Drive assist device

Abstract

To suppress false detection of a road shoulder parking vehicle and further improve a detection accuracy of the road shoulder parking vehicle.SOLUTION: A road shoulder parking vehicle detecting unit 4 included in a drive assist device 1 detects another vehicle 13 recognized within a detection area 12 set within a road recognized by a peripheral environment recognizing unit 2 as a road shoulder parking vehicle. The road shoulder parking vehicle detecting unit 4 sets at least a part of an area of a road outside a travel planned area 11 as a detection area 12 at normal time when the other vehicle 13 does not have a characteristic for indicating that the other vehicle is likely to be the road shoulder parking vehicle. When the other vehicle 13 has a characteristic for indicating that the other vehicle is likely to be the road shoulder parking vehicle, the road shoulder parking vehicle detecting unit 4 sets an area that includes the detection area 12 at normal time and is closer to the travel planned area 11 from the detection area 12 at normal time or an extended area that includes the detection area 12 at normal time and is further extended from the detection area 12 at normal time to a part of the travel planned area 11, as the detection area 12 at the extended time.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present disclosure relates to a driving assistance device that assists a driver in driving a vehicle. [Background technology]

[0002] The driving support device described in Patent Document 1 estimates the risk of a pedestrian or the like jumping out from a blind spot of an obstruction such as a vehicle parked on the roadside in front of the vehicle's path and colliding with the vehicle. This driving support device determines whether or not there is an obstruction that creates a blind spot in front of the vehicle's path based on the size, position, and relative speed of the object recognized by analyzing an image captured by an on-board camera. Specifically, this driving support device determines that an object is an obstruction when the size of the object is equal to or larger than a predetermined dimension, the position of the object is within a predetermined distance from the planned driving area of ​​the vehicle, and the relative speed is equal to or lower than a predetermined speed. Then, this driving support device performs driving support according to the risk of the pedestrian jumping out from the blind spot of the obstruction. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2022-144036 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the determination method used by the driving assistance device described in Patent Document 1, when an obstruction in front of the vehicle is another vehicle, it is not possible to distinguish whether the other vehicle is, for example, the rearmost vehicle stopped in a traffic jam or waiting for a traffic light, or a vehicle parked on the roadside. If the other vehicle in front of the vehicle's path is a vehicle parked on the roadside, the driving assistance device needs to perform driving assistance so that the vehicle passes the vehicle parked on the roadside while paying attention to the vehicle jumping out of the blind spot area of ​​the vehicle parked on the roadside. On the other hand, if the other vehicle in front of the vehicle's path is the rearmost vehicle stopped in a traffic jam or waiting for a traffic light, the driving assistance device needs to perform driving assistance different from that for a vehicle parked on the roadside, such as stopping the vehicle in front of the rearmost vehicle. Therefore, since the driving assistance device described in Patent Document 1 cannot distinguish between the rearmost vehicle stopped in a traffic jam or waiting for a traffic light, and a vehicle parked on the roadside, it may be difficult to perform driving assistance according to the situation.

[0005] In view of the above, an object of the present disclosure is to provide a driving assistance device that suppresses erroneous detection of vehicles parked on the side of the road and further improves the detection accuracy of vehicles parked on the side of the road. [Means for solving the problem]

[0006] According to one aspect of the present disclosure, a driving assistance device that assists a driver in driving a vehicle (10) includes: a surrounding environment recognition unit (2) that recognizes surrounding environments including other vehicles (13) and roads in front of the host vehicle; a planned driving area setting unit (3) that sets a planned driving area (11) that is an area in which the host vehicle is planned to travel within the road recognized by the surrounding environment recognition unit; a shoulder-parked vehicle detection unit (4) that sets a detection area (12) for detecting shoulder-parked vehicles within the road recognized by the surrounding environment recognition unit and detects other vehicles recognized within the detection area as shoulder-parked vehicles; A vehicle control unit (5) that controls the vehicle so as to assist the driver in driving a vehicle parked on the roadside, The roadside parked vehicle detection unit is It is possible to determine whether or not the vehicle in front of the host vehicle has a feature indicating that the vehicle is likely to be parked on the side of the road; When the vehicle ahead of the vehicle does not have a feature indicating that the vehicle is highly likely to be parked on the shoulder of the road, at least a part of the area of ​​the road outside the intended driving area is set as a detection area (12A) for normal use; If the vehicle ahead of the vehicle has characteristics indicating a high possibility of being a vehicle parked on the shoulder of the road, an area including the normal detection area and extending from the normal detection area closer to the intended driving area, or an area including the normal detection area and extending from the normal detection area to part of the intended driving area, is set as the expanded detection area (12B).

[0007] According to this, the shoulder-parked vehicle detection unit sets a normal detection area (hereinafter referred to as a "normal detection area") when another vehicle does not have a feature indicating that the other vehicle is likely to be a shoulder-parked vehicle. This makes it possible to prevent the rearmost vehicle stopped in a traffic jam or waiting at a traffic light from being erroneously detected as a shoulder-parked vehicle. On the other hand, when the other vehicle has characteristics indicating that it is highly likely to be a shoulder-parked vehicle, the shoulder-parked vehicle detection unit sets an expanded detection area (hereinafter referred to as an "expanded detection area"). Therefore, the other vehicle parked on the shoulder within the planned driving area of ​​the vehicle can be correctly detected as a shoulder-parked vehicle. Therefore, the driving assistance device can suppress erroneous detection of shoulder-parked vehicles and further improve the detection accuracy of shoulder-parked vehicles. As a result, the driving assistance device can provide effective driving assistance for shoulder-parked vehicles.

[0008] In this disclosure, a shoulder-parked vehicle includes not only a vehicle parked or stopped on the shoulder of the road, but also a vehicle parked or stopped near the shoulder within the intended driving area of ​​the vehicle (e.g., within a lane).

[0009] According to another aspect of the present disclosure, a driving assistance device that assists a driver in driving a host vehicle (10) includes: a surrounding environment recognition unit (2) that recognizes surrounding environments including other vehicles (13) and roads in front of the host vehicle; An intersection detection unit (7) that detects the presence of an intersection on the road recognized by the surrounding environment recognition unit; a planned driving area setting unit (3) that sets a planned driving area (11) that is an area in which the host vehicle is planned to travel within the road recognized by the surrounding environment recognition unit; a shoulder-parked vehicle detection unit (4) that sets a detection area (12) for detecting shoulder-parked vehicles within the road recognized by the surrounding environment recognition unit and detects other vehicles recognized within the detection area as shoulder-parked vehicles; A vehicle control unit (5) that controls the vehicle so as to assist the driver in driving a vehicle parked on the roadside, The roadside parked vehicle detection unit sets a detection area including at least a part of the road outside the intended travel area, The travel planned area setting unit is If the intersection detection unit has not detected an intersection, the lane in which the host vehicle is traveling is set as a planned traveling area using lane boundary lines (16a, 16b) without using current traveling state information of the host vehicle including the yaw rate; When the intersection detection unit detects an intersection, a planned driving area within the intersection and ahead of the intersection is set using current driving state information of the host vehicle, including the yaw rate, without using lane boundary lines.

[0010] According to this, the planned driving area setting unit uses the driving state information at the intersection to set the planned driving area within the intersection and ahead of the intersection. Therefore, even if the lane boundary lines (i.e., white lines) cannot be recognized within the intersection, the planned driving area setting unit can correctly set the planned driving area. On the other hand, on roads other than intersections, the planned driving area setting unit sets the lane in which the vehicle will travel as the planned driving area using lane boundaries without using driving state information. Therefore, even if the driver corrects steering on roads other than intersections, the planned driving area setting unit can correctly set the planned driving area without being affected by the driver's steering correction. Therefore, the shoulder-parked vehicle detection unit can correctly set the detection area based on the correct intended driving area, both at intersections where pedestrians are likely to jump out, and on roads other than intersections, thereby suppressing erroneous detection of shoulder-parked vehicles and further improving the detection accuracy of shoulder-parked vehicles.

[0011] Note that the reference symbols in parentheses attached to each component indicate an example of the correspondence between the component and specific components described in the embodiments described below. [Brief description of the drawings]

[0012] [Figure 1] 1 is a block diagram showing a schematic configuration of a driving assistance device according to a first embodiment. [Diagram 2] FIG. 4 is an explanatory diagram illustrating a state in which a normal detection area is set in the driving assistance device according to the first embodiment. [Diagram 3] FIG. 2 is an explanatory diagram illustrating a first example in which an expanded detection area is set in the driving assistance device according to the first embodiment. [Figure 4] FIG. 4 is an explanatory diagram illustrating a second example in which an expanded detection area is set in the driving assistance device according to the first embodiment. [Diagram 5] FIG. 11 is an explanatory diagram illustrating a third example in which an expanded detection area is set in the driving assistance device according to the first embodiment. [Figure 6] FIG. 11 is an explanatory diagram illustrating a fourth example in which an expanded detection area is set in the driving assistance device according to the first embodiment. [Figure 7] FIG. 11 is an explanatory diagram illustrating a state in which a normal detection area is set in a driving assistance device according to a second embodiment. [Figure 8] FIG. 11 is an explanatory diagram illustrating a state in which an expanded detection area is set in a driving assistance device according to a second embodiment. [Figure 9] FIG. 13 is an explanatory diagram illustrating an example of detecting a vehicle parked on the roadside in a driving assistance device according to a third embodiment. [Figure 10] FIG. 13 is a block diagram showing a schematic configuration of a driving assistance device according to a fourth embodiment. [Figure 11] FIG. 13 is an explanatory diagram illustrating an example in which detection of a vehicle parked on the roadside is prohibited in a driving support device according to a fourth embodiment. [Figure 12] FIG. 13 is an explanatory diagram illustrating an example in which detection of a vehicle parked on the roadside is prohibited in a driving support device according to a fifth embodiment. [Figure 13] FIG. 13 is a state transition diagram for explaining a method for determining whether an area outside the intended travel area (that is, an adjacent space) is an adjacent lane or a road shoulder in a driving assistance device according to a fifth embodiment. [Figure 14] FIG. 13 is an explanatory diagram illustrating an example in which detection of a vehicle parked on the shoulder of the road is prohibited in a driving support device according to a sixth embodiment. [Figure 15] FIG. 23 is an explanatory diagram illustrating an example in which detection of a vehicle parked on the roadside is prohibited in a driving support device according to a seventh embodiment. [Figure 16] FIG. 13 is a block diagram showing a schematic configuration of a driving assistance device according to an eighth embodiment. [Figure 17] FIG. 23 is an explanatory diagram illustrating a state in which a detection area is set at an intersection and ahead of the intersection using traveling state information such as a yaw rate in a driving support device according to an eighth embodiment. [Figure 18] FIG. 13 is an explanatory diagram for explaining the reason why a driving assistance device according to an eighth embodiment prohibits setting of a planned driving area using driving state information such as a yaw rate on roads other than intersections. [Figure 19] FIG. 13 is an explanatory diagram for explaining the reason why the driving support device in the eighth embodiment prohibits setting of a planned driving area using driving state information such as yaw rate when the vehicle is swaying significantly even at an intersection. [Figure 20] 23 is a graph for explaining an example of a method for determining the amount of sway of the host vehicle in a driving assistance device according to an eighth embodiment. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0013] Hereinafter, embodiments of the present disclosure will be described with reference to the drawings. In the following embodiments, the same or equivalent parts are denoted by the same reference numerals, and the description thereof will be omitted.

[0014] (First embodiment) A driving support device according to a first embodiment of the present invention supports a driver in driving a vehicle parked on the shoulder of a road ahead of the vehicle's path.

[0015] The driving assistance device is composed of a microcomputer including a processor and memories such as ROM and RAM, and an electronic control device having its peripheral circuits. The driving assistance device is connected to an on-board camera, various sensors, and other electronic control devices (not shown) mounted on the vehicle through an in-vehicle LAN or a wire harness using CAN communication, for example. CAN is an abbreviation for Controller Area Network, and LAN is an abbreviation for Local Area Network.

[0016] As shown in FIG. 1, the driving assistance device 1 functions as a surrounding environment recognition unit 2, a planned driving area setting unit 3, a roadside parked vehicle detection unit 4, a vehicle control unit 5, etc., by having a processor execute a program stored in a memory, and performs various control processes.

[0017] The surrounding environment recognition unit 2 recognizes the surrounding environment including other vehicles and roads present in front of the host vehicle (hereinafter simply referred to as the "host vehicle") to which the driving assistance device 1 is applied. The surrounding environment recognition unit 2 recognizes the surrounding environment by analyzing image data transmitted from an in-vehicle camera (not shown). The surrounding environment recognition unit 2 may detect other vehicles and the like from information obtained from a millimeter wave radar or LiDAR (not shown), or may recognize roads and the like from high-precision map information obtained from a navigation system. Note that LiDAR is an abbreviation for Light Detection and Ranging or Laser Imaging Detection and Ranging. The surrounding environment recognition unit 2 transmits information about the detected surrounding environment to the planned travel area setting unit 3 and the like.

[0018] The planned driving area setting unit 3 sets a planned driving area, which is an area in which the host vehicle is scheduled to travel, within the road recognized by the surrounding environment recognition unit 2. The planned driving area setting unit 3 usually sets the planned driving area to the lane on which the host vehicle is traveling. A lane is an area between a lane boundary line (i.e., a white line) on the left side of the host vehicle and a lane boundary line on the right side of the host vehicle. However, the planned driving area setting unit 3 may set the planned driving area based only on the lane boundary line on the left side of the host vehicle in a country where vehicles drive on the left side (e.g., Japan). Furthermore, the planned driving area setting unit 3 may set the planned driving area based only on the lane boundary line on the right side of the host vehicle in a country where vehicles drive on the right side (e.g., the United States, European countries, etc.). Note that, as described in an eighth embodiment described later, the planned driving area setting unit 3 may set the planned driving area based on the current driving state information of the host vehicle, including the yaw rate, instead of the lane. The planned travel area setting unit 3 transmits information about the set planned travel area to the roadside parked vehicle detection unit 4 and the like.

[0019] The shoulder-parked vehicle detection unit 4 sets a detection area for detecting shoulder-parked vehicles within the road recognized by the surrounding environment recognition unit 2, and detects other vehicles recognized within the detection area as shoulder-parked vehicles. The shoulder-parked vehicle detection unit 4 also determines whether or not other vehicles in front of the vehicle have characteristics that indicate a high possibility of being shoulder-parked vehicles, and varies the detection area based on the determination result. This will be described later. The shoulder-parked vehicle detection unit 4 transmits information about the detected shoulder-parked vehicles to the vehicle control unit 5, etc.

[0020] When the shoulder-parked vehicle detection unit 4 detects a shoulder-parked vehicle, the vehicle control unit 5 controls the vehicle to assist the driver in driving the shoulder-parked vehicle. For example, the vehicle control unit 5 controls a speaker in the vehicle interior (not shown) to output a voice message saying, "Watch out for vehicles jumping out from the shoulder-parked vehicle." For example, the vehicle control unit 5 may control a head-up display (not shown) to surround the shoulder-parked vehicle with a colored frame and display the text "Watch out for vehicles jumping out from the shoulder-parked vehicle." For example, the vehicle control unit 5 may perform torque assist of the steering, braking, etc., so that the vehicle can safely drive by avoiding the shoulder-parked vehicle.

[0021] Next, a number of cases in which the driving assistance device 1 of the first embodiment sets a detection area and detects another vehicle within the detection area as a vehicle parked on the roadside will be described with reference to Figs. 2 to 6. 2 to 6, a planned driving area 11 set in front of the vehicle 10 to which the driving support device 1 is applied is indicated by solid hatching, and a detection area 12 for detecting vehicles parked on the roadside is indicated by dashed hatching. This is the same in the drawings referred to in the second to eighth embodiments described later.

[0022] As described above, the shoulder-parked vehicle detection unit 4 varies the detection area 12 based on the determination result of whether or not another vehicle 13 in front of the vehicle 10 has characteristics indicating that it is highly likely to be a shoulder-parked vehicle. Specifically, as shown in Fig. 2, when the other vehicle 13 does not have a feature indicating a high possibility of being a shoulder-parked vehicle, the shoulder-parked vehicle detection unit 4 sets an area of ​​the road outside the intended travel area 11 as a normal detection area 12 (hereinafter referred to as "normal detection area 12A"). Fig. 2 shows a state in which the normal detection area 12A is set to the entire range of the shoulder 17.

[0023] On the other hand, as shown in Figures 3 to 6, when the other vehicle 13 has characteristics indicating a high possibility of being a vehicle parked on the shoulder of the road, the shoulder-parked vehicle detection unit 4 sets an area including the normal detection area 12A and further expanded from the normal detection area 12A to a part of the intended travel area 11 as the expanded detection area 12 (hereinafter referred to as "expanded detection area 12B"). Figures 3 to 6 show how the expanded detection area 12B is set.

[0024] In the first embodiment, the following requirements (A) to (D) are exemplified as characteristics indicating that there is a high possibility that the other vehicle 13 is a vehicle parked on the roadside. (A) The distance D1 between the road edge 14 and the other vehicle 13 is shorter than a predetermined distance threshold. (B) Another vehicle 13 is flashing its hazard lights 15. (C) The shoulder width W1 is narrower than a predetermined shoulder width threshold. (D) The width W2 of the lane in which the vehicle 10 is traveling is wider than a predetermined lane width threshold, and the distance D2 between the lane boundary line 16a defining the lane in which the vehicle 10 is traveling and the lane boundary line 16a on the side of the shoulder 17 and the other vehicle 13 is shorter than a predetermined offset threshold. Although it is possible to use one of the above requirements (A) to (D) alone, it is possible to further improve detection accuracy by combining a plurality of requirements with an AND condition.

[0025] As shown in Fig. 2, the other vehicle 13 parked in front of the vehicle 10 does not fall under any of the above (A) to (D). In this case, the shoulder-parked vehicle detection unit 4 sets an area of ​​the road outside the intended travel area 11 as the normal detection area 12A. The other vehicle 13 shown in Fig. 2 is recognized outside the normal detection area 12A, and is therefore not detected as a shoulder-parked vehicle. Therefore, the driving support device 1 does not erroneously detect the rearmost vehicle 13 parked in a traffic jam or waiting at a traffic light, for example, as a shoulder-parked vehicle.

[0026] Next, as shown in Fig. 3, the other vehicle 13 parked in front of the vehicle 10 meets the requirement of "the distance D1 between the road edge 14 and the other vehicle 13 is closer than a predetermined distance threshold" described above in (A). The predetermined distance threshold is set as a distance at which the other vehicle 13 traveling near the road edge 14 can be distinguished from a vehicle parked on the shoulder, and is stored in the memory of the driving assistance device 1. In this case, the shoulder-parked vehicle detection unit 4 sets an area expanded from the normal detection area 12A to a part of the intended travel area 11 as the expanded detection area 12B. The other vehicle 13 shown in Fig. 3 is recognized within the expanded detection area 12B, and is therefore detected as a shoulder-parked vehicle. Therefore, the driving support device 1 can correctly detect the other vehicle 13 parked on the shoulder within the intended travel area 11 as a shoulder-parked vehicle.

[0027] In addition, the determination of whether or not the other vehicle 13 is recognized within the expanded detection area 12B may be made, for example, based on whether or not the center of the other vehicle 13 in the vehicle width direction is recognized within the expanded detection area 12B, or it may be made based on whether or not a part or all of the other vehicle 13 is recognized within the expanded detection area 12B.

[0028] Next, as shown in Fig. 4, the other vehicle 13 parked in front of the vehicle 10 meets the requirement of "the other vehicle 13 has its hazard lamps 15 flashing" described in (B) above. In this case, the shoulder-parked vehicle detection unit 4 sets an area expanded from the normal detection area 12A to a part of the intended travel area 11 as the expanded detection area 12B. The other vehicle 13 shown in Fig. 4 is recognized within the expanded detection area 12B, and is therefore detected as a shoulder-parked vehicle. Therefore, the driving support device 1 can correctly detect the other vehicle 13 parked on the shoulder in the intended travel area 11 as a shoulder-parked vehicle.

[0029] Furthermore, the shoulder-parked vehicle detection unit 4 can also make the following determinations (i) and (ii) as measures to be taken when a shoulder-parked vehicle with its hazard lamps 15 flashing starts moving. (i) Even if it is detected that the hazard lights 15 of the other vehicle 13 are flashing, if it is determined that the other vehicle 13 is not stopped, it is not detected as a vehicle parked on the shoulder of the road. This is because there are vehicles that start off with their hazard lights 15 flashing. (ii) Even if it is detected that the hazard lamps 15 of the other vehicle 13 are flashing, if the hazard lamps 15 are switched to blinkers, the vehicle is not detected as being parked on the side of the road. This is because there is a high possibility that the vehicle parked on the side of the road will move away.

[0030] Next, as shown in Fig. 5, the other vehicle 13 parked in front of the vehicle 10 meets the requirement of "the other vehicle 13 has its hazard lamps 15 flashing" described in (B) above, and furthermore, the shoulder width W1 meets the requirement of "the shoulder width W1 is narrower than a predetermined shoulder width threshold" described in (C) above. The predetermined shoulder width threshold is set as a distance that allows a distinction to be made between the other vehicle 13 traveling close to the shoulder 17 in the lane and a vehicle parked on the shoulder, and is stored in the memory of the driving assistance device 1. In this case, the shoulder-parked vehicle detection unit 4 also sets an area expanded from the normal detection area 12A to a part of the intended travel area 11 as the expanded detection area 12B. The other vehicle 13 shown in FIG. 5 is recognized within the expanded detection area 12B, and is therefore detected as a shoulder-parked vehicle. In this way, the driving support device 1 can improve the detection accuracy of shoulder-parked vehicles by combining the above multiple requirements (A) to (D).

[0031] Next, as shown in Fig. 6, the other vehicle 13 parked in front of the host vehicle 10 meets the requirement (D) above. The requirement (D) above is that "the width W2 of the lane on which the host vehicle 10 is traveling is wider than a predetermined lane width threshold, and the distance D2 between the lane boundary line 16a on the shoulder 17 side of the lane boundary line 16a defining the lane on which the host vehicle 10 is traveling and the other vehicle 13 is closer than a predetermined offset threshold." The predetermined lane width threshold and the predetermined offset threshold are set as distances that allow the other vehicle 13 traveling close to the lane boundary line 16a on the shoulder 17 side in a relatively wide lane to be distinguished from a vehicle parked on the shoulder, and are stored in the memory of the driving assistance device 1. In this case, the shoulder-parked vehicle detection unit 4 also sets an area expanded from the normal detection area 12A to a part of the intended travel area 11 as the expanded detection area 12B. The other vehicle 13 shown in Fig. 6 is recognized within the expanded detection area 12B, and is therefore detected as a shoulder-parked vehicle. Therefore, the driving support device 1 can correctly detect the other vehicle 13 parked on the shoulder within the intended travel area 11 as a shoulder-parked vehicle.

[0032] The driving support device 1 of the first embodiment described above provides the following advantageous effects. (1) In the first embodiment, the driving support device 1 includes a surrounding environment recognition unit 2, a planned travel area setting unit 3, a shoulder-parked vehicle detection unit 4, and a vehicle control unit 5 as functional units that perform various control processes. The shoulder-parked vehicle detection unit 4 sets a detection area 12 for detecting shoulder-parked vehicles in the road recognized by the surrounding environment recognition unit 2, and detects another vehicle 13 recognized within the detection area 12 as a shoulder-parked vehicle. When the other vehicle 13 in front of the vehicle 10 does not have a feature indicating that it is highly likely to be a shoulder-parked vehicle, the shoulder-parked vehicle detection unit 4 sets a normal detection area 12A. This makes it possible to prevent the rearmost vehicle 13 stopped in a traffic jam or waiting at a traffic light from being erroneously detected as a shoulder-parked vehicle. On the other hand, when the vehicle 13 ahead of the vehicle 10 has characteristics indicating a high possibility of being a vehicle parked on the shoulder, the shoulder-parked vehicle detection unit 4 sets an expanded detection area 12B including the normal detection area 12A and expanding the normal detection area 12A to a part of the planned travel area 11. Therefore, the vehicle 13 parked on the shoulder within the planned travel area 11 of the vehicle 10 can be correctly detected as a vehicle parked on the shoulder. Therefore, the driving support device 1 can suppress erroneous detection of vehicles parked on the shoulder and further improve the detection accuracy of vehicles parked on the shoulder. As a result, the driving support device 1 can perform effective driving support for vehicles parked on the shoulder.

[0033] (2) In the first embodiment, one of the characteristics indicating that the other vehicle 13 is highly likely to be a vehicle parked on the shoulder of the road is that the distance D1 between the road edge 14 and the other vehicle 13 is closer than a predetermined distance threshold. According to this, when the distance D1 between the road edge 14 and the other vehicle 13 is short, it can be said that there is a high possibility that the other vehicle 13 is a vehicle parked on the shoulder of the road.

[0034] (3) In the first embodiment, one of the characteristics indicating that the other vehicle 13 is highly likely to be a vehicle parked on the shoulder of the road is that the other vehicle 13 has its hazard lamps 15 flashing. According to this, when the other vehicle 13 has its hazard lights 15 flashing, it is highly likely that the other vehicle 13 is parked on the side of the road.

[0035] (4) In the first embodiment, one of the characteristics indicating that the other vehicle 13 is highly likely to be a vehicle parked on the shoulder is that the shoulder width W1 is narrower than a predetermined shoulder width threshold and the other vehicle 13 has its hazard lights 15 flashing. According to this, if the shoulder width W1 at the location where the other vehicle 13 is recognized is narrow and the other vehicle 13 is flashing its hazard lights 15, it is highly likely that the other vehicle 13 is a vehicle parked on the shoulder.

[0036] (5) In the first embodiment, one of the characteristics indicating that the other vehicle 13 is likely to be a vehicle parked on the shoulder is that the width W2 of the lane in which the host vehicle 10 is traveling is wider than a predetermined lane width threshold, and the distance D2 between the lane boundary line 16a that defines the lane in which the host vehicle 10 is traveling on the shoulder 17 side and the other vehicle 13 is closer than a predetermined offset threshold. According to this, when the lane width W2 is wide and the distance D2 between the lane boundary line 16a on the shoulder 17 side and the other vehicle 13 is short, it can be said that there is a high possibility that the other vehicle 13 is a vehicle parked on the shoulder.

[0037] Second embodiment The second embodiment will be described. The second embodiment is different from the first embodiment in that the region in which the detection area 12 is set is changed, and other aspects are the same as those of the first embodiment, so only the differences from the first embodiment will be described.

[0038] As shown in Fig. 7, in the second embodiment, when another vehicle 13 in front of the vehicle 10 does not have a feature indicating a high possibility of being a shoulder-parked vehicle, the shoulder-parked vehicle detection unit 4 sets a part of the area of ​​the road outside the intended travel area 11 as the normal detection area 12A. In Fig. 7, the normal detection area 12A is set to about half the shoulder width W1. This prevents the driving support device 1 from erroneously detecting another vehicle 13 that is traveling with a part of the vehicle protruding into the shoulder width W1 as a shoulder-parked vehicle.

[0039] In contrast, as shown in Fig. 8, when another vehicle 13 in front of the vehicle 10 has a feature indicating that it is highly likely to be a shoulder-parked vehicle, the shoulder-parked vehicle detection unit 4 sets an area including the normal detection area 12A and closer to the intended travel area 11 from the normal detection area 12A as an expanded detection area 12B. In Fig. 8, the expanded detection area 12B is set to almost the entire shoulder width W1. In Fig. 8, the hazard lamps 15 of the other vehicle 13 are flashing as an example of a feature indicating that the other vehicle 13 is highly likely to be a shoulder-parked vehicle.

[0040] The second embodiment described above can also achieve the same effects as the first embodiment.

[0041] Third embodiment The third embodiment will be described. The third embodiment is different from the first embodiment in that a feature indicating that the other vehicle 13 is highly likely to be a vehicle parked on the roadside is added, and other features are the same as the first embodiment, so only the differences from the first embodiment will be described.

[0042] As shown in FIG. 9, in the third embodiment, information on the driving operation by the driver is used as a feature indicating that the other vehicle 13 is highly likely to be a shoulder-parked vehicle. Specifically, the information on the driving operation indicating that the other vehicle 13 is highly likely to be a shoulder-parked vehicle is, for example, that the driver has performed a driving operation to overtake the other vehicle 13. In FIG. 9, the jagged arrow B is a schematic representation of the deceleration of the host vehicle 10, and the curved arrow R1 is a travel route of the host vehicle 10. In general, when the driver of the host vehicle 10 finds a shoulder-parked vehicle ahead, the driver performs a weaker brake operation than that for stopping the host vehicle 10, and performs a steering operation to overtake the other vehicle 13. When it is detected that the driver has performed such a driving operation to overtake the other vehicle 13, the shoulder-parked vehicle detection unit 4 sets an expanded detection area 12B. The other vehicle 13 shown in FIG. 9 is recognized within the expanded detection area 12B, and is therefore detected as a shoulder-parked vehicle.

[0043] In the third embodiment described above, one of the characteristics indicating that the other vehicle 13 is highly likely to be a vehicle parked on the roadside is that a driving operation to overtake the other vehicle 13 has been performed by the driver. According to this, when the driver performs a driving operation to overtake the other vehicle 13, it can be said that the other vehicle 13 is highly likely to be a vehicle parked on the roadside. Therefore, the driving support device 1 can improve the detection accuracy of the vehicle parked on the roadside by using the information of the driving operation by the driver.

[0044] (Fourth embodiment) The fourth embodiment will be described. The fourth embodiment is obtained by adding a part of the configuration and control of the driving support device 1 to the first embodiment and the like, and the rest is the same as the first embodiment and the like, so only the parts that are different from the first embodiment and the like will be described.

[0045] 10, the driving support device 1 of the fourth embodiment includes a prohibition unit 6 as functional units that perform various control processes, in addition to a surrounding environment recognition unit 2, a planned driving area setting unit 3, a shoulder-parked vehicle detection unit 4, and a vehicle control unit 5. That is, the driving support device 1 of the fourth embodiment functions as the surrounding environment recognition unit 2, the planned driving area setting unit 3, the shoulder-parked vehicle detection unit 4, the vehicle control unit 5, and the prohibition unit 6 and performs various control processes by the processor executing a program stored in the memory.

[0046] When a predetermined condition is met, the prohibition unit 6 prohibits the shoulder-parked vehicle detection unit 4 from detecting the other vehicle 13 recognized in the detection area 12 as a shoulder-parked vehicle. In the fourth embodiment, the predetermined condition is that the driver has performed a driving operation to stop the host vehicle 10 in front of the other vehicle 13 recognized in the detection area 12. When such a driving operation is performed by the driver, it is highly likely that the other vehicle 13 is not a shoulder-parked vehicle but a vehicle temporarily stopped at a traffic light or in a traffic jam.

[0047] As shown in FIG. 11, the other vehicle 13 parked in front of the vehicle 10 corresponds to the requirement (D) described in the first embodiment, for example. The requirement (D) is that "the width W2 of the lane in which the vehicle 10 is traveling is wider than a predetermined lane width threshold, and the distance D2 between the lane boundary line 16a on the shoulder 17 side that defines the lane in which the vehicle 10 is traveling and the other vehicle 13 is closer than a predetermined offset threshold." In this case, the shoulder-parked vehicle detection unit 4 sets an area expanded from the normal detection area 12A to a part of the intended travel area 11 as the expanded detection area 12B. The other vehicle 13 shown in FIG. 11 is recognized within the expanded detection area 12B.

[0048] However, when the driver performs a driving operation to stop the vehicle 10 in front of another vehicle 13 recognized in the detection area 12, the prohibition unit 6 prohibits the shoulder-parked vehicle detection unit 4 from detecting the other vehicle 13 recognized in the detection area 12 as a shoulder-parked vehicle. Therefore, the other vehicle 13 is not detected as a shoulder-parked vehicle.

[0049] In the fourth embodiment described above, when the driver performs a driving operation to stop the host vehicle 10 in front of another vehicle 13 recognized within the detection area 12, the prohibition unit 6 prohibits the shoulder-parked vehicle detection unit 4 from detecting the other vehicle 13 recognized within the detection area 12 as a shoulder-parked vehicle. According to this, even if another vehicle 13 is recognized within the detection area 12, if the driver performs a driving operation to stop the vehicle 10 in front of the other vehicle 13, the other vehicle 13 is not likely to be a vehicle parked on the side of the road, but is a vehicle that has stopped temporarily due to waiting at a traffic light or in a traffic jam. Therefore, the driving assistance device 1 can suppress erroneous detection of a vehicle parked on the side of the road by not detecting the other vehicle 13 as a vehicle parked on the side of the road.

[0050] Fifth embodiment The fifth embodiment will be described. The fifth embodiment is different from the fourth embodiment in that the prohibition unit 6 prohibits the shoulder-parked vehicle detection unit 4 from detecting another vehicle 13 as a shoulder-parked vehicle, and is otherwise similar to the fourth embodiment. Therefore, only the differences from the fourth embodiment will be described.

[0051] 12, in the fifth embodiment, the prohibition unit 6 determines whether the area outside the planned driving area 11 of the vehicle 10 (hereinafter referred to as "adjacent space") is an adjacent lane 18 adjacent to the lane in which the vehicle 10 is driving, or a road shoulder 17. If the adjacent space is the adjacent lane 18, the prohibition unit 6 prohibits the road shoulder parked vehicle detection unit 4 from detecting another vehicle 13 recognized in the detection area 12 as a road shoulder parked vehicle.

[0052] An algorithm by which the driving assistance device 1 determines whether the area outside the intended travel area 11 is an adjacent lane 18 or a road shoulder 17 will be described with reference to a state transition diagram in Fig. 13. Note that in the following description and in Fig. 13, steps are simply represented as "S".

[0053] When the driving assistance device 1 recognizes a lane boundary line 16c in the adjacent space that indicates the adjacent lane 18, in S101, the driving assistance device 1 recognizes that the adjacent space is the adjacent lane 18. In this case, the prohibition unit 6 prohibits the shoulder-parked vehicle detection unit 4 from detecting the other vehicle 13 recognized in the detection area 12 as a shoulder-parked vehicle. Note that the lane boundary line 16c that indicates the adjacent lane 18 is a lane boundary line 16c that is located in the adjacent space away from the lane boundary line 16a that defines the lane in which the host vehicle 10 is traveling.

[0054] On the other hand, if the lane boundary line 16c, which indicates that the adjacent lane 18 is not recognized in the adjacent space, continues for a predetermined period of time or more, the driving assistance device 1 recognizes that the adjacent space is the shoulder 17 in S102. In this case, the prohibition unit 6 allows the shoulder-parked vehicle detection unit 4 to detect the other vehicle 13 recognized in the detection area 12 as a shoulder-parked vehicle.

[0055] In the fifth embodiment described above, when the adjacent space is the adjacent lane 18, the prohibition unit 6 prohibits the shoulder-parked vehicle detection unit 4 from detecting another vehicle 13 recognized within the detection area 12 as a shoulder-parked vehicle. This enables the driving assistance device 1 to prevent erroneous detection of other vehicles 13, for example, stopped in the adjacent lane 18 at a traffic light or the like, or other vehicles 13 traveling slowly in the adjacent lane 18, as vehicles parked on the shoulder of the road.

[0056] Sixth embodiment The sixth embodiment will be described. The sixth embodiment is similar to the fourth and fifth embodiments except that the prohibition unit 6 prohibits the shoulder-parked vehicle detection unit 4 from detecting another vehicle 13 as a shoulder-parked vehicle. Since the sixth embodiment is otherwise similar to the fourth embodiment, only the differences from the fourth embodiment will be described.

[0057] As shown in FIG. 14, in the sixth embodiment, the prohibition unit 6 detects an angle θ between a center line C1 in the vehicle longitudinal direction of the other vehicle 13 recognized in the detection area 12 and a center line C2 of the planned travel area 11 of the host vehicle 10 (hereinafter referred to as "inclination angle θ of the other vehicle 13"). Then, the prohibition unit 6 determines whether the inclination angle θ of the other vehicle 13 is greater than a predetermined inclination threshold. If the inclination angle θ of the other vehicle 13 is greater than the predetermined inclination threshold, the prohibition unit 6 prohibits the shoulder-parked vehicle detection unit 4 from detecting the other vehicle 13 recognized in the detection area 12 as a shoulder-parked vehicle. The predetermined inclination threshold is set as an angle (e.g., 45 degrees or more) at which it is possible to determine that the other vehicle 13 is a vehicle crossing in front of the host vehicle 10 at an intersection or the like, and is stored in the memory of the driving assistance device 1.

[0058] Another vehicle 13 shown in Fig. 14 is a vehicle that crosses in front of the vehicle 10 at an intersection or the like. This other vehicle 13 passes through the detection area 12 when passing through the intersection, and is therefore recognized within the detection area 12. However, in this case, the prohibition unit 6 determines that the inclination angle θ of this other vehicle 13 is greater than a predetermined inclination threshold value, and prohibits the shoulder-parked vehicle detection unit 4 from detecting this other vehicle 13 as a shoulder-parked vehicle. Therefore, this other vehicle 13 is not detected as a shoulder-parked vehicle.

[0059] In the sixth embodiment described above, when the inclination angle θ of another vehicle 13 recognized within the detection area 12 is greater than a predetermined inclination threshold, the prohibition unit 6 prohibits the shoulder-parked vehicle detection unit 4 from detecting the other vehicle 13 recognized within the detection area 12 as a shoulder-parked vehicle. According to this, even if another vehicle 13 is recognized within the detection area 12, if the inclination angle θ of the other vehicle 13 is large, the other vehicle 13 is highly likely to be a vehicle crossing the intersection. Therefore, the driving assistance device 1 can suppress erroneous detection of a vehicle parked on the shoulder by not detecting the other vehicle 13 as a vehicle parked on the shoulder.

[0060] Seventh embodiment The seventh embodiment will be described. The seventh embodiment is similar to the fourth to sixth embodiments in that an example is added in which the prohibition unit 6 prohibits the shoulder-parked vehicle detection unit 4 from detecting another vehicle 13 as a shoulder-parked vehicle, and the rest of the seventh embodiment is similar to the fourth embodiment, etc., and therefore only the parts different from the fourth embodiment, etc. will be described.

[0061] 15 , in the seventh embodiment, when another vehicle 13 is recognized in the detection area 12 after the other vehicle 13 has continued traveling for a predetermined time or more, the prohibition unit 6 prohibits the shoulder-parked vehicle detection unit 4 from detecting the other vehicle 13 recognized in the detection area 12 as a shoulder-parked vehicle. The predetermined time is set as a time during which it is possible to determine that the other vehicle 13 is a vehicle that is likely to continue traveling, and is stored in the memory of the driving assistance device 1.

[0062] Another vehicle 13 shown in Fig. 15 is a vehicle traveling ahead of the host vehicle 10 and turning left at the intersection. This other vehicle 13 passes through the detection area 12 when turning left at the intersection, and is therefore recognized within the detection area 12. However, in this case, the prohibition unit 6 determines that this other vehicle 13 has been recognized within the detection area 12 after the traveling of this other vehicle 13 has continued for a predetermined period of time or more, and prohibits the shoulder-parked vehicle detection unit 4 from detecting this other vehicle 13 as a shoulder-parked vehicle. Therefore, this other vehicle 13 is not detected as a shoulder-parked vehicle.

[0063] In the seventh embodiment described above, when another vehicle 13 is recognized within the detection area 12 after the other vehicle 13 has continued traveling for a predetermined period of time or more, the prohibition unit 6 prohibits the shoulder-parked vehicle detection unit 4 from detecting the other vehicle 13 recognized within the detection area 12 as a shoulder-parked vehicle. According to this, even if another vehicle 13 is recognized in the detection area 12, if the other vehicle 13 continues to travel, the other vehicle 13 is not likely to be a vehicle parked on the shoulder of the road, but is likely to be, for example, a vehicle turning left at an intersection. Therefore, the driving support device 1 can suppress erroneous detection of a vehicle parked on the shoulder of the road by not detecting the other vehicle 13 as a vehicle parked on the shoulder of the road.

[0064] Eighth embodiment The eighth embodiment will be described. The eighth embodiment is obtained by adding a part of the configuration and control of the driving support device 1 to the first embodiment and the like, and the rest is the same as the first embodiment and the like, so only the parts that are different from the first embodiment and the like will be described.

[0065] 16, the driving support device 1 of the eighth embodiment includes, as functional units that perform various control processes, a surrounding environment recognition unit 2, a planned driving area setting unit 3, a shoulder-parked vehicle detection unit 4, a vehicle control unit 5, and a prohibition unit 6, as well as an intersection detection unit 7. That is, the driving support device 1 of the eighth embodiment functions as the surrounding environment recognition unit 2, the planned driving area setting unit 3, the shoulder-parked vehicle detection unit 4, the vehicle control unit 5, the prohibition unit 6, and the intersection detection unit 7 and performs various control processes by the processor executing a program stored in the memory.

[0066] The intersection detection unit 7 detects the presence of an intersection on the road recognized by the surrounding environment recognition unit 2. For example, the intersection detection unit 7 detects the presence of an intersection based on the presence of an object having intersection characteristics such as a traffic light or a pedestrian crossing in image data transmitted from an in-vehicle camera (not shown). Alternatively, the intersection detection unit 7 may detect the presence of an intersection from map information obtained from a navigation system, for example. The intersection detection unit 7 transmits information related to the detected intersection to the planned travel area setting unit 3, etc.

[0067] When the host vehicle 10 is traveling on a road other than an intersection, that is, when the intersection detection unit 7 has not detected an intersection, the planned travel area setting unit 3 sets the lane on which the host vehicle 10 is traveling as the planned travel area 11 using the lane boundary lines 16 without using current travel state information of the host vehicle 10. The current travel state information of the host vehicle 10 is, for example, a yaw rate, a vehicle speed, and the like.

[0068] On the other hand, when the vehicle 10 travels through an intersection, that is, when the intersection detection unit 7 detects an intersection, the planned travel area setting unit 3 sets the planned travel area 11 within the intersection and ahead of the intersection using the current travel state information of the vehicle 10 without using the lane boundary lines 16. Therefore, the planned travel area setting unit 3 can set the planned travel area 11 even within an intersection where there are no lane boundary lines 16. The planned travel area setting unit 3 transmits information about the set planned travel area 11 to the roadside parked vehicle detection unit 4 and the like.

[0069] The configurations of the shoulder-parked vehicle detection unit 4 and the vehicle control unit 5 are the same as those described in the first embodiment and the like. That is, the shoulder-parked vehicle detection unit 4 sets a detection area 12 including at least a part of the road recognized by the surrounding environment recognition unit 2 outside the planned driving area 11, and detects another vehicle 13 recognized within the detection area 12 as a shoulder-parked vehicle. The shoulder-parked vehicle detection unit 4 also determines whether or not the other vehicle 13 present in front of the vehicle 10 has a feature indicating that it is highly likely to be a shoulder-parked vehicle, and varies the detection area 12 based on the determination result. When the shoulder-parked vehicle detection unit 4 detects a shoulder-parked vehicle, the vehicle control unit 5 controls the vehicle 10 to assist the driver in driving the shoulder-parked vehicle.

[0070] The prohibition unit 6 detects the amount of sway of the host vehicle 10. The amount of sway of the host vehicle 10 can be detected, for example, by the yaw rate. Alternatively, the amount of sway of the host vehicle 10 can be detected, for example, by the lateral G (i.e., centrifugal acceleration) acting on the host vehicle 10, or the distance between the center of the host vehicle 10 and the center line of the lane. Then, when the amount of sway of the host vehicle 10 is greater than a predetermined sway threshold, the prohibition unit 6 prohibits the planned travel area setting unit 3 from setting the planned travel area 11 using the current travel state information of the host vehicle 10. Alternatively, when the amount of sway of the host vehicle 10 is greater than a predetermined sway threshold, the prohibition unit 6 prohibits the shoulder-parked vehicle detection unit 4 from detecting shoulder-parked vehicles.

[0071] FIG. 17 shows a state in which the host vehicle 10 to which the driving support device 1 according to the eighth embodiment is applied goes straight through an intersection. At this time, the intersection detection unit 7 included in the driving assistance device 1 detects the presence of an intersection and transmits the information to the planned travel area setting unit 3. As shown by arrow R2 in Fig. 17, the planned travel area setting unit 3 sets a planned travel area 11 within the intersection and ahead of the intersection using current travel state information of the vehicle 10 including the yaw rate. The width W3 of the planned travel area 11 within the intersection and ahead of the intersection is maintained as the width W4 (e.g., lane width) of the planned travel area 11 before approaching the intersection. The planned travel area setting unit 3 transmits information related to the set planned travel area 11 to the shoulder-parked vehicle detection unit 4 and the like.

[0072] The shoulder-parked vehicle detection unit 4 sets a detection area 12 including at least a part of the road recognized by the surrounding environment recognition unit 2 outside the intended travel area 11. The width W5 of the detection area 12 within the intersection and ahead of the intersection is maintained as the width W6 of the detection area 12 before approaching the intersection. The shoulder-parked vehicle detection unit 4 detects other vehicles 13 recognized within the detection area 12 within the intersection and ahead of the intersection as shoulder-parked vehicles.

[0073] Although not shown, as described in the first embodiment and the like, the shoulder-parked vehicle detection unit 4 sets an expanded detection area 12B when the other vehicle 13 present in front of the vehicle 10 has a feature indicating a high possibility of being a shoulder-parked vehicle. Then, the shoulder-parked vehicle detection unit 4 detects the other vehicle 13 recognized within the expanded detection area 12B as a shoulder-parked vehicle.

[0074] The shoulder-parked vehicle detection unit 4 transmits information about the detected shoulder-parked vehicle to the vehicle control unit 5 and the like. When the shoulder-parked vehicle detection unit 4 detects a shoulder-parked vehicle, the vehicle control unit 5 controls the host vehicle 10 to assist the driver in driving the shoulder-parked vehicle. This makes it possible to accurately detect shoulder-parked vehicles at and near intersections where pedestrians are likely to jump out, and to provide effective driving assistance for the shoulder-parked vehicle.

[0075] Here, the reason why the planned travel area setting unit 3 included in the driving assistance device 1 does not set the planned travel area 11 using the current travel state information of the vehicle 10 on roads other than intersections will be described with reference to FIG.

[0076] 18 shows a state in which the vehicle 10 to which the driving assistance device 1 is applied is traveling on a road other than an intersection. Note that the road other than an intersection also includes a road where the lane boundary line 16 is blurred 19 and cannot be recognized.

[0077] Generally, when a driver drives a vehicle, the driver may correct steering depending on road surface conditions. Therefore, if the planned driving area 11 is set using driving state information such as yaw rate on a road other than an intersection, the planned driving area 11 may deviate from the lane and turn as shown by arrow R3 in FIG. 18. Accordingly, the detection area 12 set outside the planned driving area 11 also turns. As a result, the shoulder-parked vehicle detection unit 4 may erroneously detect another vehicle 13 (i.e., a preceding vehicle) traveling in front of the vehicle 10 as a shoulder-parked vehicle. To prevent such a situation, the planned driving area setting unit 3 sets the planned driving area 11 using lane boundary lines 16a and 16b on roads other than intersections, without setting the planned driving area 11 using current driving state information of the vehicle 10.

[0078] Next, with reference to Figure 19, we will explain why the prohibition unit 6 of the driving assistance device 1 prohibits setting the planned driving area 11 using driving condition information or prohibits detection of vehicles parked on the shoulder when the amount of swaying of the vehicle 10 is large.

[0079] 19 shows a state in which the vehicle 10 to which the driving support device 1 is applied goes straight through an intersection. When the intersection detection unit 7 included in the driving support device 1 detects the presence of an intersection, the planned driving area setting unit 3 sets the planned driving area 11 within the intersection and ahead of the intersection using driving state information such as the yaw rate.

[0080] However, as shown by an arrow R4 in FIG. 19, when the amount of sway of the vehicle 10 increases, the yaw rate increases, and the planned driving area 11 may be significantly bent from the straight-ahead direction. Accordingly, the detection area 12 set outside the planned driving area 11 also bends. As a result, the shoulder-parked vehicle detection unit 4 may erroneously detect another vehicle 13 (i.e., a preceding vehicle) traveling in front of the vehicle 10 as a shoulder-parked vehicle. To prevent such a situation, the prohibition unit 6 prohibits the shoulder-parked vehicle detection unit 3 from setting the planned driving area 11 using the driving state information when the amount of sway of the vehicle 10 becomes larger than a predetermined sway threshold, even at an intersection. Alternatively, the prohibition unit 6 prohibits the shoulder-parked vehicle detection unit 4 from detecting a shoulder-parked vehicle.

[0081] The specified sway threshold is set to a value that can prevent a preceding vehicle traveling in front of the vehicle 10 due to a large deviation from a straight-ahead direction in the intended driving area 11 from being mistakenly detected as a vehicle parked on the shoulder of the road, and is stored in the memory of the driving assistance device 1.

[0082] A method for detecting the amount of sway of the vehicle 10 will be described with reference to FIG. Fig. 20 is a graph showing an example of the transition of the yaw rate change rate when the host vehicle 10 goes straight through an intersection. The horizontal axis of Fig. 20 indicates time, and the vertical axis indicates the yaw rate change rate [deg / S 2 ] is shown.

[0083] From time T1 to time T2, the yaw rate change rate is greater than the sway threshold. In this case, the prohibition unit 6 prohibits the planned driving area setting unit 3 from setting the planned driving area 11 using the current driving state information of the host vehicle 10. Alternatively, the prohibition unit 6 prohibits the shoulder-parked vehicle detection unit 4 from detecting shoulder-parked vehicles.

[0084] In the graph of FIG. 20, the vertical axis is not limited to the yaw rate change rate, but may be interpreted as, for example, the lateral G acting on the host vehicle 10, or the distance between the center of the host vehicle 10 and the center line of the lane.

[0085] The driving support device 1 of the eighth embodiment described above provides the following advantageous effects. (1) In the eighth embodiment, when the intersection detection unit 7 detects an intersection, the planned driving area setting unit 3 sets the planned driving area 11 in the intersection and ahead of the intersection using the current driving state information of the vehicle 10 including the yaw rate without using the lane boundary line 16. Therefore, the planned driving area setting unit 3 can correctly set the planned driving area 11 even if the lane boundary line 16 cannot be recognized in the intersection. Therefore, the shoulder parked vehicle detection unit 4 can correctly set the detection area 12 based on the correct planned driving area 11, so that it is possible to suppress erroneous detection of shoulder parked vehicles in the intersection and ahead of the intersection, and further improve the detection accuracy of shoulder parked vehicles. As a result, the driving assistance device 1 can perform effective driving assistance for shoulder parked vehicles at and near intersections where pedestrians are likely to jump out. On the other hand, in the driving assistance device 1, when the intersection detection unit 7 does not detect an intersection, the planned driving area setting unit 3 sets the lane in which the vehicle 10 is traveling as the planned driving area 11 using the lane boundary line 16 without using the current driving state information of the vehicle 10 including the yaw rate. Therefore, even if the driver corrects the steering on a road other than an intersection, the planned driving area setting unit 3 can correctly set the planned driving area 11 without being affected by the driver. Therefore, since the detection area 12 can be correctly set based on the correct planned driving area 11, erroneous detection of a vehicle parked on the roadside can be suppressed and the detection accuracy of the vehicle parked on the roadside can be improved. As a result, the driving assistance device 1 can perform effective driving assistance for a vehicle parked on the roadside even on a road other than an intersection.

[0086] (2) However, if the amount of swaying of the vehicle 10 becomes large within an intersection, if the intended driving area 11 is set using driving condition information, the detection area 12 cannot be set correctly, and there is a risk that a vehicle ahead in the vehicle's lane, etc., will be mistakenly detected as a vehicle parked on the shoulder of the road. Therefore, in the eighth embodiment, when the amount of sway of the host vehicle 10 is greater than a predetermined sway threshold, the prohibition unit 6 prohibits the planned travel area setting unit 3 from setting the planned travel area 11 using the current travel state information of the host vehicle 10 including the yaw rate. Alternatively, in this case, the prohibition unit 6 prohibits the shoulder-parked vehicle detection unit 4 from detecting shoulder-parked vehicles. This makes it possible to prevent other vehicles 13 traveling at the intersection and ahead of the intersection from being mistakenly detected as vehicles parked on the shoulder of the road.

[0087] (Other embodiments) (1) In each of the above embodiments, the driving assistance device 1 has been described as being configured by an electronic control device mounted on a vehicle. However, the driving assistance device 1 may be configured to assist the driver in driving through communication between a server and the vehicle, for example.

[0088] (2) In each of the above embodiments, the driving assistance device 1 has been described as being configured by one electronic control device mounted on the vehicle, but the invention is not limited to this and may be configured by a plurality of electronic control devices.

[0089] The present disclosure is not limited to the above-mentioned embodiments, and can be appropriately modified within the scope of the claims. In addition, the above-mentioned embodiments and parts thereof are not unrelated to each other, and can be appropriately combined except when the combination is clearly impossible. In addition, in each of the above-mentioned embodiments, it goes without saying that the elements constituting the embodiment are not necessarily essential, except when it is specifically stated that they are essential or when it is clearly considered to be essential in principle. In addition, in each of the above-mentioned embodiments, when the numbers, values, amounts, ranges, etc. of the components of the embodiment are mentioned, they are not limited to the specific numbers, except when it is specifically stated that they are essential or when it is clearly limited to a specific number in principle. In addition, in each of the above-mentioned embodiments, when the shape, positional relationship, etc. of the components are mentioned, they are not limited to the shape, positional relationship, etc., except when it is specifically stated that they are essential or when it is clearly limited to a specific shape, positional relationship, etc. in principle.

[0090] The control unit and the method described in the present disclosure may be implemented by a special-purpose computer provided by configuring a processor and a memory programmed to execute one or more functions embodied in a computer program. Alternatively, the control unit and the method described in the present disclosure may be implemented by a special-purpose computer provided by configuring a processor with one or more dedicated hardware logic circuits. Alternatively, the control unit and the method described in the present disclosure may be implemented by one or more special-purpose computers configured by a combination of a processor and a memory programmed to execute one or more functions and a processor configured with one or more hardware logic circuits. In addition, the computer program may be stored in a computer-readable non-transitory tangible recording medium as instructions executed by a computer.

[0091] (In view of the present disclosure) The present disclosure described above can be understood from the following viewpoints, for example. [First viewpoint] A driving assistance device that assists a driver in driving a vehicle (10), A surrounding environment recognition unit (2) that recognizes a surrounding environment including another vehicle (13) and a road in front of the host vehicle; a planned driving area setting unit (3) that sets a planned driving area (11) that is an area in which the host vehicle is planned to travel within the road recognized by the surrounding environment recognition unit; a shoulder-parked vehicle detection unit (4) that sets a detection area (12) for detecting shoulder-parked vehicles within the road recognized by the surrounding environment recognition unit and detects the other vehicle recognized within the detection area as the shoulder-parked vehicle; a vehicle control unit (5) that controls the vehicle so as to assist the driver in driving the roadside parked vehicle, The roadside parked vehicle detection unit It is possible to determine whether the other vehicle present in front of the host vehicle has a feature indicating that there is a high possibility that the other vehicle is a roadside parked vehicle, When the other vehicle ahead of the host vehicle does not have a feature indicating that it is highly likely to be the roadside parked vehicle, at least a part of an area of ​​the road outside the intended travel area is set as the detection area (12A) in normal times; When the other vehicle in front of the host vehicle has characteristics indicating a high possibility of being the vehicle parked on the shoulder, an area that includes the detection area in normal times and is closer to the intended driving area from the detection area in normal times, or an area that includes the detection area in normal times and is expanded from the detection area in normal times to a part of the intended driving area, is set as the detection area (12B) when expanded. [Second viewpoint] The driving assistance device described in the first aspect, wherein one of the characteristics indicating that the other vehicle is likely to be a shoulder-parked vehicle is that the distance (D1) between the edge of the road (14) and the other vehicle is closer than a predetermined distance threshold. [Third Perspective] The driving assistance device according to the first or second aspect, wherein one of the characteristics indicating that the other vehicle is highly likely to be a vehicle parked on the shoulder of the road is that the other vehicle is flashing its hazard lights (15). [Fourth viewpoint] The driving assistance device according to any one of the first to third aspects, wherein one of the characteristics indicating a high possibility that the other vehicle is a vehicle parked on the shoulder is that the shoulder width (W1) is narrower than a predetermined shoulder width threshold and the other vehicle is flashing its hazard lights. [Fifth viewpoint] the planned driving area is a lane on which the host vehicle will travel, The driving assistance device according to any one of the first to fourth aspects, wherein one of the characteristics indicating a high possibility that the other vehicle is a vehicle parked on the shoulder is that the width (W2) of the lane in which the host vehicle is traveling is wider than a predetermined lane width threshold, and the distance (D2) between the other vehicle and the lane boundary line (16a) that defines the lane in which the host vehicle is traveling on the shoulder side is closer than a predetermined offset threshold. [Sixth viewpoint] The driving assistance device according to any one of the first to fifth aspects, wherein one of the characteristics indicating that the other vehicle is highly likely to be a vehicle parked on the shoulder of the road is that a driving operation to overtake the other vehicle has been performed by the driver. [Seventh viewpoint] The driving assistance device according to any one of the first to sixth aspects, further comprising a prohibition unit (6) that prohibits the shoulder-parked vehicle detection unit from detecting the other vehicle recognized within the detection area as the shoulder-parked vehicle when a predetermined condition is satisfied. [Eighth viewpoint] The driving assistance device according to a seventh aspect, wherein the predetermined condition is that the driver performs a driving operation to stop the host vehicle in front of the other vehicle recognized within the detection area. [Ninth viewpoint] the planned driving area is a lane on which the host vehicle will travel, The driving assistance device according to the seventh or eighth aspect, wherein the predetermined condition is that an area of ​​the detection area outside the intended driving area is an adjacent lane (18) adjacent to the lane in which the host vehicle is traveling. [10th viewpoint] The driving assistance device according to any one of the seventh to ninth aspects, wherein the predetermined condition is that an angle (θ) between a center line (C1) in a fore-and-aft direction of the other vehicle recognized within the detection area and a center line (C2) of the intended traveling area is greater than a predetermined inclination threshold value. [Eleventh viewpoint] The driving assistance device according to any one of the seventh to tenth aspects, wherein the predetermined condition is that the other vehicle is recognized within the detection area after the other vehicle has continued traveling for a predetermined period of time or more. [12th viewpoint] An intersection detection unit (7) for detecting the presence of an intersection on the road recognized by the surrounding environment recognition unit, The travel planned area setting unit is If the intersection detection unit has not detected the intersection, a lane in which the host vehicle is traveling is set as the planned traveling area using lane boundary lines (16a, 16b) without using current traveling state information of the host vehicle including a yaw rate; A driving assistance device as described in any one of the first to eleventh aspects, wherein when the intersection detection unit detects the intersection, the planned driving area within the intersection and ahead of the intersection is set using the current driving state information of the vehicle including the yaw rate without using the lane boundary lines. [13th viewpoint] A driving assistance device as described in a twelfth aspect, further comprising a prohibition unit that prohibits the planned driving area setting unit from setting the planned driving area using the current driving state information of the vehicle including the yaw rate when the amount of sway of the vehicle is greater than a predetermined sway threshold, or prohibits the shoulder-parked vehicle detection unit from detecting the shoulder-parked vehicle. [14th viewpoint] A driving assistance device that assists a driver in driving a vehicle (10), A surrounding environment recognition unit (2) that recognizes a surrounding environment including another vehicle (13) and a road in front of the host vehicle; an intersection detection unit (7) for detecting the presence of an intersection on the road recognized by the surrounding environment recognition unit; a planned driving area setting unit (3) that sets a planned driving area (11) that is an area in which the host vehicle is planned to travel within the road recognized by the surrounding environment recognition unit; a shoulder-parked vehicle detection unit (4) that sets a detection area (12) for detecting shoulder-parked vehicles within the road recognized by the surrounding environment recognition unit and detects the other vehicle recognized within the detection area as the shoulder-parked vehicle; a vehicle control unit (5) that controls the vehicle so as to assist the driver in driving the roadside parked vehicle, the shoulder-parked vehicle detection unit sets the detection area to include at least a part of the road outside the intended travel area, The travel planned area setting unit is If the intersection detection unit has not detected the intersection, a lane in which the host vehicle is traveling is set as the planned traveling area using lane boundary lines (16a, 16b) without using current traveling state information of the host vehicle including a yaw rate; A driving assistance device that, when the intersection detection unit detects the intersection, sets the planned driving area within the intersection and ahead of the intersection using the current driving state information of the vehicle, including the yaw rate, without using the lane boundary lines. [15th viewpoint] The driving assistance device according to a fourteenth aspect, further comprising a prohibition unit (6) that prohibits the planned driving area setting unit from setting the planned driving area using the current driving state information of the vehicle including the yaw rate when the amount of sway of the vehicle is greater than a predetermined sway threshold, or prohibits the shoulder-parked vehicle detection unit from detecting the shoulder-parked vehicle. [Explanation of symbols]

[0092] 1 Driving assistance devices 2 Surrounding Environment Awareness Department 3. Travel area setting section 4. Roadside parking vehicle detection section 5 Vehicle control unit 10 Vehicle 11 Planned driving area 12 Detection Area 12A Normal detection area 12B Expanded detection area

Claims

1. A driving assistance device that assists a driver in driving a vehicle (10), A surrounding environment recognition unit (2) that recognizes a surrounding environment including a vehicle (13) and a road in front of the host vehicle; a planned driving area setting unit (3) that sets a planned driving area (11) that is an area in which the host vehicle is planned to travel within the road recognized by the surrounding environment recognition unit; a shoulder-parked vehicle detection unit (4) that sets a detection area (12) for detecting shoulder-parked vehicles within the road recognized by the surrounding environment recognition unit and detects the other vehicle recognized within the detection area as the shoulder-parked vehicle; a vehicle control unit (5) that controls the vehicle so as to assist the driver in driving the roadside parked vehicle; The roadside parked vehicle detection unit It is possible to determine whether the other vehicle present in front of the host vehicle has a feature indicating that there is a high possibility that the other vehicle is a roadside parked vehicle, When the other vehicle ahead of the host vehicle does not have a feature indicating that it is highly likely to be the roadside parked vehicle, at least a part of an area of ​​the road outside the intended travel area is set as the detection area (12A) in normal times; When the other vehicle in front of the host vehicle has characteristics indicating a high possibility of being a vehicle parked on the shoulder, a driving assistance device sets, as the expanded detection area (12B), an area that includes the detection area under normal conditions and is further extended from the detection area under normal conditions to the intended driving area, or an area that includes the detection area under normal conditions and is further extended from the detection area under normal conditions to include part of the intended driving area.

2. The driving assistance device according to claim 1, wherein one of the characteristics indicating that the other vehicle is likely to be a shoulder-parked vehicle is that the distance (D1) between the edge of the road (14) and the other vehicle is closer than a predetermined distance threshold.

3. 3. The driving assistance device according to claim 1, wherein one of the characteristics indicating that the other vehicle is highly likely to be a vehicle parked on the shoulder of the road is that the other vehicle is flashing a hazard lamp (15).

4. 3. The driving assistance device according to claim 1, wherein one of the characteristics indicating that the other vehicle is highly likely to be a shoulder-parked vehicle is that the shoulder width (W1) is narrower than a predetermined shoulder width threshold and that the other vehicle is flashing its hazard lights.

5. the planned driving area is a lane on which the host vehicle will travel, 3. The driving assistance device according to claim 1, wherein one of the characteristics indicating that the other vehicle is highly likely to be a shoulder-parked vehicle is that the width (W2) of the lane in which the host vehicle is traveling is wider than a predetermined lane width threshold, and the distance (D2) between the other vehicle and the lane boundary line (16a) that defines the lane in which the host vehicle is traveling on the shoulder side is closer than a predetermined offset threshold.

6. 3. The driving assistance device according to claim 1, wherein one of the characteristics indicating that the other vehicle is highly likely to be a vehicle parked on the shoulder of the road is that the driver has performed a driving operation to overtake the other vehicle.

7. 3. The driving assistance device according to claim 1, further comprising a prohibition unit (6) that prohibits the shoulder-parked vehicle detection unit from detecting the other vehicle recognized in the detection area as the shoulder-parked vehicle when a predetermined condition is satisfied.

8. The driving assistance device according to claim 7 , wherein the predetermined condition is that the driver has performed a driving operation to stop the host vehicle in front of the other vehicle recognized within the detection area.

9. the planned driving area is a lane on which the host vehicle will travel, 8. The driving assistance device according to claim 7, wherein the predetermined condition is that an area of ​​the detection area outside the intended driving area is an adjacent lane (18) adjacent to the lane in which the host vehicle is traveling.

10. 8. The driving assistance device according to claim 7, wherein the predetermined condition is that an angle (θ) between a center line (C1) in a fore-and-aft direction of the other vehicle recognized within the detection area and a center line (C2) of the intended traveling area is greater than a predetermined inclination threshold value.

11. The driving assistance device according to claim 7 , wherein the predetermined condition is that the other vehicle is recognized within the detection area after the other vehicle has been traveling for a predetermined period of time or more.

12. An intersection detection unit (7) for detecting the presence of an intersection on the road recognized by the surrounding environment recognition unit, The travel planned area setting unit is If the intersection detection unit has not detected the intersection, a lane in which the host vehicle is traveling is set as the planned traveling area using lane boundary lines (16 a, 16 b) without using current traveling state information of the host vehicle including a yaw rate; 3. The driving assistance device according to claim 1, wherein when the intersection detection unit detects the intersection, the planned driving area within the intersection and ahead of the intersection is set using the current driving state information of the vehicle including the yaw rate without using the lane boundary lines.

13. 13. The driving assistance device according to claim 12, further comprising a prohibition unit that prohibits the planned driving area setting unit from setting the planned driving area using the current driving state information of the vehicle including the yaw rate when the amount of sway of the vehicle is greater than a predetermined sway threshold, or prohibits the shoulder-parked vehicle detection unit from detecting the shoulder-parked vehicle.

14. A driving assistance device that assists a driver in driving a vehicle (10), A surrounding environment recognition unit (2) that recognizes a surrounding environment including a vehicle (13) and a road in front of the host vehicle; An intersection detection unit (7) for detecting the presence of an intersection on the road recognized by the surrounding environment recognition unit; a planned driving area setting unit (3) that sets a planned driving area (11) that is an area in which the host vehicle is planned to travel within the road recognized by the surrounding environment recognition unit; a shoulder-parked vehicle detection unit (4) that sets a detection area (12) for detecting shoulder-parked vehicles within the road recognized by the surrounding environment recognition unit and detects the other vehicle recognized within the detection area as the shoulder-parked vehicle; a vehicle control unit (5) that controls the vehicle so as to assist the driver in driving the roadside parked vehicle; the shoulder-parked vehicle detection unit sets the detection area to include at least a part of the road outside the intended travel area, The travel planned area setting unit is If the intersection detection unit has not detected the intersection, a lane in which the host vehicle is traveling is set as the planned traveling area using lane boundary lines (16 a, 16 b) without using current traveling state information of the host vehicle including a yaw rate; A driving assistance device that, when the intersection detection unit detects the intersection, sets the planned driving area within the intersection and ahead of the intersection using the current driving state information of the vehicle, including the yaw rate, without using the lane boundary lines.

15. The driving assistance device according to claim 14, further comprising a prohibition unit (6) that prohibits the planned driving area setting unit from setting the planned driving area using the current driving state information of the vehicle including the yaw rate when the amount of sway of the vehicle is greater than a predetermined sway threshold, or prohibits the shoulder-parked vehicle detection unit from detecting the shoulder-parked vehicle.

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