pedestrian, or a bicycle) is identified, for example, by pattern matching. In step S3, information about a stationary object, as well as information about a moving object, is obtained from information about the detected object. The information for a stationary object includes at least its position and size. The information for a moving object includes at least its position and size.

[0081] The processes of steps S4 and S5 are performed by the risk parameter calculation unit 13. In step S4, it is determined whether the number of objects detected in step S3 is two or more. If the number of detected objects is two or more, the process of step S5 is performed. In step S5, the risk parameters, namely the risk determination page position, the risk determination page collision position, and the risk determination TTC, are calculated based on the relative relationship between the detected objects. If only one object is detected in step S3, the process of step S5 is not performed.

[0082] The processes of steps S6 and S7 are then carried out by the risk determination unit 14, followed by the process of either step S8 or S6. In step S6, the threshold ranges for the risk parameters are set. In step S7, it is determined whether the risk parameters calculated in step S5 are within the threshold ranges set in step S6. If the risk parameters are within the threshold ranges, the process of step S8 is carried out, and a marking indicating a high-risk object is applied to the object being determined. Conversely, if the risk parameters are not within the threshold ranges, the process of step S11 is carried out, and a marking indicating a low-risk object is applied to the object being determined.

[0083] The processes of steps S9 and S10 are performed on an object that has been marked as high-risk by the control parameter setting unit 16. In step S9, the control threshold range is adjusted so that the activation time of the driving assistance is earlier than in a normal state. Specifically, the threshold range of the collision detection TTC is increased compared to a normal value. The threshold range of the collision detection side position and the threshold range of the collision detection side collision position are set to normal values. In step S10, the braking force and steering torque are increased as control variables compared to normal values, and the evasive clearance is increased compared to a normal value.

[0084] The processes of steps S12 and S13 are performed on an object that has been marked as a low-risk object by the control parameter setting unit 16. In step S12, the control threshold is set such that the activation time of a driving assistance system is the same as in a normal state. In particular, the threshold range of the collision detection TTC is set to a normal value. In step S13, the braking force and steering torque are set to normal values ​​as control variables, and the evasive maneuver margin is also set to a normal value.

[0085] If the result of step S4 is negative, meaning the number of detected objects is one, the processes of steps S14 and S15 are carried out with respect to the object by the control parameter setting unit 16. In step S14, the threshold range of the collision detection TTC is set to a normal value, so that the activation point of a driving assistance system is set to the same as in a normal state. In step S15, the braking force and steering torque are set to normal values ​​as control variables, and the evasive clearance is also set to a normal value.

[0086] Following the processes of steps S9 and S10, after the processes of steps S12 and S13, or after the processes of steps S14 and S15, the process of step S16 is carried out by the collision detection parameter calculation unit 15. In step S16, the collision detection parameters, namely the collision detection side position, the collision detection side collision position, and the collision detection TTC, are calculated based on the relative relationship between the detected object and the source vehicle. In the flowchart, the collision detection parameters are calculated after the control parameters are set; however, the collision detection parameters can also be calculated before the control parameters are set.

[0087] The process of step S17 is performed by the operation determination unit 17. In step S17, it is determined whether collision avoidance assistance should be activated by comparing the collision detection parameters calculated in step S16 with the control threshold ranges set in step S9. Specifically, if the collision detection TTC is within the threshold range of [missing value], the collision detection side position is within the threshold range of [missing value], and the collision detection side collision position is within the threshold range of [missing value], collision avoidance assistance is activated.In this case, the braking force set in step S10, S13, or S15 is output as a deceleration request to the automatic brake control unit 21, and the steering torque and evasive clearance set in step S10, S13, or S15 are output as an evasive steering request to the automatic steering control unit 22. An alarm request is output to the notification control unit 23.

[0088] The processes of steps S18 and S19 are performed by the automatic brake control unit 21, the automatic steering control unit 22, and the notification control unit 23. In step S18, an arbitration of control variables or alarm requests is performed between the current controller and other controllers. For example, regarding braking force, a request from an adaptive cruise control (hereinafter referred to as ACC) may be issued to the automatic brake control unit 21. Regarding steering torque, a request from a lane keeping control (hereinafter referred to as LTC) may be issued to the automatic steering control unit 22. The arbitration process is a process of determining that the requests are implemented according to a predetermined priority order when requests are issued simultaneously by a multitude of control processes.Regarding the alarm request issued to the notification control unit 23 when multiple alarm requests overlap, a preferred alarm can be determined simultaneously through the arbitration process. For example, a request from the current controller takes priority over a request from the ACC or the LTC. In step S19, the brake actuator 6, the steering actuator 7, and the HMI 8 operate in response to the requests determined by the arbitration process.

[0089] A pre-crash safety system (hereinafter referred to as PCS) according to the state of the art is provided in the vehicle control unit 10 separately from the aforementioned collision avoidance driving assistance control unit. The PCS is a system that prevents a collision or reduces damage in the event of a collision by causing the brake actuator 6 or the steering actuator 7 to operate automatically when a high probability of a collision is determined. If collision avoidance driving assistance has been activated, but a driver has not taken an appropriate evasive action, the probability of a collision increases. The PCS is provided to prevent a collision or reduce damage in the event of a collision in this case.The threshold range (the normal value) of the collision detection TTC in the driver assistance system for collision avoidance is set to five seconds, for example, but the threshold range of the collision detection TTC in the PCS is set to three seconds, for example. Second embodiment 2-1. Features of the second embodiment

[0090] A second embodiment is characterized by setting a control threshold range to define a target area in which a driving assistance system operates. This is described below with reference to Fig. 12 described.

[0091] Fig. Figure 12 illustrates a positional relationship between the source vehicle 1 and target areas 80 and 82 in the source vehicle's coordinate system. Target areas 80 and 82 are areas set in front of the source vehicle 1 along the X-axis 102. Target area 80, indicated by a dotted line, is a standard target area set when a risk to an object under investigation is determined to be low. Conversely, target area 82, indicated by a solid line, is a target area set when a risk to an object under investigation is determined to be high. Target area 82 is enlarged in front of the source vehicle 1 compared to the standard target area 80 and is also enlarged in the lateral direction of the source vehicle 1.

[0092] The forward distance of the target area 82 corresponds to the threshold range 103 of the collision detection TTC, which is the collision detection parameter. The width in the X-axis direction of the target area 82 corresponds to the threshold range 105 of the collision detection side position and the threshold range 106 of the collision detection side collision position, which are the collision detection parameters. If the risk determination unit 14 determines that a risk with respect to an object that is the subject of the determination is a high risk, the control parameter setting unit 16 increases the threshold range 103 of the collision detection TTC, the threshold range 105 of the collision detection side position, and the threshold range 106 of the collision detection side collision position compared to the normal values.In this embodiment, the threshold range 105 of the collision detection side position and the threshold range 106 of the collision detection side collision position are the same, but they can be set differently from each other.

[0093] By increasing the forward threshold range 103 of the collision detection TTC compared to the normal value for increasing the target area 82, it is more likely that the collision detection TTC will enter the threshold range, and the activation time of the driver assistance can be moved forward. By increasing the forward threshold range 105 of the collision detection side position and the forward threshold range 106 of the collision detection side collision position compared to the normal values ​​to increase the target area 82 in the lateral direction of the starting vehicle 1, it is more likely that the collision detection side position and the collision detection side collision position will enter the threshold ranges, and driver assistance will be activated more easily.

[0094] In a specific example, if the target area is 80 for the in Fig. With pedestrian 60 as illustrated in Figure 12, only the collision detection side collision position 92 is within its threshold range, and therefore the driving assistance does not operate. When the target area is set to 82, the collision detection TTC 94 is within threshold range 103, and collision detection side position 91 and collision detection side collision position 92 are within thresholds 105 and 106, respectively, and therefore the driving assistance operates. Thus, if pedestrian 60 is a high-risk object, it is possible to ensure that the driving assistance operates early with a high probability, thereby improving the reliability of collision avoidance.If, on the other hand, the pedestrian is a low-risk object, it is possible to reduce unnecessary intervention while driving by decreasing the probability of activating a driving assistance system or by relatively delaying the time at which the driving assistance system is activated. 2-2. Driving assistance control to avoid collisions

[0095] Fig. Figure 13 is a flowchart illustrating the sequence of actions of a driver assistance control system for collision avoidance according to this embodiment. The vehicle control unit 10 repeatedly executes the routine illustrated in the flowchart at predetermined time intervals. The same processes as those in the driver assistance control system according to the first embodiment are labeled with the same step names in the flowchart, and their descriptions are not repeated.

[0096] In this embodiment, the processes of steps S9A and S10 are performed with respect to an object that was identified as a high-risk object in step S8 by the control parameter setting unit 16. In step S9A, the control threshold ranges are adjusted so that a driving assistance system activates earlier than in a normal state, and the probability of the driving assistance system operating increases. Specifically, the threshold ranges of the collision detection TTC, the collision detection side position, and the collision detection side collision position are increased compared to the normal value.

[0097] The processes of steps S12A and S13 are performed with respect to an object that was marked as a low-risk object in step S11 by the control parameter setting unit 16. In step S12A, the control threshold ranges are adjusted so that the time at which the driving assistance operates and the probability of its activation are set to the same as in the normal state. Specifically, the threshold range of the collision detection TTC, the threshold range of the collision detection side position, and the threshold range of the collision detection side collision position are set to their normal values.

[0098] If the determination result of step S4 is negative, that is, if only one object is detected, the processes of steps S14A and S15 with respect to the object are carried out by the control parameter setting unit 16. In step S14A, the control threshold ranges are set to the normal values, so that the time at which the driving assistance operates and the probability of its activation are set to the same as in the normal state. Third embodiment 3-1. Features of the third embodiment

[0099] A third embodiment is characterized in that the threshold ranges of the risk determination page position and the risk determination page collision position are restricted. This is explained below with reference to the Fig. Described in sections 14 to 17B.

[0100] In Fig. Figure 14 illustrates a risk determination side position 61 and a threshold range 66 associated with a stopped vehicle 70 and a pedestrian 60. In this embodiment, the threshold range 66 is set on the same side as the initial vehicle 1 with respect to a reference point 71 located on the stopped vehicle 70, which is a stationary object. In particular, if the same side as the initial vehicle 1 with respect to the reference point 71 is defined as a positive direction of the X-axis 72 in the coordinate system of the stationary object, a range from zero to a predetermined positive value is set as the threshold range 66.The predetermined value, which is an upper limit of the threshold range 66, can, for example, be an X-coordinate value between a lane boundary line 51 and a road center line 52, or an X-coordinate value of the starting vehicle 1 in the coordinate system of the stationary object.

[0101] The Fig. 15A and Fig. Figure 15B contains illustrations that demonstrate an example of determining a risk based on the threshold range of the risk determination page position according to this embodiment, using specific cases. Fig. 15A and Fig. Figure 15B illustrates two cases in which the positional relationship between the pedestrian 60 and the stopped vehicle 70 differs. The cases shown in the Fig. 15A and Fig. The cases illustrated in Figure 15B are cases 2A and 2B. In case 2A, pedestrian 60 is on the same side as the starting vehicle 1 in the direction of the X-axis 72 with reference to a reference point 71 on the stopped vehicle 70. In this case, the risk determination side position 61 is within the threshold range 66, and therefore pedestrian 60 is determined to be a high-risk object if both the risk determination TTC and the risk determination side collision position are within their respective threshold ranges. On the other hand, in case 2B, pedestrian 60 is on the opposite side of the starting vehicle 1 in the direction of the X-axis 72 with reference to the reference point 71 of the stopped vehicle 70.In this case, the risk determination side position 61 is not within the threshold range 66, and therefore the pedestrian 60 is not determined to be a high-risk object, even though both the risk determination TTC and the risk determination side collision position are within their respective threshold ranges.

[0102] In Fig. Figure 16 illustrates a risk determination side collision position 62 and a threshold range 67 associated with a stopped vehicle 70 and a pedestrian 60. In this embodiment, the threshold range 67 is set on the same side as the initial vehicle 1 with respect to a reference point 71 located on the stopped vehicle 70, which is a stationary object. In particular, if the same side as the initial vehicle 1 with respect to the reference point 71 is defined as a positive direction of the X-axis 72 in the coordinate system of the stationary object, then a range from zero to a predetermined positive value is set as the threshold range 67.The predetermined value, which is an upper limit of the threshold range 67, can, for example, be an X-coordinate value between a road boundary line 51 and a road center line 52, or an X-coordinate value of the starting vehicle 1 in the coordinate system of the stationary object.

[0103] The Fig. 17A and Fig. Figure 17B contains illustrations that demonstrate an example of determining a risk based on the threshold range of the risk determination side collision position according to this embodiment, using specific cases. Fig. 17A and Fig. Figure 17B illustrates two cases in which the positional relationship between pedestrian 60 and the stopped vehicle 70, as well as the direction of travel of pedestrian 60, differ. In the Fig. 17A and Fig. The cases illustrated in Section 17B are cases 3A and 3B. In case 3A, pedestrian 60 intends to bypass the stopped vehicle 70 on the same side as the starting vehicle 1 in the direction of the X-axis 72 with reference to the reference point 71 on the stopped vehicle 70. In this case, the risk determination side collision position 62 is within the threshold range 67, and therefore pedestrian 60 is determined to be a high-risk object if both the risk determination TTC and the risk determination side position are within their respective threshold ranges. On the other hand, in case 3B, pedestrian 60 intends to bypass the stopped vehicle 70 on the opposite side from the starting vehicle 1 in the direction of the X-axis 72 with reference to the reference point 71 of the stopped vehicle 70.In this case, the risk determination side collision position 62 is not within the threshold range 67, and therefore the pedestrian 60 is not determined to be a high-risk object, even though both the risk determination TTC and the risk determination side position are within their respective threshold ranges.

[0104] If a moving object is on the same side as the starting vehicle with respect to a stationary object, the risk of the moving object entering the path of the starting vehicle is higher than if the moving object is on the opposite side of the starting vehicle with respect to the stationary object. If a moving object passes or goes around a stationary object on the same side as the starting vehicle with respect to the stationary object, the risk of the moving object entering the path of the starting vehicle is higher than if the moving object passes or goes around the stationary object on the opposite side of the starting vehicle with respect to the stationary object.Therefore, by limiting the threshold range of the risk determination page position and limiting the threshold range of the risk determination page collision position as described above, it is possible to further improve the accuracy of a risk determination. Fourth embodiment4-1. Features of the fourth embodiment

[0105] An object for which a risk parameter lies within a threshold range for determining a risk is identified as a high-risk object. There is a probability that two or more high-risk objects may exist, depending on the positional relationships between them. A fourth embodiment is characterized by processes where a large number of objects are identified as high-risk objects during risk assessment. This is described below with reference to the Fig. 18, Fig. 19, Fig. 20 to Fig. 21 described.

[0106] In Fig. Figure 18 illustrates a threshold range 64 of a risk determination TTC associated with a stopped vehicle 70 and two pedestrians 60A and 60B. In the Fig. In the illustrated example 18, the TTCs of both pedestrians 60A and 60B with respect to the stopped vehicle 70 are within the threshold range 64. Therefore, if both the risk determination side position and the risk determination side collision position are within their respective threshold ranges, both pedestrians 60A and 60B are determined to be high-risk objects.

[0107] However, in the Fig. In example 18, an object with a higher risk to the starting vehicle 1 can be identified as pedestrian 60A, whose time to travel (TTC) with respect to the starting vehicle 1, i.e., the time until the object is level with the starting vehicle 1 in the direction of travel, is shorter. Alternatively, such an object can be identified as pedestrian 60A, with respect to whom the distance to the starting vehicle 1 in the direction of travel is shorter.

[0108] In this embodiment, a first selection criterion is determined to be higher than the risk provided for the other object if the TTC is shorter with respect to the starting vehicle 1 (or if the distance to the starting vehicle 1 in the direction of travel is shorter). Fig. In example 18, pedestrian 60A is determined to be a higher-risk object than pedestrian 60B. A target area where a driving assistance system operates is enlarged only for pedestrian 60A, while a normal target area is set for pedestrian 60B. This means that in the Fig. 18 illustrated example of pedestrian 60A, whose TTC with respect to the starting vehicle 1 is shorter, is preferably determined to be a collision avoidance target.

[0109] In Fig. Figure 19 illustrates risk determination page positions 61A and 61B of two pedestrians 60A and 60B, as well as a threshold range 66, associated with a stopped vehicle 70 and two pedestrians 60A and 60B. In the Fig. In the illustrated example 19, the risk determination side positions 61A and 61B of pedestrians 60A and 60B are within the threshold range 66. Therefore, if both the risk determination TTCs and the risk determination side collision positions are within the threshold ranges, both pedestrians 60A and 60B are determined to be high-risk objects.

[0110] However, in the Fig. In the illustrated example 19, an object with a higher risk to the starting vehicle 1 is determined to be pedestrian 60B, whose position in the lateral direction of the starting vehicle 1 is closer to the starting vehicle 1. The positions of pedestrians 60A and 60B in the lateral direction relative to the starting vehicle 1 are related by mapping the risk determination side positions 61A and 61B from the coordinate system of the stationary object to the coordinate system of the starting vehicle.

[0111] In this embodiment, a second selection criterion, which determines the risk of an object whose position in the lateral direction of the starting vehicle 1 is closer to the starting vehicle 1, is to be higher than that provided for the other object. In the Fig. In example 19, pedestrian 60B is determined to be a higher-risk object than pedestrian 60A. A target area where a driving assistance system operates is enlarged only for pedestrian 60B, while a normal target area is set for pedestrian 60A. This means that in the Fig. 19 illustrated example of the pedestrian 60B, whose position in the width direction of the starting vehicle 1 is closer to the starting vehicle 1, preferably determined to be a collision avoidance target.

[0112] In Fig. Figure 20 illustrates risk determination side collision positions 62A and 62B of two pedestrians 60A and 60B, as well as a threshold range 67, associated with a stopped vehicle 70 and two pedestrians 60A and 60B. In the Fig. In the illustrated example 20, the risk determination side collision positions 62A and 62B of both pedestrians 60A and 60B are within the threshold range 67. Therefore, if both the risk determination TTCs and the risk determination side positions are within their respective threshold ranges, both pedestrians 60A and 60B are determined to be high-risk objects.

[0113] However, in the Fig. In the illustrated example 20, an object with a higher risk with respect to the starting vehicle 1 is determined to be pedestrian 60A, whose position in the lane width direction, when the object is at the same height as the stopped vehicle 70 in the direction of travel, that is, the risk determination side collision position, is closer to the starting vehicle 1. The positions of the risk determination side collision positions 62A and 62B relative to the starting vehicle 1 are referenced by mapping the risk determination side collision positions 62A and 62B from the coordinate system of the stationary object to the coordinate system of the starting vehicle.

[0114] In this embodiment, a third selection criterion is introduced: the risk of an object whose position in the road width direction, until the object is level with the stopped vehicle 70 in the direction of travel, is closer to the starting vehicle 1, is determined to be higher than that provided for the other object. In the Fig. In the illustrated example 20, pedestrian 60A is determined to be a higher-risk object than pedestrian 60B. A target area where a driving assistance system operates is enlarged only for pedestrian 60A, while a normal target area is set for pedestrian 60B. This means that in the Fig. 20 illustrated example of the pedestrian 60A, whose position in the road width direction, when the pedestrian is at the same level as the stopped vehicle 70 in the direction of travel, is closer to the starting vehicle 1, is preferably determined as a collision avoidance target.

[0115] In Fig. Figure 21 illustrates a road boundary line 51 accompanied by a stopped vehicle 70 and two pedestrians 60A and 60B. In the Fig. In the illustrated example 21, it is assumed that the risk parameters of the two pedestrians 60A and 60B are within a threshold range for determining a risk. The two pedestrians differ in that pedestrian 60A is located outside the road boundary line 51, and pedestrian 60B is located inside the road boundary line 51. In this case, the object with a higher risk with respect to the starting vehicle 1 can be determined to be pedestrian 60B, who is located inside the road boundary line 51.

[0116] In this embodiment, a fourth selection criterion is introduced, namely that the risk of an object located within the road boundary line 51 is determined to be higher than that provided for an object located outside the road boundary line 51. In the Fig. In the illustrated example 21, pedestrian 60B is determined to be a higher-risk object than pedestrian 60A. A target area where a driving assistance system operates is enlarged only for pedestrian 60B, while a normal target area is set for pedestrian 60A. This means that in the Fig. 21 illustrated example of pedestrian 60B, who is located within the road boundary line 51, preferably determined as a collision avoidance target. 4-2. Driving assistance control to avoid collisions

[0117] Fig. Figure 22 is a flowchart illustrating a significant part of the process of a collision avoidance system for driver assistance according to this embodiment. The same processes as in the driver assistance system according to the first embodiment are assigned the same step numbers in the flowchart.

[0118] In this embodiment, the processes of steps S20, S21, and S22 are still carried out with respect to an object that was flagged as a high-risk object in step S8. Step S20 determines whether there are two or more objects flagged as high-risk objects in step S8. If there is only one high-risk object, steps S21 and S22 are skipped, and the process of step S9 is carried out.

[0119] If two or more objects are identified as high-risk, the S21 process is executed. In step S21, one object with the highest risk is selected according to a predetermined selection criterion. Only one of four selection criteria, which are defined in the Fig. 18, Fig. 19, Fig. 20 to Fig. The criteria illustrated in section 21 can be applied, or a variety of these selection criteria can be combined. One method using a combination of a variety of selection criteria is a method of pre-assigning priorities to the selection criteria and selecting an object with the highest risk according to the highest-priority selection criterion. For example, the road boundary line ( Fig. 21), the position in the lateral direction relative to the starting vehicle ( Fig. 19), the TTC with reference to the starting vehicle ( Fig. 18) and the position in the road width direction when the object is at the same level as the stopped vehicle in the direction of travel ( Fig. 20) selected in descending order of priority. Another method using a combination of a large number of selection criteria is a method of weighting the selection criteria on a case-by-case basis, and selecting an object with the largest sum of weights as the object with the highest risk.

[0120] Step S22 determines whether each object flagged as high-risk in step S8 is indeed a very high-risk object. If the object is very high-risk, the process in step S9 is selected, and the control threshold ranges are adjusted to establish an enlarged target area for the object. Conversely, if the object is not very high-risk, the process in step S12 is selected, and the control threshold ranges are adjusted to establish a normal target area for the object. Further examples of implementation

[0121] In the aforementioned embodiments, a determination of the risk that a moving object will enter the path of the starting vehicle to avoid a stationary object was described, when both the stationary and moving objects are in front of the starting vehicle. However, such a risk can also occur if a moving object enters the path of the starting vehicle at a relatively high speed to overtake another moving object at a relatively low speed. A calculation of risk parameters in this case is performed as follows.

[0122] In Fig.Figure 23 illustrates an initial vehicle 1, a slow-moving vehicle 110 (a low-speed object), and a bicycle 120 (a high-speed object). Low speed and high speed, as mentioned here, refer to the relative speed between objects, and both speeds can be low from the perspective of the initial vehicle 1. In this case, the risk parameters for determining the risk level that the bicycle 120 will enter the path of the initial vehicle 1 are calculated based on the relative relationship between the slow-moving vehicle 110 and the bicycle 120. The risk parameters include a risk determination side position 121, a risk determination side collision position 122, and a risk determination TTC 124.

[0123] The risk determination side position 121 is a position in the road width direction of the rider 120 relative to the slow-moving vehicle 110 in a coordinate system of the slow-moving vehicle centered on a reference point 111 set on the slow-moving vehicle 110, that is, an X-coordinate of the bicycle 120 in the coordinate system of the slow-moving vehicle. The risk determination side collision position 122 is a position in the road width direction when the bicycle 120 is at the same height as the slow-moving vehicle 110 in the direction of travel, that is, an X-coordinate of the bicycle 120 when the bicycle 120 is moving in the future with respect to the X-axis 112 in the coordinate system of the slow-moving vehicle.A relative motion vector 123, derived from the difference between a motion vector 125 of the bicycle 120 and a motion vector 113 of the slow-moving vehicle 110, is used to calculate the risk determination side-collision position 122. The risk determination TTC 124 is the time until the bicycle 120 is level with the slow-moving vehicle 110 in the direction of travel.

[0124] By setting threshold ranges for the risk parameters and determining whether each risk parameter is within the respective threshold range, it is possible to determine whether the risk of bicycle 120 entering the course of the starting vehicle 1 is high or low.

[0125] In the aforementioned embodiments, the collision avoidance control system is configured as a separate controller from the PCS in the prior art. However, a collision avoidance control system can also be configured as part of the PCS.

[0126] Driving assistance can include support for a driver to decelerate the initial vehicle and / or support for a driver to steer the initial vehicle to avoid an obstacle. Examples of moving objects include a pedestrian, a bicycle, and a car. Examples of stationary objects include a stopped vehicle at the side of a road or a sidewalk.

[0127] A vehicle control system comprises: an object detection unit (12) configured to detect at least one object; a risk determination unit (14) configured to determine a risk of the at least one object entering a course of the originating vehicle; and a driving assistance unit (15 to 17, 21 to 23) configured to provide driving assistance when the at least one object enters a target area set in front of the originating vehicle with respect to the originating vehicle.The risk determination unit (14) is configured to determine whether the risk is high or low, based on a relative relationship between two or more objects, and the driving support unit (15 to 17, 21 to 23) is configured to adjust the target area to be larger when the risk determination unit (14) determines that the risk is high, rather than when the risk determination unit (14) determines that the risk is low.

Claims

Vehicle control system comprising: an object detection unit (12) configured to detect at least one object in front of an output vehicle using a sensor; a risk determination unit (14) configured to determine the risk of the at least one object entering the course of the output vehicle; and a driving assistance unit (15 to 17, 21 to 23) configured to provide driving assistance to reduce the probability of a collision between the output vehicle and the at least one object when the at least one object enters a target area set in front of the output vehicle, characterized in that the risk determination unit (14) is configured to determine whether the risk is high or low based on a relative relationship between two or more objects.if the at least one object comprises the two or more objects and is configured to determine whether the risk to a moving object with respect to a stationary object is high or low, if the at least one object comprises the moving object and the stationary object, and the driving assistance unit (15 to 17, 21 to 23) is configured to adjust the target area to be larger when the risk determination unit (14) determines that the risk is high than when the risk determination unit (14) determines that the risk is low, wherein the risk determination unit (14) is configured to: a comparison result by performing (i) a comparison between a present position of the moving object in a road width direction relative to the stationary object with a first threshold range, (ii) a comparison between a future position of the moving object in the road width direction,(iii) when the moving object is at the same level as the stationary object in a direction of travel of the starting vehicle, with a second threshold range, (iii) a comparison between the time until the moving object is at the same level as the stationary object in the direction of travel of the vehicle, with a third threshold range, and (iv) a comparison between a distance of the moving object from the stationary object in the direction of travel of the vehicle with a fourth threshold range; and to determine whether the risk is high or low, based on the comparison result. Vehicle control system according to claim 1, wherein the driving assistance unit (15 to 17, 21 to 23) is configured to enlarge the target area in at least one latitude direction of the starting vehicle to be larger when the risk determination unit (14) determines that the risk is high, than when the risk determination unit (14) determines that the risk is low. Vehicle control system according to claim 1 or 2, wherein the driving assistance unit (15 to 17, 21 to 23) is configured to set a control value for the driving assistance to be greater when the risk determination unit (14) determines that the risk is high than when the risk determination unit (14) determines that the risk is low. Vehicle control system according to one of claims 1 to 3, wherein the risk determination unit (14) is configured to determine the risk only if the at least one object includes at least one moving object. Vehicle control system according to claim 4, wherein the risk determination unit (14) is configured to determine the risk only for the at least one moving object. Vehicle control system according to any one of claims 1 to 5, wherein the risk determination unit (14) is configured to set the first threshold range to be on the same side as the starting vehicle with respect to the stationary object. Vehicle control system according to one of claims 1 to 5, wherein the risk determination unit (14) is configured to set the second threshold range to be on the same side as the starting vehicle with respect to the stationary object. Vehicle control system according to any one of claims 1 to 7, wherein the risk determination unit (14) is configured to determine that, when a plurality of moving objects are present with respect to which the risk is determined to be high based on the comparison result, a first risk for a first moving object is higher than a second risk for a second moving object, in a case where, in a lateral direction of the source vehicle, the first moving object is closer to the source vehicle than in comparison with the second moving object, wherein the plurality of moving objects comprises the first moving object and the second moving object. Vehicle control system according to any one of claims 1 to 7, wherein the risk determination unit (14) is configured to determine that, when a plurality of moving objects are present with respect to which the risk is determined to be high based on the comparison result, a first risk for a first moving object is higher than a second risk for a second moving object, in a case where a first future position of the first moving object in the road width direction, when the first moving object is at the same height as the stationary object in the vehicle direction of travel, is closer to the originating vehicle than compared with the second future position of the second moving object in the road width direction, when the second moving object is at the same height as the stationary object in the vehicle direction of travel.where the multitude of moving objects includes the first moving object and the second moving object. Vehicle control system according to any one of claims 1 to 7, wherein the risk determination unit (14) is configured to determine that, when a plurality of moving objects is present with respect to which the risk is determined to be high based on the comparison result, a first risk for a first moving object is higher than a second risk for a second moving object, in a case where a first time until the first moving object is at the same height as the starting vehicle in the direction of travel is shorter than a second time until the second moving object is at the same height as the starting vehicle in the direction of travel, wherein the plurality of moving objects comprises the first moving object and the second moving object. Vehicle control system according to any one of claims 1 to 7, wherein the risk determination unit (14) is configured to determine that, if a plurality of moving objects is present with respect to which the risk determined on the basis of the comparison result is high, a first risk for a first moving object is higher than a second risk for a second moving object, in a case where a first distance between the first moving object and the starting vehicle in the direction of travel is less than a second distance between the second moving object and the starting vehicle in the direction of travel, wherein the plurality of moving objects comprises the first moving object and the second moving object. Vehicle control system according to any one of claims 1 to 7, wherein the risk determination unit (14) is configured to determine that, when a plurality of moving objects is present with respect to which the risk determined on the basis of the comparison result is high, a first risk for a first moving object, wherein the first moving object is located within a road boundary line, is higher than a second risk for a second moving object, wherein the second moving object is located outside the road boundary line, wherein the plurality of moving objects comprises the first moving object and the second moving object. Vehicle control system according to claim 1, wherein the driving assistance unit (15 to 17, 21 to 23) is configured to enlarge the target area in a vehicle direction of travel to be larger when the risk determination unit (14) determines that the risk is high, than when the risk determination unit (14) determines that the risk is low.

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