Notification control device for a vehicle

Abstract

Notification control device for a vehicle, wherein the notification control device comprises: an environment information reference device (11) configured to obtain, as environment information, information about a 3D object located in front of the vehicle and dividing lines defining a lane extending in front of the vehicle; a turning signal switch (12) configured to detect an operating state of a control unit to be operated by a driver of the vehicle to operate turning signals; a vehicle speed detection device (13) configured to detect the vehicle speed of the vehicle itself; a driving condition detection device comprising a steering input value detection device (14) configured to detect a steering input value which is an input value based on steering input by the driver, and / or a brake switch (114) configured to detect the presence or absence of brake input by the driver; a notification device (21, 22) configured to perform a notification operation; and a control unit (10) configured to control the notification device, the control unit is configured to: in a case where a direction in which an oncoming lane is located in relation to a lane in which the own vehicle is located is defined as a specific direction, to determine, based on the environmental information, whether an oncoming vehicle is present, wherein the oncoming vehicle is another vehicle moving in the oncoming lane in a direction approaching the own vehicle, and where a virtual extension extending from the other vehicle along a direction of movement of the other vehicle runs to the side of the specified direction in relation to a present position of the own vehicle; if a precondition which is met when it is determined that the oncoming vehicle is present, and is met that the control unit is in an operating state corresponding to an operation for actuating the turn signal to the side of the specific direction, to determine, based on vehicle information including the steering input value and / or the presence or absence of brake actuation as well as the vehicle speed, whether a crossing condition is met, wherein the crossing condition is met if the probability that the own vehicle will complete the crossing of the oncoming lane or an intersection into which the oncoming lane merges after the expiry of a predetermined reference period is high; and to cause the notification device to execute the notification process in order to perform a notification control that notifies the driver of the presence of the oncoming vehicle when an execution condition is met in a case where a direction opposite to the direction of movement of the oncoming vehicle is defined as a longitudinal direction, wherein the execution condition is met when it is determined that the crossing condition is met and that a virtual passing period required by the own vehicle to virtually pass the oncoming vehicle longitudinally is equal to or longer than a predetermined lower limit period and equal to or shorter than a predetermined upper limit period that is equal to or shorter than the reference period, assuming that the own vehicle is moving longitudinally at a longitudinal speed.which is one component of the vehicle's speed in the longitudinal direction, and the oncoming vehicle is moving while maintaining a current state of motion.

Description

BACKGROUND OF THE INVENTION 1. Field of the invention

[0001] The present invention relates to a notification control device for a vehicle for notifying the driver of the vehicle of the presence of an oncoming vehicle when there is a possibility of a collision between the vehicle and an oncoming vehicle during a turning maneuver. 2. Description of the state of the art

[0002] Previously, a device (hereinafter referred to as the "prior art device") was known which, when another vehicle with which its own vehicle could collide is detected, executes a collision avoidance control system that avoids a collision with the other vehicle or mitigates the effects caused by the collision. The collision avoidance control system includes, for example, a warning control system that alerts the driver of the own vehicle and an autonomous braking control system that automatically applies a braking force to the own vehicle. The "possibility of a collision between the own vehicle and another vehicle" is also referred to below as the "collision possibility".

[0003] The prior art device determines the presence or absence of a collision possibility based on a predicted trajectory of the vehicle itself and a predicted trajectory of the other vehicle. Specifically, the prior art device calculates the turning radius of the vehicle itself based on its speed and yaw rate, calculates the predicted trajectory of the vehicle itself based on the turning radius, and calculates the predicted trajectory of the other vehicle based on a change in the other vehicle's position. In a case where the predicted trajectories of both vehicles intersect, the prior art device determines whether the two vehicles will collide or not (i.e.,whether the times at which the own vehicle and the other vehicle arrive at an intersection of the two predicted trajectories are essentially the same, assuming that the own vehicle and the other vehicle are moving while maintaining their current states of motion. If the prior art device determines that the own vehicle collides with the other vehicle (i.e., that the times at which the own vehicle and the other vehicle arrive at the intersection are essentially the same), the prior art device calculates a time to collision (TTC), which is a period or time interval predicted to be required for the own vehicle to collide with the other vehicle (i.e., a period or time interval required for the own vehicle to reach the intersection).If the TTC is equal to or shorter than a predetermined TTC threshold, the associated device determines that a collision is possible and therefore executes the collision avoidance control.

[0004] More precisely, the collision avoidance control is executed in two stages. That is, if the TTC (Time To Collision) becomes equal to or less than a predetermined first TTC threshold, the prior art device first executes the warning control. Subsequently, if the TTC continues to decrease and becomes equal to or less than a second TTC threshold (a value shorter than the first TTC threshold), even after the warning control has been executed, the corresponding device executes the autonomous braking control. This configuration is based on the assumption that the likelihood of the driver detecting the presence of the other vehicle is increased as a result of the warning control, and therefore the driver can take a driving maneuver to avoid the collision with the other vehicle, thus reducing the frequency of autonomous braking control executions.

[0005] Such a two-stage collision avoidance control system can be executed appropriately during periods when the vehicle is traveling straight ahead. However, when the vehicle turns right, there is a high probability that the collision avoidance control system will not be executed appropriately.

[0006] That is, as described above, the prior art device determines the presence or absence of the collision possibility under the assumption that the predicted trajectories of the driver's own vehicle and the other vehicle overlap, and therefore does not determine the presence or absence of the collision possibility if the predicted trajectories of the two vehicles do not overlap. When the driver's own vehicle turns right, the driver steers to the right. For a period after the start of the right turn (hereinafter also referred to as the "first period"), the yaw rate is low, and the turning radius is therefore larger. As a result, the predicted trajectory in the first period has a shape corresponding to a large curve (a shape with low curvature), compared to an actual trajectory during the right turn.Consequently, during the first period, the predicted trajectory of the vehicle being driven tends to extend to the rear of the other vehicle (typically an oncoming vehicle), and it is less likely to intersect the predicted trajectory of the other vehicle. Accordingly, the processing to determine the presence or absence of a collision possibility during the first period is less likely to be performed. The “other vehicle” is referred to as the “oncoming vehicle” in the following description of the right turn.

[0007] Subsequently, as the yaw rate increases and the turning radius gradually decreases, the predicted trajectory of the vehicle intersects with the predicted trajectory of the oncoming vehicle, and thus the determination of the presence or absence of a collision possibility is executed. However, by this time, the vehicle has already turned to some extent, and therefore, even if an oncoming vehicle with a collision possibility is determined, there is a high probability that the TTC (Time To Collision) has already become shorter than the first TTC threshold in order to be equal to or shorter than the second TTC threshold. In other words, the probability that the warning control and autonomous braking control will be executed simultaneously is high.When the vehicle turns right, there is a high probability that the collision avoidance control will not be executed properly in either stage, and consequently the driver cannot execute the driving maneuver to avoid a collision with the oncoming vehicle based on the warning control.

[0008] Accordingly, a technology was investigated that is capable of performing "controlling the notification of the driver regarding the presence of the oncoming vehicle (hereinafter referred to as 'notification control')" at an earlier point than autonomous braking control, even during right turns. For example, Japanese patent application JP 2004-280453A describes a technology relating to a safety control system for a vehicle turning right, which assists a driver in performing a safety check during a right turn.In particular, the system includes means for detecting the condition of an oncoming vehicle in order to detect the condition of an oncoming vehicle in the opposite lane, and means for determining the likelihood of collision in order to determine the possibility of a collision during a right turn based on the condition of the oncoming vehicle when the driver's own vehicle is stopped and the right-turn signal is activated. If the driver's own vehicle is stopped in a state in which the right-turn signal is activated (e.g.,(when the vehicle is stopped at a right-turn stop line at an intersection), the means for determining the possibility of collision, based on the condition of the oncoming vehicle, determines whether or not there is a possibility of collision during the right turn, and if it is determined that there is a possibility of collision, the system is configured to issue a warning to the driver.

[0009] The system described in Japanese patent application JP 2004-280453A is a technology for issuing a warning to the driver before the autonomous braking control is activated, once the vehicle has come to a complete stop. However, regardless of whether the vehicle has stopped or not, there is a possibility that an unnecessary action will occur if the warning is issued before the autonomous braking control is activated. In other words, whether or not the warning is issued is determined relatively early in the right-turn maneuver, making it difficult to accurately determine the likelihood of a collision. Consequently, there is a possibility that an unnecessary warning will be issued for an oncoming vehicle where the probability of a collision is actually extremely low.

[0010] “An oncoming vehicle that, in reality, has an extremely low probability of collision” is, for example, an oncoming vehicle that is moving at a relatively distant position from the perspective of the driver's own vehicle, or an oncoming vehicle that passes close to the driver's own vehicle (without colliding with it) because the driver's own vehicle is moving at a low speed or, in the future, temporarily stops during the driver's right-turn maneuver. The unnecessary operation of the warning system can annoy the occupants of the driver's own vehicle, and therefore it is desirable to develop a technology capable of suppressing such unnecessary operation.

[0011] Furthermore, US 2020 / 0331466A1 describes a vehicle control device with a sensor configured to detect an oncoming vehicle approaching the vehicle's own vehicle, and a control device configured to automatically apply brakes to the vehicle's own vehicle to avoid a collision with the oncoming vehicle detected by the oncoming vehicle detection sensor, provided that the vehicle's own vehicle is at least partially in an oncoming lane or that a planned path of the vehicle's own vehicle is at least partially in the oncoming lane.The control device is designed to establish a virtual zone between the vehicle and the oncoming vehicle, which moves with the oncoming vehicle and extends in a forward direction of the oncoming vehicle, and to automatically brake the vehicle to avoid touching the virtual zone in order to prevent a collision between the vehicle and the oncoming vehicle.

[0012] The problem described above can occur in a country where driving on the left is mandatory (a country that uses a lane layout in which a contraflow lane is located on the right-hand side relative to a lane). It is described that a similar problem can occur in a country that requires driving on the right (a country that uses a lane layout in which a contraflow lane is located on the left-hand side relative to the lane) if "right" in the description above is read as "left". SUMMARY OF THE INVENTION

[0013] The present invention was made to solve the aforementioned problem. That is to say, one object of the present invention is to provide a notification control device for a vehicle that is capable, during a turn, of simultaneously executing the notification control at an earlier time than the autonomous braking control and suppressing unnecessary operation of the notification control. "During a turn" means "during a right turn" in a country where traffic drives on the left, and "during a left turn" in a country where traffic drives on the right.

[0014] The problem is solved according to the invention by a notification control device for a vehicle according to claim 1. Further features and advantageous embodiments are shown in the dependent claims.

[0015] According to at least one embodiment of the present invention, a notification control device for a vehicle is provided (hereinafter referred to as "the device of the present invention"), wherein the notification control device comprises: an environment information reference device (11) configured to detect as environment information information about a 3D object present in front of the vehicle (V) and dividing lines defining a lane extending in front of the vehicle; a turn signal switch (12) configured to detect an operating state of a control unit (WL) to be actuated by the driver of the vehicle to activate the turn signal; a vehicle speed detection device (13) configured to detect a vehicle speed (v) of the vehicle; and a driving operating state detection device.which includes a steering input value detection device (14) configured to detect a steering input value (θs) that is an input value based on steering input by the driver, and / or a brake switch (114) configured to detect the presence or absence of brake input by the driver; a notification device (21, 22) configured to perform a notification operation; and a control unit (10) configured to control the notification device. In the notification control device, the control unit is configured to: in a case where a direction in which an oncoming lane is positioned relative to a lane in which the vehicle is present is defined as a specific direction, determine, based on environmental information, whether an oncoming vehicle (Vop) is present (step 610),where the oncoming vehicle is another vehicle moving in the opposite lane in a direction approaching the own vehicle, and that a virtual extension (Lo) extending from the other vehicle along a direction of movement of the other vehicle is passing on the specific direction side with respect to a present position of the own vehicle; Determine, if a precondition is met when it is determined that the oncoming vehicle is present (Step 610: Yes) and that the control unit is in an operating state corresponding to an operation to actuate the turn signal on the specific direction side (Step 620: Yes), based on vehicle information including at least one of the steering input values ​​or the presence or absence of brake actuation and the vehicle speed, whether a crossing condition (Condition 3,Condition 5 and Condition 6) is met (Step 630, Step 830, Step 840), wherein the crossing condition is met if there is a high probability that the own vehicle will complete crossing one of the opposing lanes or an intersection into which the opposing lane merges after a predetermined reference period (Tc, Ts) has elapsed, and cause the notification device to execute the notification process in order to execute the notification control, to notify the driver of the presence of the oncoming vehicle, if an execution condition is met in a case where a direction opposite to the direction of movement of the oncoming vehicle is defined as a longitudinal direction, wherein the execution condition is met if it is determined that the crossing condition is met (Step 630: Yes, Step 830: Yes, Step 840: Yes) and that a virtual passing period (Tx),the period required for the own vehicle to virtually pass the oncoming vehicle longitudinally is equal to or longer than a predetermined lower limit period (TI) and equal to or shorter than a predetermined upper limit period (Tu) that is equal to or shorter than the reference period (Step 640: Yes, Step 850: Yes), assuming that the own vehicle is moving longitudinally at a longitudinal velocity (vy) that is a component of the vehicle's longitudinal velocity, and that the oncoming vehicle is moving while maintaining a present state of motion.

[0016] In the device of the present invention, when the crossing condition is met and the virtual passing period is equal to or longer than the lower limit period and equal to or shorter than the upper limit period (period equal to or shorter than the reference period) in the state where the precondition is met, the execution condition is determined to be met, and the notification control is executed. In this configuration, setting the upper limit period to a suitable period means that "the crossing condition is met and the virtual passing period is equal to or shorter than the upper limit period" and that "the own vehicle collides with the oncoming vehicle in the opposite lane or at the intersection, assuming that the own vehicle is moving while maintaining its current longitudinal speed and the oncoming vehicle is moving while maintaining its current state of motion."“Furthermore, by setting the lower limit period to a suitable period or time interval, it is possible to prevent the notification control from being executed when the oncoming vehicle is close enough for the driver to detect it. Thus, according to the device of the present invention, it is possible to adequately determine the possibility of a collision with the oncoming vehicle during turning, even without using the predicted trajectories, and consequently, it is possible to simultaneously achieve the execution of the notification control at an earlier time than the autonomous braking control and the suppression of unnecessary operation of the notification control during turning.”

[0017] According to at least one aspect of the present invention, the driving condition detection device is the steering input value detection device (14), the vehicle information is first vehicle information comprising a steering angle (θs), a steering angle velocity (ωs) and the vehicle speed (v), and in a case where a direction orthogonal to the longitudinal direction and directed towards the specific direction is a transverse orWhen the lateral direction is defined, the control unit (10) is configured to: estimate, based on the initial vehicle information, a movement distance (d) of the own vehicle at a time when the own vehicle (V) is assumed to be moving for a first reference period (Tc) contained within the reference period; calculate a lateral movement distance (dy) which is a component of the movement distance in the lateral direction; and determine that the crossing condition (condition 3) is satisfied if the lateral movement distance is equal to or greater than a predetermined distance threshold (Dth) (step 630: Yes).

[0018] This configuration allows the accuracy of the execution condition to be increased by setting the first reference period and the distance threshold to appropriate values. In other words, unnecessary operation of the notification control can be suppressed.

[0019] In this case, the distance threshold (Dth) is set to a value for the average lane width.

[0020] With this configuration, by setting the first reference period to a suitable value, it is possible to increase the likelihood that the vehicle will complete the crossing of the oncoming lane or the intersection when moving from its current position during the first reference period, provided the crossing condition is met. This improves the accuracy of the execution condition and thus prevents unnecessary activation of the notification control.

[0021] According to at least one aspect of the present invention, the driving condition detection device is the brake switch (114), the vehicle information is second vehicle information which includes the presence or absence of the braking process, deceleration and the vehicle speed (v), and the control unit (10) is configured to: estimate, based on the second vehicle information, a stopping period (T) required for the vehicle (V) to stop; and determine that the crossing condition (condition 5, condition 6) is met when the vehicle speed is equal to or greater than a predetermined vehicle speed threshold (vth) and the stopping period exceeds a second reference period (Ts) contained in the reference period (step 830: Yes, step 840: Yes).

[0022] This configuration allows the accuracy of the execution condition to be increased by adjusting the vehicle speed threshold and the second reference period to appropriate values. In other words, unnecessary operation of the notification control can be suppressed.

[0023] To facilitate understanding of the invention, the reference numerals used in the exemplary embodiments of the present invention are placed in parentheses in the preceding description and assigned to the individual features of the invention that correspond to the exemplary embodiments. However, each of the features of the invention is not limited to the exemplary embodiments described by the reference numerals. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a schematic configuration representation of a notification control device for a vehicle according to a first embodiment (device of the first embodiment) of the present invention. Fig. 2A is a representation to illustrate an example at the time when a condition 1-4 is met. Fig. 2B is a representation to illustrate another example at the time when condition 1-4 is satisfied. Fig. 2C is a representation to illustrate an example when conditions 1-4 are not met. Fig. Figure 3 is a representation illustrating a setup procedure for an xy coordinate system. Fig. Figure 4 is a representation illustrating a precondition and a first execution condition for notification control. Fig. Figure 5A is a representation illustrating an unnecessary operation of the notification control. Fig. Figure 5B is a representation illustrating the unnecessary operation of the notification control. Fig. Figure 6 is a flowchart illustrating a routine executed by a CPU of a notification control ECU of the device of the first embodiment. Fig. Figure 7 is a schematic configuration representation of a notification control device for a vehicle according to a second embodiment (device of the second embodiment) of the present invention. Fig. Figure 8 is a flowchart illustrating a routine executed by a CPU of a notification control ECU of the device of the second embodiment. Fig. 9A is a time diagram illustrating a setting procedure for an upper limit period Tu at the time when the control of the notification about the type in question is executed. Fig. Figure 9B is a time diagram illustrating a setting procedure for the upper limit period Tu at the time when the notification control is executed in the second embodiment. DESCRIPTION OF THE EXECUTION EXAMPLES (First Execution Example) (Configuration)

[0024] A notification control device for a vehicle according to a first embodiment (hereinafter also referred to as the "device of the first embodiment") of the present invention will now be described with reference to the drawings. As shown in Fig. As shown in Figure 1, the device of the first embodiment comprises a notification control ECU 10, a camera sensor 11, a turn signal switch 12, a vehicle speed sensor 13, a steering angle sensor 14, an instrument panel 21, and a loudspeaker 22, all connected to the notification control ECU 10. The notification control ECU 10 includes a microcomputer as its main component. ECU is an abbreviation for "electronic control unit." The microcomputer includes, for example, a CPU, a ROM, a RAM, and an interface (I / F), and the CPU is configured to execute instructions (programs and routines) stored in the ROM to achieve various functions.A vehicle to which the device of the first embodiment is attached is hereinafter referred to as "own vehicle V" (this applies in a second embodiment of the present invention, which is described below, to a vehicle to which a device of the second embodiment is attached).

[0025] The notification control ECU 10 is configured to detect information or signals output, detected, or generated by sensors and switches 11 to 14 every time a predetermined time interval or period elapses, and to control elements (devices) 21 and 22 based on the detected signals. The notification control ECU 10 will also be referred to simply as "ECU 10" below.

[0026] The camera sensor 11 (environmental information reference device) is mounted on the rear surface of a room mirror (interior / rearview mirror) of the vehicle V. The camera sensor 11 captures an image of the landscape in front of the vehicle, detects 3D objects present in front of the vehicle V based on the captured image data, and calculates a relative relationship between the vehicle V and each of the 3D objects. This relative relationship includes the distance between the vehicle V and the 3D object, its orientation, and its relative velocity with respect to the vehicle V, among other factors. The 3D objects include moving objects (e.g., other vehicles and pedestrians) and stationary objects (e.g., a median strip, guardrails, and roadside trees).The moving object is a movable 3D object and does not simply mean a moving 3D object.

[0027] Furthermore, the camera sensor 11 uses the image data to detect dividing lines extending in front of the vehicle V and calculates the shape of each lane (the area between two adjacent dividing lines) based on these dividing lines. In other words, the lane is defined by the dividing lines. The camera sensor 11 is capable of calculating at least the shapes of a lane (the lane in which the vehicle V is located), a primary adjacent lane next to the lane, and a secondary adjacent lane next to the primary adjacent lane (on the opposite side of the lane).

[0028] The camera sensor 11 outputs the information obtained as described above to the ECU 10 as “environmental information”.

[0029] The turn signal switch 12 (indicator switch) is switched on or off depending on the position of a turn signal lever (control unit) WL. The turn signal lever WL is the control unit operated by a driver to activate (indicate) turn signals (direction indicators) and is mounted on a steering column (not shown). The turn signal lever WL is configured to move around a support shaft to a right position, which is "a position rotated to the right by a predetermined angle θ from a neutral position," and a left position, which is "a position rotated to the left by the angle θ from the neutral position."

[0030] The turn signal switch 12 comprises a right turn signal switch 12R and a left turn signal switch 12L. The right turn signal switch 12R is activated (generating an ON signal) when the turn signal lever WL is in the right position and is otherwise deactivated (generating an OFF signal). The left turn signal switch 12L is activated (generating an ON signal) when the turn signal lever WL is in the left position and is otherwise deactivated (generating an OFF signal). The ECU 10 detects the signal generated by the turn signal switch 12 and uses this signal to determine the operating state of the turn signal lever WL.

[0031] When the right turn signal switch 12R or the left turn signal switch 12L generates the ON signal, the ON signal is transmitted to the control unit (e.g., a gauge ECU) that controls the operation of the turn signal. When the ECU receives the ON signal, it activates (flashes) the corresponding right or left turn signal.

[0032] The vehicle speed sensor 13 (vehicle speed detection device) detects a speed “v” of its own vehicle V (hereinafter referred to as “vehicle speed”) and outputs a corresponding detection signal to the ECU 10.

[0033] The steering angle sensor 14 (steering input value detection device) detects the steering angle θs of a steering wheel and outputs a corresponding detection signal to the ECU 10. The steering angle θs is a type of input value based on the steering input (actuation of the steering wheel) by the driver. The steering angle sensor 14 corresponds to an example of a "driving condition detection device".

[0034] The instrument panel 21 is installed in front of the driver's seat (at a position visually perceptible to the driver) of the vehicle V. The loudspeaker 22 is part of a navigation system (not shown) and is installed near a touch panel display (not shown). The instrument panel 21 and the loudspeaker 22 are examples of a "notification device". (Details of the operation)

[0035] Details of the operation of ECU 10 will now be described. With a state-of-the-art configuration, particularly one that determines whether or not the execution of the notification control is necessary based on predicted trajectories of the vehicle's own vehicle V and an oncoming vehicle Vop, it is impossible to adequately calculate the shapes of the predicted trajectories during an initial period (a while after the right turn has begun). Consequently, the notification control may be executed earlier than the autonomous braking control. If the notification control is to be executed earlier than the autonomous braking control, there is a risk of an unnecessary operation occurring.Therefore, in the first embodiment, the ECU 10 is configured to determine the possibility of collision with the oncoming vehicle Vop without using the predicted trajectories.

[0036] Specifically, ECU 10 first determines whether a precondition for notification control is met. This precondition is met if "there is a possibility that the vehicle V will turn right while the oncoming vehicle Vop is approaching," and if both condition 1 and condition 2 are met. The direction in which the oncoming lane is located relative to the vehicle's lane is defined as the "specific direction." In the first embodiment (and the second embodiment described below), the specific direction is the right-hand direction. (Condition 1) The oncoming vehicle Vop is approaching. (Condition 2) The right turn signal switch 12R is switched on. First, condition 1 is described. Condition 1 is fulfilled if a 3D object contained in the environment information fulfills all of the following four conditions. (Condition 1-1) The 3D object is located on the primary neighboring track and / or the secondary neighboring track. (Condition 1-2) The type of 3D object is a vehicle. (Condition 1-3) The magnitude of the speed of the 3D object is equal to or greater than a specified speed threshold voth. (Condition 1-4) It is predicted that the 3D object will pass to the right of the current position of the user's vehicle V in the future.

[0037] The ECU 10 determines that condition 1-1 is met if a 3D object is present on the primary neighboring lane and / or the secondary neighboring lane contained in the environment information, and determines that condition 1-1 is not met otherwise. If the dividing lines are interrupted at an intersection, the ECU 10 extends the dividing lines in an extension direction to determine whether condition 1-1 is met or not.

[0038] The ECU 10 is configured to identify the type of the 3D object using a known pattern matching method. If the identified type of 3D object is the vehicle, the ECU 10 determines that condition 1-2 is met, and determines that condition 1-2 is not met otherwise.

[0039] ECU 10 calculates the speed vo of the 3D object from the relative speed of the 3D object, which is contained in the environment information. If the magnitude of the driving speed vo is equal to or greater than the speed threshold voth (|vo|≥voth), ECU 10 determines that condition 1-3 is satisfied, and determines that condition 1-3 is not satisfied otherwise.

[0040] With reference to Fig. 2A to Fig. 2C describes conditions 1-4. Fig. 2A to Fig. 2C are representations illustrating a procedure for determining whether conditions 1-4 are met or not. In each of the examples of Fig. 2A to Fig. 2C assumes that conditions 1-1 to 1-3 are met. As in Fig. 2A to Fig. As shown in diagram 2C, ECU 10 calculates the direction of movement (see arrows) of another vehicle Vo and sets a virtual extension Lo that extends along this direction. The direction of movement of the other vehicle Vo can be calculated based on a transition from "a position of the other vehicle Vo contained in the environmental information (i.e., a distance from the own vehicle V to the other vehicle Vo and an orientation of the other vehicle Vo relative to the own vehicle)." Furthermore, the extension Lo can be defined, for example, as a semi-line that starts from the middle section of the front end of the other vehicle Vo.

[0041] ECU 10 determines that condition 1-4 is satisfied if extension Lo runs along the right side (specific direction) of the current position of the own vehicle V, and determines that condition 1-4 is not satisfied otherwise. ECU 10 determines whether extension Lo runs along the right side of the current position of the own vehicle V based on whether extension Lo and an extension L (described below) intersect. That is, ECU 10 defines extension L as a virtual line that has a right front corner of the own vehicle V as its starting point and extends in a vehicle-width outside direction (i.e., a direction orthogonal to the direction of movement (see arrows) of the own vehicle V and away from the own vehicle). ECU 10 then determines whether extension Lo intersects with extension L.If extension Lo intersects extension L, ECU 10 determines that extension Lo passes to the right of the current position of the own vehicle V; that is, it predicts that the other vehicle Vo will pass to the right of the current position of the own vehicle V in the future (condition 1-4 is satisfied). However, if extension Lo does not intersect extension L, ECU 10 determines that extension Lo does not pass to the right of the current position of the own vehicle V; that is, it does not predict that the other vehicle Vo will pass to the right of the current position of the own vehicle V in the future (condition 1-4 is not satisfied).

[0042] In the examples of Fig. 2A and Fig. 2B, the extension Lo intersects the extension L at a point P1 or a point P2. In the example of Fig. 2C, however, does not intersect extension Lo with extension L. Thus, ECU 10 determines that condition 1-4 in the examples of Fig. 2A and Fig. 2B is fulfilled. In other words, ECU 10 determines that condition 1 is fulfilled, and the other vehicle Vo corresponds to "an oncoming vehicle Vop approaching the own vehicle V". Furthermore, ECU 10 determines that conditions 1-4 in the example of Fig. 2C is not fulfilled. In other words, ECU 10 determines that condition 1 is not fulfilled, and the other vehicle Vo does not correspond to "an oncoming vehicle Vop approaching the own vehicle V". The order in which conditions 1-1 through 1-4 are determined is not specifically specified. Furthermore, condition 1-3 need not be included in the requirement for condition 1 to be fulfilled.

[0043] Condition 2 is now described. The ECU 10 determines that Condition 2 is met when the right turn signal switch 12R is switched on, and determines that Condition 2 is not met when the right turn signal switch 12R is switched off. "When the right turn signal switch 12R is switched on" can also be considered a state in which the turn signal lever WL is in the operating state corresponding to the activation of the right turn signal. The order in which Condition 1 and Condition 2 are determined is not specifically defined.

[0044] If both condition 1 and condition 2 are met, and the precondition is also met (i.e., there is a possibility that the vehicle V will turn right while the oncoming vehicle Vop is approaching), the ECU 10 determines whether a first execution condition for the notification control is met. The first execution condition is one that is met if "there is a possibility that the vehicle Vop will collide with the oncoming vehicle Vop before the vehicle Vop completes its right turn," and is also met if both condition 3 and condition 4 are met.“Completing the right turn” means that, when the vehicle V turns right at an intersection, the rear end of the vehicle V enters “a crossing lane that crosses a lane in the intersection in which the vehicle V was driving before turning right,” and means that, when the vehicle V turns right on the opposite lane to enter a parking lot of an establishment or the like along the opposite lane, the rear end of the vehicle V drives into the parking lot or the like.

[0045] (Condition 3) A lateral movement distance dy of the own vehicle V after a predetermined reference period Tc is equal to or greater than a predetermined distance threshold Dth.

[0046] (Condition 4) The time period Tx required by the own vehicle V to virtually pass the oncoming vehicle Vop longitudinally is equal to or longer than a predetermined lower limit period TI and equal to or shorter than a predetermined upper limit period Tu (≤Tc)

[0047] First, condition 3 is described. If the precondition is met, the ECU 10 sets an xy-coordinate system. In particular, the ECU 10 sets, as shown in Fig. Figure 3 shows an “x”-axis such that a positive direction of the “x”-axis is directed in a direction opposite to the direction of movement of the oncoming vehicle Vop, and a “y”-axis such that a positive direction of the “y”-axis is orthogonal to the “x”-axis and directed in the specific direction (to the right in the first embodiment) by setting a central portion of the front end of the own vehicle V as an origin. The position of the origin is not limited to the central region of the front end of the own vehicle V. The “x” direction is hereinafter also referred to as the “longitudinal direction”, and the “y” direction is also referred to as the “transverse or lateral direction”.

[0048] The ECU 10 then divides the vehicle speed “v” detected by the vehicle speed sensor 13 into a longitudinal speed vx, which is a component in the longitudinal direction, and a lateral speed vy, which is a component in the lateral direction. The ECU 10 uses a known method to estimate a movement distance “d” of the vehicle V in a case where the vehicle V is assumed to be moving from the present time for the reference period Tc, based on the initial vehicle information including the steering angle θs detected by the steering angle sensor 14, a steering angle velocity ωs (time derivative of the steering angle θs), and the lateral speed vy. The ECU 10 then calculates a component of the movement distance “d” in the lateral direction as the “lateral movement distance dy”.The movement distance "d" is estimated based on the current steering angle θs, the current steering angular velocity ωs, and the current lateral or side velocity vy. However, the configuration is not limited to this example, and a configuration can be provided such that the movement distance "d" is also estimated, for example, based on a rate of change of the steering angle θs, a rate of change of the steering angular velocity ωs, and a rate of change of the lateral or side velocity vy over a predetermined period up to the present time. Furthermore, the initial vehicle information can include, instead of or in addition to, the steering angle θs and steering angular velocity ωs, a steering torque detected by a steering torque sensor (not shown). The reference period Tc corresponds to an example of a "first reference period".

[0049] The ECU 10 then determines whether the lateral movement distance dy is equal to or greater than the predetermined distance threshold Dth. The ECU 10 determines that condition 3 is met if the relationship "dy ≥ Dth" is true, and that condition 3 is not met if the relationship "dy < Dth" is true. The reference period Tc is defined as the average period that the vehicle V requires to complete crossing the lane; for example, a value of the reference period Tc is 4.0 seconds. The distance threshold Dth is defined as the average lane width; for example, a value of the distance threshold Dth is 3.5 m.

[0050] This means that condition 3 is satisfied if there is a high probability that the vehicle V will cross the intersection (more specifically, an intersection into which the oncoming lane merges) or the oncoming lane if the vehicle V moves from its current position for the average reference time Tc required to complete the crossing. In this configuration, the probability that condition 3 will not be satisfied if the vehicle V changes lanes is extremely high. Therefore, by introducing condition 3, it is possible to appropriately determine whether the reason for activating the right-turn signal 12R for the vehicle V is a right turn or a lane change. Condition 3 corresponds to an example of a "crossing condition".“Complete crossing of an intersection or oncoming lane” is sometimes referred to simply as “complete crossing of an intersection” in the following.

[0051] As can be seen from the above description, condition 3 assumes that “the lateral direction (‘y’ direction) is essentially parallel to the direction of the lane width (i.e., the direction of movement (-x direction) of the oncoming vehicle Vop is essentially parallel to the extension direction of the opposite lane).

[0052] Condition 4 is now described. The ECU 10 is configured to determine whether condition 4 is satisfied in the state in which condition 3 is satisfied. If condition 3 is satisfied, the ECU 10 calculates the time interval or period Tx until the own vehicle V virtually passes the oncoming vehicle Vop longitudinally, assuming that "the own vehicle V is performing a uniform linear motion with longitudinal velocity vx and the oncoming vehicle Vop is moving while maintaining its current state of motion." "Virtually passing longitudinally" means that the own vehicle V and the oncoming vehicle Vop approach each other longitudinally, their "x" coordinates temporarily coincide, and the vehicles then move away from each other longitudinally. Furthermore, "a point in time at which..."The point in time at which the "x" coordinate of the own vehicle V and the "x" coordinate of the oncoming vehicle Vop coincide is defined as the point in time at which the own vehicle V actually passes the oncoming vehicle Vop. Since the own vehicle V does not actually pass the oncoming vehicle Vop, the period or time span Tx is subsequently also referred to as the "virtual passing period Tx". The virtual passing period Tx can be calculated by dividing "a component in the longitudinal direction of the distance between the own vehicle V and the oncoming vehicle Vop" by "a sum of 'a magnitude of the longitudinal velocity vx of the own vehicle V' and 'a magnitude of the vehicle velocity vop of the oncoming vehicle Vop'".

[0053] The ECU 10 determines whether the virtual passage period Tx is equal to or longer than the predetermined lower limit period Tl and equal to or shorter than the predetermined upper limit period Tu, determines that condition 4 is satisfied if a relationship “Tl≤Tx≤Tu” is satisfied, and determines that condition 4 is not satisfied if a relationship “Tx <Tl“ oder eine Beziehung „Tu<Tx“ erfüllt ist. Wenn eine Position, an der das eigene Fahrzeug V das entgegenkommende Fahrzeug Vop in Längsrichtung virtuell passiert, als „virtueller Passierpunkt Px“ definiert wird, ist der virtuelle Passierpunkt Px von der gegenwärtigen Position des eigenen Fahrzeugs V (d.h. dem Ursprung) um vx-Tx in Richtung +x entfernt. Der virtuelle Passierpunkt Px ist ein Punkt, der weiter entfernt ist, wenn die virtuelle Passierperiode Tx länger wird, und der näher liegt, wenn die virtuelle Passierperiode Tx kürzer wird.In other words, the virtual passing point Px is far away if the oncoming vehicle Vop is moving at a distant position and / or its speed vop is relatively low (within a range equal to or higher than the speed threshold voth). Conversely, the virtual passing point Px is positioned near if the oncoming vehicle Vop is in a nearby position and / or its speed vop is relatively high.

[0054] A predetermined value (e.g., 3.2 seconds) is set as the upper limit period Tu, which is equal to or shorter than the reference period Tc. If condition 4 is satisfied because the period Tu fulfills the relationship "Tu ≤ Tc", the virtual passing point Px can be positioned at the intersection. Accordingly, the upper limit period Tu can be considered "the maximum value of the virtual passing period Tx at which the virtual passing point Px remains within the intersection." If the distance to the oncoming vehicle Vop decreases to a certain degree when the driver's own vehicle V turns right, the driver may perceive the oncoming vehicle Vop, and it is therefore assumed that the driver will voluntarily perform a driving maneuver (typically a braking maneuver) (i.e., temporarily stop the steering movement to the right) to avoid a collision with the oncoming vehicle Vop.Based on these measurements, the lower limit period TI is defined as "the minimum value of the virtual passing period Tx, during which the driver may continue steering to the right due to the high probability that they cannot (visually) detect the oncoming vehicle Vop." For example, the value of the lower limit period TI is 1.0 seconds. The upper limit period Tu and the lower limit period TI can be set variably. That is, period Tu and period TI can each be set to different values ​​depending on whether the oncoming vehicle Vop is traveling in the primary adjacent lane or in the secondary adjacent lane. In this case, the reference period Tc and the distance threshold Dth can also be changed depending on the changes in period Tu and period TI.

[0055] That is, condition 4 is a condition that is satisfied if the probability of the own vehicle V colliding with the oncoming vehicle Vop in the intersection (i.e. before completion of the intersection) is high when the own vehicle V turns right while maintaining the current longitudinal speed vx.

[0056] If both condition 3 and condition 4 are satisfied, and the first execution condition is therefore met (i.e., there is a possibility that the vehicle V will collide with the oncoming vehicle Vop before the right turn is completed), the ECU 10 executes the notification control (controlling the notification of the driver about the existence of the oncoming vehicle). Specifically, the ECU 10 executes the following processing 1 and processing 2 as notification control. (Processing 1) Display of a predetermined marker (e.g. a marker to explicitly indicate the approach of the oncoming vehicle Vop) on the instrument panel 21 (Processing 2) Causing speaker 22 to output a predefined message (e.g. the message "Beware of an approaching vehicle")

[0057] ECU 10 is configured to determine whether or not the execution of the notification control is required and whether or not the execution of the collision avoidance control is required concurrently. The autonomous braking control, which is a type of collision avoidance control, is executed when a TTC (Time To Collision) for the oncoming vehicle Vop is equal to or shorter than a second TTC threshold. The lower limit period Tl is preset to a value such that the TTC will not be equal to or shorter than the second TTC threshold during any period in which the relationship "Tl ≤ Tx" is satisfied. This prevents the autonomous braking control from executing while the notification control is being executed.

[0058] With reference to Fig. Section 4 provides a more detailed description of the precondition and the first execution condition of the notification control. Fig. Figure 4 depicts part of a right-turn process for vehicle V, which has been traveling in the direction of +x on lane 30, at an intersection. This example illustrates the behavior of vehicle V and another vehicle Vo when time "t" is t1 and t2 (>t1). The driver of vehicle V does not steer at t=t1 and steers to the right at t=t2. The right-turn signal switch 12R of vehicle V has been activated since shortly before reaching time "t" t1. Furthermore, the other vehicle Vo is moving at a speed that satisfies the condition that its speed is equal to or greater than the speed threshold voth. The xy-coordinate system is not shown.

[0059] As in Fig. As shown in Figure 4, the other vehicle Vo is located on the primary adjacent lane at t=t1 and t=t2, is of the type of vehicle, has a vehicle speed equal to or greater than the speed threshold voth, and the extension Lo of the other vehicle Vo intersects the extension L of the own vehicle V at a point Pt1 (t=t1) and Pt2 (t=t2), thus satisfying all conditions 1-1 to 1-4. Therefore, ECU 10 determines that condition 1 is satisfied at t=t1 and t=t2 (i.e., the other vehicle Vo is an oncoming vehicle Vop moving in an opposite lane 32 in the direction of the own vehicle V). The other vehicle Vo is hereafter referred to as the "oncoming vehicle Vop". Furthermore, the right turn signal switch 12R of the own vehicle V is switched on at t=t1 and t=t2, and therefore the ECU 10 determines that condition 2 is met.Accordingly, the ECU 10 determines that the precondition for notification control is met.

[0060] Thus, ECU 10 determines whether condition 3 is satisfied or not in order to determine whether the first execution condition for notification control is satisfied or not. As described above, the steering operation is not performed at t=t1, and therefore the steering angle θs and the steering angular velocity ωs are both essentially zero. Furthermore, the vehicle's own V is moving in the +x direction, so the vehicle speed "v" is equal to the longitudinal speed vx, and the lateral speed vy is zero (v=vx and vy=0). Accordingly, the lateral movement distance dy is zero at t=t1, the relationship "dy< Dth" is satisfied, and therefore ECU 10 determines that condition 3 is not satisfied at t=t1.

[0061] Meanwhile, at t=t2, the steering maneuver to the right is executed, and the vehicle V consequently moves diagonally to the right. If the lateral movement distance dy, calculated based on the steering angle θs, the steering angle velocity ωs, and the lateral velocity vy, satisfies the relationship "dy≥Dth" at t=t2, the ECU 10 determines that condition 3 is satisfied at t=t2 (i.e., the probability that the vehicle V crosses the intersection (intersection into which the oncoming lane 32 merges) when the vehicle V moves from its current position for the reference period Tc is high).

[0062] The ECU 10 then calculates the virtual passing period Tx to determine whether condition 4 is met at t=t2. In this example, the vehicle V and the oncoming vehicle Vop pass each other virtually longitudinally along a line Lp parallel to the y-axis. The virtual passing point Px is therefore located at the intersection of the x-axis (see the dashed line) and the line Lp. When the ECU 10 calculates the virtual passing period Tx, it determines whether the relationship Tl ≤ Tx ≤ Tu is satisfied. For example, if the virtual passing period Tx is 2.0 seconds at t=t2, then Tl ≤ Tx ≤ Tu is satisfied, and therefore the ECU 10 determines that condition 4 is met at t=t2 (i.e., the vehicle V is 2.0 seconds away from the y-axis).The probability that the vehicle V will collide with the oncoming vehicle Vop at the intersection if the vehicle V turns right while maintaining its current longitudinal speed vx is high. Consequently, ECU 10 determines that the first execution condition for the notification control is satisfied at t=t2 and executes the notification control. Fig. Figure 4 shows a case in which the own vehicle V turns right at the intersection, but the ECU 10 performs equivalent processing even if the own vehicle V turns right on an oncoming lane to enter a parking lot of an establishment or the like along the oncoming lane.

[0063] As a result of the execution of the notification control, the driver can detect the presence of the oncoming vehicle Vop at an earlier time than the autonomous braking control and can therefore execute driving operations to avoid the collision with the oncoming vehicle Vop, with the result that the frequency of the execution of the autonomous braking control can be reduced.Furthermore, by setting the upper limit period Tu to the predetermined value that is equal to or shorter than the reference period Tc ("the maximum value of period Tx for the virtual passing point Px to remain within the intersection"), and by setting the lower limit period TI to "the minimum value of period Tx in which the driver can continue steering to the right due to the high probability that the driver will not be able to detect the oncoming vehicle Vop", the unnecessary operation of the notification control can be suppressed.

[0064] With reference to Fig. 5A and Fig. Section 5B now describes the unnecessary operation of the notification control. Fig. Figure 5A is a representation illustrating an example of unnecessary operation when the upper limit period Tu is set to a value longer / greater than the reference period Tc. In this example, all conditions 1 to 3 are satisfied. As in Fig. As shown in Figure 5A, the oncoming vehicle Vop is moving in a relatively distant position, so the virtual passing period Tx is relatively long and the virtual passing point Px is consequently outside an intersection. This means that the virtual passing period Tx is longer than the reference time Tc (Tx > Tc). Therefore, if the virtual passing point Px is outside the intersection, the vehicle V will not collide with the oncoming vehicle Vop at the intersection. If the upper limit period Tu is longer than the reference period Tc, the relationship "Tx <Tu“ auch dann erfüllt werden, wenn der virtuelle Passierpunkt Px außerhalb der Kreuzung liegt, und daher tritt eine Situation auf, in der die Benachrichtigungssteuerung für das entgegenkommende Fahrzeug Vop ausgeführt wird, das in Wirklichkeit keine Kollisionsmöglichkeit hat, was zu einem unnötigen Vorgang führt.In contrast, in the first embodiment, the upper limit period Tu is set to the predetermined value ("the maximum value of period Tx for the virtual passing point Px to remain within the intersection") equal to or shorter than the reference period Tc. Accordingly, the notification control is not executed if the virtual passing point Px lies outside the intersection, thus suppressing the unnecessary operation.

[0065] Fig. 5B is a representation illustrating an example of an unnecessary operation when the lower limit period TI is set to a value shorter than "the minimum value of period Tx in which the driver can continue steering to the right because there is a high probability that the driver will not be able to detect the oncoming vehicle Vop." In this example, all conditions 1 to 3 are met. As in Fig. As shown in Figure 5B, the oncoming vehicle Vop is moving in a relatively close position, and therefore the virtual passing period Tx is relatively short, and the virtual passing point Px is consequently close to the driver's own vehicle V. At this point, the driver can detect the oncoming vehicle Vop, and therefore the probability that the driver will voluntarily perform the maneuver to avoid a collision is extremely high. If the lower limit period TI is set to the value mentioned above, the relationship "Tl≤Tx" can also be true in the case where the driver voluntarily performs the collision avoidance maneuver, and therefore the situation arises in which the notification control is executed for the oncoming vehicle Vop, which the driver has already detected, resulting in an unnecessary operation.In contrast, in the first embodiment, the lower limit period TI is set to "the minimum value of the virtual passing period Tx in which the driver can continue the steering maneuver to the right due to the high probability that the driver cannot detect the oncoming vehicle Vop". If the oncoming vehicle Vop is close enough for the driver to detect it, the notification control is not executed accordingly, and thus the unnecessary process can be suppressed.

[0066] If the driver does not voluntarily perform the collision avoidance operation, even after the period Tx has become shorter than the lower limit period TI, the TTC for the oncoming vehicle Vop subsequently drops to a value equal to or shorter than the second TTC threshold, and therefore the autonomous braking control is executed, with the result that the collision with the oncoming vehicle Vop can be avoided in a suitable manner.This means that the notification control is intended to inform the driver of the presence of the oncoming vehicle Vop when there is a high probability that the driver will not be able to see the oncoming vehicle Vop, even if there is a possibility that the driver's own vehicle V will collide with the oncoming vehicle Vop before completing the right turn, and is not intended to provide notification of the presence of the oncoming vehicle Vop even if the oncoming vehicle Vop is close enough for the driver to see it. (Specific operation)

[0067] A specific operation of the ECU 10 will now be described. The CPU of the ECU 10 is configured to repeatedly execute a routine, as shown in a flowchart in [document / diagram], each time a predetermined calculation period elapses during a period in which an ignition switch is in an ON position. Fig. 6 is shown.

[0068] The CPU begins processing from step 600 onwards. Fig. 6 at a predetermined time, and the process proceeds to step 610. Then, based on the environmental information (condition 1), the CPU determines whether an oncoming vehicle (Vop) is approaching. If an oncoming vehicle (Vop) is not present, or if an oncoming vehicle (Vop) is present but not approaching (typically turning), the CPU in step 610 makes a "No" determination (i.e., it determines that condition 1 is not met (the precondition is not fulfilled)), and the process proceeds to step 695. The CPU then temporarily terminates the routine. Meanwhile, if the oncoming vehicle (Vop) is approaching, the CPU in step 610 makes a "Yes" determination (i.e., it determines that condition 1 is met), and the process proceeds to step 620.

[0069] In step 620, the CPU determines whether the right-turn signal switch 12R is turned on or off (condition 2). If the right-turn signal switch 12R is off, the CPU determines "No" in step 620 (i.e., it determines that condition 2 is not met (the precondition is not met)), and the process proceeds to step 695. The CPU then temporarily terminates the routine. Meanwhile, if the right-turn signal switch 12R is turned on, the CPU makes a determination of "Yes" in step 620 (that is, it determines that condition 2 is met (the precondition is met)), and the process proceeds to step 630.

[0070] In step 630, the CPU determines whether the lateral movement distance dy of the own vehicle V after the reference period Tc has elapsed is equal to or greater than the distance threshold Dth (condition 3). If the relationship "dy < Dth" is satisfied, the CPU in step 630 determines "No" (i.e., it determines that condition 3 is not satisfied (the first execution condition is not satisfied)), and the process proceeds to step 695. The CPU then temporarily terminates the routine. If, in the meantime, the relationship "dy ≥ Dth" is satisfied, the CPU in step 630 determines "Yes" (i.e., it determines that condition 3 is satisfied), and the process proceeds to step 640.

[0071] In step 640, the CPU determines whether the virtual passing period Tx satisfies the relationship "Tl≤Tx≤Tu" (Tu≤Tc) or not (condition 4). If the relationship "Tx<TI" or the relationship "Tu<Tx" is satisfied, the CPU determines "No" in step 640 (i.e., it determines that condition 4 is not satisfied (the first execution condition is not satisfied)), and the process proceeds to step 695. The CPU then temporarily terminates the routine. If, in the meantime, the relationship "Tl≤Tx≤Tu" is satisfied, the CPU determines "Yes" in step 640 (i.e., it determines that condition 4 is satisfied (the first execution condition is satisfied)), and the process continues to step 650.

[0072] In step 650, the CPU controls the instrument panel 21 to display the predetermined marker and controls the speaker 22 to cause it to announce the predetermined message. As a result, the notification control is executed. The process then proceeds to step 695, and the CPU temporarily terminates the routine.

[0073] As described above, according to the device of the first embodiment, it is possible to simultaneously achieve the execution of the notification control at an earlier time than the autonomous brake control and the suppression of the unnecessary operation of the notification control during right turns. (Second example)

[0074] A notification control device for a vehicle according to the second embodiment (hereinafter also referred to as the "device of the second embodiment") of the present invention is described below with reference to the drawings. The same components as in the first embodiment are identified by the same reference numerals. The device of the second embodiment differs from the device of the first embodiment in the method for determining "whether the possibility or probability that the vehicle V will cross the intersection after the reference period has elapsed is high or not." The difference from the device of the first embodiment is now described in detail. (Configuration)

[0075] As in Fig. As shown in Figure 7, the device of the second embodiment comprises a notification control ECU 110 (hereinafter also referred to simply as "ECU 110"). ECU 110 differs from ECU 10 in that ECU 110 includes a brake switch 114 instead of the steering angle sensor 14. The brake switch 114 is turned on (generating an ON signal) when a brake pedal (not shown) is actuated (pressed down) by the driver, and is turned off (generating an OFF signal) when the brake pedal is not actuated. ECU 110 detects the signal generated by the brake switch 114 and uses this signal to detect the presence or absence of brake pedal actuation. The brake switch corresponds to an example of a "driving condition detection device". (Details of the operation)

[0076] In the second embodiment, the ECU 110 is also configured to determine the possibility of a collision with an oncoming vehicle (Vop) without using the predicted trajectories. Specifically, if both condition 1 and condition 2, as described in the first embodiment, are met, and the precondition is therefore fulfilled, the ECU 110 determines whether a second execution condition for the notification control is met. This second execution condition is met if "there is a possibility that the vehicle will collide with the oncoming vehicle (Vop) before the vehicle completes the right turn," and if all of the following conditions 5 to 7 are met. (Condition 5) The vehicle speed “v” is equal to or higher than a predetermined vehicle speed threshold vth. (Condition 6) The period T required for stopping the own vehicle V exceeds a reference time Ts. (Condition 7) The virtual transit time Tx is equal to or longer than the lower limit period TI and equal to or shorter than the upper limit period Tu (≤Ts).

[0077] First, condition 5 is described. If the precondition is met, the ECU 110 sets the xy coordinate system. Then, the ECU 110 determines whether the vehicle speed "v" is equal to or greater than the vehicle speed threshold vth. The ECU 110 determines that condition 5 is met if the relationship "v ≥ vth" is true, and determines that condition 5 is not met if the relationship "v < vth" is true. The vehicle speed threshold vth is defined as "the minimum value of the vehicle speed 'v' at which the vehicle V, which has begun to turn right, passes through the intersection without stopping in the intersection or on the opposite lane," and the value of the vehicle speed threshold vth is, for example, 15 km / h.This means that condition 5 is a condition that is met when the probability of the vehicle V stopping at an intersection or in an oncoming lane is low. Condition 5 corresponds to an example of the "crossing condition".

[0078] Condition 6 is now described. The ECU 110 is configured to determine whether condition 6 is satisfied in the state where condition 5 is satisfied. If condition 5 is satisfied, the ECU 110 uses a known procedure to estimate the period T required to stop its own vehicle V, based on secondary vehicle information, including the presence or absence of brake pedal actuation (presence or absence of brake actuation) detected by brake switch 114, a deceleration (described below), and the vehicle speed "v". The deceleration is a negative acceleration and can be calculated based on the change in vehicle speed "v".The second vehicle information may include, instead of or in addition to the presence or absence of the brake pedal actuation, the presence or absence of brake actuation detected by another device capable of detecting brake actuation by the driver.

[0079] The ECU 110 determines whether the stopping period T exceeds the reference period Ts, determines that condition 6 is met if the relationship "T > ts" is true, and determines that condition 6 is not met if the relationship "T ≤ Ts" is true. The reference period Ts is set based on a general period or time span that the driver needs while turning right to notice the presence of an oncoming vehicle Vop and attempt to stop their own vehicle V. For example, the value of the reference period Ts is 4.0 seconds. This means that condition 6 is met even if the probability of the driver not noticing the oncoming vehicle Vop is high. Condition 6 corresponds to an example of the "crossing condition," and the reference period Ts corresponds to an example of a "second reference period."

[0080] Condition 7 is now described. The control unit 110 is configured to determine whether or not condition 7 is met in the state where condition 6 is met. Condition 7 is the same condition as condition 4 in the first embodiment. That is, when condition 6 is met, the ECU 110 calculates the virtual transit period Tx and determines whether period Tx is equal to or longer than the lower limit period TI and equal to or shorter than the upper limit period Tu. The ECU 110 determines that condition 7 is met if the relationship "Tl≤Tx≤Tu" is true, and determines that condition 7 is not met if the relationship "Tx< TI" or the relationship "Tu< tx" is true. For the period Tu and the period TI, values ​​are set based on reasons that correspond to those of the first embodiment, e.g. Tu=3.2 seconds and TI=1.0 second.This means that condition 7 is the condition that is satisfied if the probability of the own vehicle V colliding with the oncoming vehicle Vop at an intersection (i.e., before the intersection is completed) is high when the own vehicle V turns right while maintaining its current longitudinal speed vx. The reference period Ts is set to a value that satisfies the relationship "Tu≤Ts".

[0081] If all conditions 5 to 7 are met and the second execution condition is consequently met (i.e., there is a possibility that the own vehicle will collide with the oncoming vehicle Vop before the own vehicle completes the right turn), the ECU 110 executes the notification control (processing 1 and processing 2).

[0082] In this configuration, the notification control is not executed if condition 5 is not met, i.e., if the relationship "v < vth" is satisfied. If the relationship "v < vth" is satisfied in the state where the precondition is met, there is a high probability that the driver will detect the oncoming vehicle Vop in order to brake their own vehicle V. Therefore, if, as described above, the possibility of the driver detecting the oncoming vehicle Vop is high, the notification control is not executed, thus suppressing unnecessary operation.

[0083] If condition 6 is not met, i.e., the relationship "T≤Ts" is true, the notification control is not executed. If the relationship "T≤Ts" is true, even though the relationship "v≥vth" is true in the state where the precondition is met, there is a high probability that the driver noticed the oncoming vehicle Vop during the right turn and attempted to stop their own vehicle V. Therefore, if, as described above, the probability of the driver being able to detect the oncoming vehicle Vop is high, the notification control is not executed, thus suppressing the unnecessary operation. (Specific operation)

[0084] A specific operation of the ECU 110 will now be described. The CPU of the ECU 110 is configured to repeatedly execute a routine, which is shown as a flowchart in Fig. Figure 8 illustrates this, specifically each time a predetermined calculation period elapses during the period in which the ignition switch is in the ON position. The routine differs from the routine in the first embodiment in that the processing steps from step 830 to step 850 are executed instead of the processing steps from step 630 and step 640. Only those processing steps that differ from those of the first embodiment are described here.

[0085] Step 830: The CPU determines whether the vehicle speed "v" is equal to or greater than the vehicle speed threshold vth (condition 5). If the relationship "v < vth" is true, the CPU determines "No" in step 830 (i.e., it determines that condition 5 is not true (the second execution condition is not true)), and the process proceeds to step 895. The CPU then temporarily terminates the routine. If, in the meantime, the relationship "v ≥ vth" is true, the CPU determines "Yes" in step 830 (i.e., it determines that condition 5 is true), and the process proceeds to step 840.

[0086] Step 840: The CPU determines whether the period T required to stop exceeds the reference period Ts (condition 6). If the relationship "T ≤ Ts" is true, the CPU determines "No" in step 840 (i.e., it determines that condition 6 is not true (the second execution condition is not true)), and the process proceeds to step 895. The CPU then temporarily terminates the routine. However, if the relationship "T > Ts" is true, the CPU determines "Yes" in step 840 (i.e., it determines that condition 6 is true), and the process continues to step 850.

[0087] Step 850: The CPU determines whether the virtual passing period Tx satisfies the relationship “Tl≤Tx≤Tu” (Tu≤Ts) or not (condition 7). If the relationship “Tx <Tl“ oder die Beziehung „Tu<Tx“ erfüllt ist, stellt die CPU in Schritt 850 „Nein“ fest (d.h. sie stellt fest, dass die Bedingung 7 nicht erfüllt ist (die zweite Ausführungsbedingung ist nicht erfüllt)), und der Prozess geht weiter zu Schritt 895. Dann beendet die CPU vorübergehend die Routine. Wenn in der Zwischenzeit die Beziehung „Tl≤Tx≤Tu“ erfüllt ist, stellt die CPU in Schritt 850 „Ja“ fest (d.h. sie stellt fest, dass die Bedingung 7 erfüllt ist (die zweite Ausführungsbedingung ist erfüllt)), und der Prozess fährt mit Schritt 650 fort.

[0088] As described above, the device of the second embodiment can provide actions and effects that correspond to those of the device of the first embodiment. Fig. 9A and Fig. 9B are diagrams illustrating the actions and effects of the device of the second embodiment. Fig. 9A is a timing diagram to illustrate a setting procedure for the upper limit period Tu when the related species notification control is executed. Fig. Figure 9B is a timing diagram illustrating the setting procedure for the upper limit period Tu when the notification control is executed in the second embodiment. The horizontal axes of the timing diagrams show the elapsed time te from any point in time shortly before the driver initiates the braking maneuver. The vertical axes show the vehicle speed “v” and the virtual passing period Tx. In each of the timing diagrams, the notification control is executed when the time Tx becomes equal to or shorter than the upper limit period Tu.

[0089] As in Fig. 9A and Fig. As shown in Figure 9B, the oncoming vehicle Vop approaches the driver's vehicle V such that "vx + |vop|" is a constant value until the elapsed time te reaches one period tb. Accordingly, the virtual passing period Tx decreases linearly during the period in which the relationship "te < tb" is satisfied. The driver notices the presence of the oncoming vehicle Vop while turning right and begins braking to stop their vehicle V at time te = tb. Consequently, the vehicle speed "v" decreases with constant deceleration. Furthermore, the longitudinal speed vx decreases, and thus the virtual passing period Tx increases at time te = tb, and the time Tx then decreases non-linearly (namely in the form of a concave upward-sloping quadratic function).

[0090] The state of the art, as in Fig. Figure 9A shows that the upper limit period Tu is designed such that the period Tu decreases moderately during the period in which braking continues. With this configuration, even if the upper limit period Tu is reduced, the notification control is executed at time te=tn if the time (te=tn) at which the relationship "Tx≤Tu" is satisfied is before the time (te=ts) at which the own vehicle V stops, even if the driver has detected the oncoming vehicle Vop, thus causing unnecessary operation.

[0091] In contrast, in the second embodiment, as shown in Fig.Figure 9B shows the upper limit period Tu decreasing by a predetermined value at a time after a time delay of Δt from the start time (te=tb) of the braking process. This is because it is not necessary to account for a free-run time due to the start of the braking process. Subsequently, the upper limit period Tu decreases slightly during a period in which the braking process continues. If the vehicle speed "v" falls below the speed threshold vth at a time te=tr, the upper limit period Tu is set to zero. This is because, as described above, when the relationship "v< vth" is satisfied, the probability that the vehicle V will stop at an intersection or in an oncoming lane is high (i.e., the possibility that the driver will detect the oncoming vehicle Vop is high), and therefore the need to execute the notification control is extremely low.As described above, according to the device of the second embodiment, as a result of the value of the upper limit period Tu being appropriately modified, it is possible to greatly reduce the possibility of the notification control being executed, even if the probability that the driver will detect the oncoming vehicle Vop is high, and to suppress the unnecessary operation of the notification control.

[0092] In the foregoing, the notification control device for a vehicle according to the exemplary embodiments has been described, but the present invention is not limited to the exemplary embodiments mentioned above, and various modifications are possible within the scope which do not deviate from the objective of the present invention.

[0093] For example, the aforementioned embodiments describe a case where the specific direction is the right direction, but the configuration is not limited to this example. The present invention can also be applied to a case where the specific direction is the left direction, and a configuration in this case can be described by reading "right" as "left" and "left" as "right" in the aforementioned embodiments. Furthermore, the present invention can also be applied to a vehicle that drives autonomously (autonomous driving control).

[0094] To simultaneously achieve the execution of a notification control earlier than the automatic braking control and the suppression of unnecessary activation of the notification control during a turning maneuver, a notification control device is provided for a vehicle. This device is configured to determine, based on environmental information and the operating state of an actuating unit, whether there is a possibility that the vehicle will turn in a specific direction while an oncoming vehicle is approaching. Upon an affirmative determination, based on vehicle information including a steering input value and / or the presence / absence of brake application, as well as vehicle speed, the device determines whether there is a high probability that the vehicle will complete crossing an oncoming lane or an intersection after a reference period.in the case of an affirmative determination to execute the notification control if a virtual passing period required for the own vehicle to virtually pass the oncoming vehicle is a lower limit period or longer and an upper limit period or shorter, the upper limit period being the reference period or shorter, assuming that the own vehicle is moving in a longitudinal direction that is opposite to the direction of movement of the oncoming vehicle, with a longitudinal velocity that is a component of the vehicle's longitudinal velocity, and the oncoming vehicle is moving while maintaining a present state of motion.

Claims

[1] Notification control device for a vehicle, wherein the notification control device comprises: an environment information reference device (11) configured to obtain, as environment information, information about a 3D object located in front of the vehicle and dividing lines defining a lane extending in front of the vehicle; a turning signal switch (12) configured to detect an operating state of a control unit to be operated by a driver of the vehicle to operate turning signals; a vehicle speed detection device (13) configured to detect the vehicle speed of the vehicle itself; a driving condition detection device comprising a steering input value detection device (14) configured to detect a steering input value which is an input value based on steering input by the driver, and / or a brake switch (114) configured to detect the presence or absence of brake input by the driver; a notification device (21, 22) configured to perform a notification operation; and a control unit (10) configured to control the notification device, the control unit is configured to: in a case where a direction in which an oncoming lane is located in relation to a lane in which the own vehicle is located is defined as a specific direction, to determine, based on the environmental information, whether an oncoming vehicle is present, wherein the oncoming vehicle is another vehicle moving in the oncoming lane in a direction approaching the own vehicle, and where a virtual extension extending from the other vehicle along a direction of movement of the other vehicle runs to the side of the specified direction in relation to a present position of the own vehicle; if a precondition which is met when it is determined that the oncoming vehicle is present, and is met that the control unit is in an operating state corresponding to an operation for actuating the turn signal to the side of the specific direction, to determine, based on vehicle information including the steering input value and / or the presence or absence of brake actuation as well as the vehicle speed, whether a crossing condition is met, wherein the crossing condition is met if the probability that the own vehicle will complete the crossing of the oncoming lane or an intersection into which the oncoming lane merges after the expiry of a predetermined reference period is high; and to cause the notification device to execute the notification process in order to perform a notification control that notifies the driver of the presence of the oncoming vehicle when an execution condition is met in a case where a direction opposite to the direction of movement of the oncoming vehicle is defined as a longitudinal direction, wherein the execution condition is met when it is determined that the crossing condition is met and that a virtual passing period required by the own vehicle to virtually pass the oncoming vehicle longitudinally is equal to or longer than a predetermined lower limit period and equal to or shorter than a predetermined upper limit period that is equal to or shorter than the reference period, assuming that the own vehicle is moving longitudinally at a longitudinal speed.which is one component of the vehicle's speed in the longitudinal direction, and the oncoming vehicle is moving while maintaining a current state of motion. [2] Notification control device for a vehicle according to claim 1, wherein the driving condition detection device is the steering input value detection device (14), where the vehicle information is initial vehicle information that includes a steering angle, a steering angle rate, and the vehicle speed, and wherein in a case where a direction which is orthogonal to the longitudinal direction and is directed in the specific direction is defined as a lateral direction, wherein the control unit (10) is configured to: to estimate, based on the initial vehicle information, a movement distance of the own vehicle at a time when it is assumed that the own vehicle is moving during a first reference period contained within the reference period; to calculate a lateral movement distance, which is a component of the movement distance in the lateral direction; and to determine that the crossing condition is met if the lateral movement distance is equal to or greater than a predetermined distance threshold. [3] Notification control device for a vehicle according to claim 2, wherein the distance threshold is set to a value of an average lane width. [4] Notification control device for a vehicle according to claim 1, wherein the driving condition detection device is the brake switch (114), where the vehicle information is secondary vehicle information that includes the presence or absence of brake application, deceleration, and vehicle speed, and wherein the control unit (10) is configured to: to estimate, based on the second vehicle information, the period required for the vehicle to come to a complete stop; and to determine that the crossing condition is met if the vehicle speed is equal to or higher than a predetermined vehicle speed threshold and the period required to stop exceeds a second reference period contained within the reference period.

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