Driving support apparatus, driving support control method, and computer program

Abstract

To appropriately operate a function for avoiding collision with another moving object even when the reliability of a detection result of a sensor is lowered.SOLUTION: A driving support apparatus performs the following: predicting a traveling road of a vehicle; determining the possibility of collision between the vehicle and an obstacle based on information of a detection result of at least one sensor for detecting a surrounding situation of the vehicle and information about the predicted traveling road; and determining the reliability of the detection result of at least one sensor. When then determining that the reliability of the detection result of at least one sensor is low, the driving support apparatus acquires traveling road prediction information in which the traveling road of another moving body is predicted from the other moving body, and determines the possibility of collision between a vehicle and the other moving body based on the traveling road prediction information of the other moving body and the predicted traveling road information of the vehicle.SELECTED DRAWING: Figure 5

Description

[Technical field]

[0001] The present invention relates to a driving assistance device, a driving assistance processing method, and a computer program. [Background technology]

[0002] In recent years, various driving assistance devices that assist driving of a vehicle have been proposed. As one aspect of the driving assistance device, a driving assistance device that detects the situation around the vehicle using at least one sensor mounted on the vehicle, determines the possibility of a collision between the vehicle and other moving objects around the vehicle, notifies the driver of the vehicle, or automatically controls the driving of the vehicle to avoid a collision is known. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] JP 2023-108046 A Summary of the Invention [Problem to be solved by the invention]

[0004] However, sensor failure or weather and other environmental conditions may reduce the reliability of the sensor's detection results, and in such cases, the collision avoidance function may not be able to operate properly.

[0005] The present invention aims to provide a driving assistance device, a driving assistance processing method, and a computer program that can appropriately operate a function to avoid a collision with another moving object even when the reliability of the sensor detection results has decreased. [Means for solving the problem]

[0006] In order to solve the above problem, according to one aspect of the present invention, a driving assistance device that assists in driving a vehicle is provided, which includes a path prediction unit that predicts the vehicle's driving path, a collision determination unit that determines the possibility of a collision between the vehicle and an obstacle based on information on the detection results of at least one sensor that detects the situation around the vehicle and the information on the driving path predicted by the path prediction unit, and a sensor abnormality determination unit that determines the reliability of the detection results of the at least one sensor, wherein when the sensor abnormality determination unit determines that the reliability of the detection results of the at least one sensor is low, the collision determination unit acquires driving path prediction information that predicts the driving path of the other moving body from the other moving body, and determines the possibility of a collision between the vehicle and the other moving body based on the driving path prediction information of the other moving body and the information on the vehicle's driving path predicted by the path prediction unit.

[0007] In addition, in order to solve the above problem, according to another aspect of the present invention, there is provided a driving assistance control method for assisting driving of a vehicle, in which a computer predicts the vehicle's driving path, determines the possibility of a collision between the vehicle and an obstacle based on information on the detection result of at least one sensor that detects the situation around the vehicle and information on the predicted driving path, and determines the reliability of the detection result of the at least one sensor, and if it determines that the reliability of the detection result of the at least one sensor is low, obtains driving path prediction information that predicts the driving path of the other moving body from the other moving body, and determines the possibility of a collision between the vehicle and the other moving body based on the driving path prediction information of the other moving body and the information on the predicted driving path of the vehicle.

[0008] In addition, in order to solve the above problem, according to yet another aspect of the present invention, there is provided a computer program that causes a computer to function as a driving assistance device that predicts a vehicle's driving path, determines the possibility of a collision between the vehicle and an obstacle based on information on the detection results of at least one sensor that detects the situation around the vehicle and information on the predicted driving path, and determines the reliability of the detection results of the at least one sensor, and if it is determined that the reliability of the detection results of the at least one sensor is low, obtains driving path prediction information that predicts the driving path of the other moving body from the other moving body, and determines the possibility of a collision between the vehicle and the other moving body based on the driving path prediction information of the other moving body and the information on the predicted driving path of the vehicle. Effect of the Invention

[0009] As described above, according to the present invention, even if the reliability of the detection result of the sensor is reduced, the function of avoiding a collision with another moving object can be appropriately operated. [Brief description of the drawings]

[0010] [Figure 1] 1 is an explanatory diagram showing an example of the configuration of a vehicle equipped with a driving assistance device according to an embodiment of the present invention; [Diagram 2] 2 is a block diagram showing a functional configuration of the driving assistance device according to the present embodiment. FIG. [Diagram 3] 4 is a flowchart showing a processing operation performed by the driving assistance device according to the present embodiment. [Figure 4] 4 is a flowchart showing a collision avoidance assistance function performed by the driving assistance device according to the present embodiment. [Diagram 5] FIG. 2 is an explanatory diagram showing a scene in which the assistance function of the driving assistance device according to the present embodiment is applied. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0011] Hereinafter, preferred embodiments of the present invention will be described in detail with reference to the accompanying drawings. In this specification and drawings, components having substantially the same functional configurations are designated by the same reference numerals, and redundant description will be omitted.

[0012] <1. Overall vehicle configuration> First, a configuration example of a vehicle equipped with a driving assistance device according to this embodiment will be described. Fig. 1 is a schematic diagram showing a configuration example of a vehicle 1. The vehicle 1 shown in Fig. 1 is a four-wheeled automobile equipped with a left front wheel 3FL, a right front wheel 3FR, a left rear wheel 3RL, and a right rear wheel 3RR (hereinafter collectively referred to as "wheels 3" unless a distinction is required), and is configured as a two-wheel drive vehicle 1 that transmits driving torque output from a power source 7 such as an internal combustion engine or a drive motor to the left front wheel 3FL and the right front wheel 3FR. The vehicle 1 may be a four-wheel drive vehicle that transmits driving force to the four wheels 3.

[0013] The vehicle 1 is equipped with a surrounding sensor 11, a power source 7, a hydraulic brake control unit 41, an electric steering device 43, an engine control device 45, a notification device 47, and a driving support device 50. In addition, the vehicle 1 is equipped with various other sensors.

[0014] The surrounding sensor 11 includes one or more sensors selected from the group consisting of an imaging camera, a LiDAR (Light Detection And Ranging), a radar sensor, and an ultrasonic sensor provided at the front and rear of the vehicle 1. The surrounding sensor 11 detects the environment around the vehicle 1 and outputs information on the detection result to the driving assistance device 50. For example, the surrounding sensor 11 detects moving objects such as other vehicles, bicycles, and pedestrians that exist around the vehicle 1, and calculates the position (direction) of the detected moving object, the distance from the vehicle 1 to the moving object, and the speed of the moving object.

[0015] The power source 7 outputs a driving force for the vehicle 1. The power source 7 is typically exemplified by an internal combustion engine or a drive motor, but is not limited thereto. The vehicle 1 may be a vehicle equipped with an internal combustion engine as the power source 7, an electric vehicle equipped with a drive motor as the power source 7, or a hybrid electric vehicle equipped with both an internal combustion engine and a drive motor as the power source 7. In this embodiment, an example in which the power source 7 is an internal combustion engine will be described.

[0016] The hydraulic brake control unit 41 adjusts the brake pressure of the front, rear, left and right wheels 3 to control the braking force of the vehicle 1. The hydraulic brake control unit 41 includes a pump, multiple solenoid valves, and a control device that controls these, and controls the supply and discharge of brake fluid to the wheel cylinders of each wheel 3 by controlling the operation of the pump and multiple solenoid valves based on a command signal output from the driving support device 50. If the vehicle 1 is an electric vehicle or hybrid electric vehicle equipped with a drive motor as the power source 7, the hydraulic brake control unit 41 is used in combination with regenerative braking by the drive motor.

[0017] The electric steering device 43 controls the steering angles of the left front wheel 3FL and the right front wheel 3FR. For example, the electric steering device 43 includes an electric motor, and controls the steering angles of the left front wheel 3FL and the right front wheel 3FR by driving the electric motor to rotate based on a command signal output from the driving support device 50.

[0018] The engine control device 45 controls the operation of the engine, which is the power source 7. For example, the engine control device 45 controls the fuel injection amount, the fuel injection timing, and the like based on a command signal output from the driving support device 50, thereby controlling the output of the engine.

[0019] The notification device 47 includes one or more devices that notify various pieces of information to occupants including the driver. For example, the notification device 47 is an image display panel that displays various pieces of information based on a command signal transmitted from the driving support device 50. The notification device 47 is also a speaker that outputs voice or sound based on a command signal transmitted from the driving support device 50. However, the means for notifying the occupants of information is not limited to the above examples.

[0020] The driving support device 50 is configured with a calculation processing device such as a CPU (Central Processing Unit), and executes a program by the calculation processing device to execute a process for supporting driving of the vehicle 1. A part or all of the driving support device 50 may be configured with an updatable device such as firmware, or may be a program module executed by a command from the calculation processing device or the like. The driving support device 50 outputs command signals to the hydraulic brake control unit 41, the electric steering device 43, and the engine control device 45, and supports driving to avoid collision between the vehicle 1 and obstacles such as other moving objects.

[0021] <2. Driving support devices> Next, a configuration example of the driving assistance device according to this embodiment will be described. 2 is a block diagram showing the functional configuration of the driving support device, which includes a communication device 51, a processing unit 53, a storage unit 55, and a map data storage unit 57.

[0022] The communication device 51 is an interface for transmitting and receiving signals or messages between a driving support device mounted on another vehicle other than the vehicle 1, or a portable device owned by a bicycle user or a pedestrian. In this embodiment, an example will be described in which the communication device 51 is an inter-vehicle communication device that communicates with a driving support device mounted on another vehicle. The communication device 51 enables inter-vehicle communication with a communication device 51 mounted on another vehicle that is within a predetermined distance from the vehicle 1.

[0023] The processing unit 53 includes an arithmetic processing device and peripheral components, and executes various arithmetic processing. The storage unit 55 includes one or more of storage elements such as a RAM (Random Access Memory) or a ROM (Read Only Memory), or a recording medium such as a HDD (Hard Disk Drive) or an SSD (Solid State Drive).

[0024] The storage unit 55 stores data such as computer programs executed by the processing unit 53, various parameters and reference data used in arithmetic processing, information on detection results obtained from various sensors, and arithmetic processing results by the processing unit 53. In addition, a part of the storage unit 55 is used as a work area for the processing unit 53.

[0025] The map data storage unit 57 stores map data. The map data includes not only road information such as road shapes and road structures, but also information on traffic lights, buildings, and other fixed three-dimensional objects. The map data is constructed as data that can identify the location of the vehicle 1 on the map data based on position information of the vehicle 1 input from a position sensor 13 (described later).

[0026] In addition to the above-mentioned surrounding sensor 11, the driving support device 50 receives sensor signals or detection result information from the position sensor 13, the wheel speed sensor 15, the steering angle sensor 17, the yaw rate sensor 19, the acceleration sensor 21, the engine speed sensor 23, the accelerator opening sensor 25, and the brake pressure sensor 27. In addition, the driving support device 50 is communicatively connected to the above-mentioned hydraulic brake control unit 41, the electric steering device 43, the engine control device 45, and the notification device 47.

[0027] The position sensor 13 receives satellite signals transmitted from satellites of a Global Navigation Satellite System (GNSS), such as the Global Positioning System (GPS). The satellite signals include position information of the vehicle 1. The position information is, for example, information on the latitude and longitude of the position of the vehicle 1. Note that the position sensor 13 may be equipped with an antenna for receiving satellite signals of a GNSS other than the GPS.

[0028] The wheel speed sensor 15 detects the rotation speed of the wheels 3 and outputs a sensor signal corresponding to the rotation speed. The steering angle sensor 17 detects the steering angle of the steering wheel or the steering angle of the left front wheel 3FL and the right front wheel 3FR and outputs a sensor signal corresponding to the steering angle or the steering angle. The yaw rate sensor 19 detects the angular velocity around an axis along the height direction of the vehicle 1 and outputs a sensor signal corresponding to the angular velocity. The acceleration sensor 21 detects the acceleration in the front-rear direction of the vehicle 1 and outputs a sensor signal corresponding to the acceleration. The engine speed sensor 23 detects the rotation speed of the crankshaft of the internal combustion engine which is the power source 7 and outputs a sensor signal corresponding to the rotation speed. The accelerator opening sensor 25 detects the accelerator opening corresponding to the accelerator pedal operation by the driver and outputs a sensor signal corresponding to the accelerator opening. The brake pressure sensor 27 detects the brake fluid pressure supplied to the hydraulic brake control unit 41 and outputs a sensor signal corresponding to the brake fluid pressure.

[0029] 2, the processing unit 53 includes a path prediction unit 61, a sensor abnormality determination unit 63, a collision determination unit 65, a notification processing unit 67, and a driving control unit 69. The path prediction unit 61, the sensor abnormality determination unit 63, the collision determination unit 65, the notification processing unit 67, and the driving control unit 69 are functions realized by the execution of a program by the arithmetic processing device. However, a part of the path prediction unit 61, the sensor abnormality determination unit 63, the collision determination unit 65, the notification processing unit 67, and the driving control unit 69 may be configured using an analog circuit or the like.

[0030] (Career Prediction Department) The course prediction unit 61 predicts the course of the vehicle 1. For example, the course prediction unit 61 predicts the course of the vehicle 1 T seconds later based on information of the detection results of various sensors. Furthermore, when the course prediction unit 61 receives a transmission request from the other vehicle for predicted travel course information of the vehicle 1 in a state where inter-vehicle communication is established between the vehicle 1 and the other vehicle, the course prediction unit 61 transmits information on the predicted course of the vehicle 1 (travel course prediction information) to the driving assistance device of the other vehicle.

[0031] (Sensor abnormality determination unit) The sensor abnormality determination unit 63 determines the reliability of the detection result of the surrounding sensor 11. For example, when a failure of the surrounding sensor 11 is detected or when the detection accuracy of the surrounding sensor 11 is reduced, the sensor abnormality determination unit 63 determines that the reliability of the detection result is low. The presence or absence of a failure of the surrounding sensor 11 is determined based on whether or not a fail signal is output from the surrounding sensor 11. Whether or not the detection accuracy of the surrounding sensor 11 is reduced is determined based on the status of weather conditions, sunlight conditions, and other conditions that may affect sensing.

[0032] For example, when the surrounding sensor 11 is a camera, the sensor abnormality determination unit 63 determines that the reliability of the detection result is low when the brightness of the image captured by the imaging element is higher than a predetermined standard. When the surrounding sensor 11 is a camera, LiDAR, radar sensor, or the like, the sensor abnormality determination unit 63 determines that the reliability of the detection result is low when the amount of rainfall or snowfall is higher than a predetermined standard or when the surrounding sensor 11 is in a dense fog state. The sensor abnormality determination unit 63 may determine the amount of rainfall or snowfall or the dense fog state based on image data of the camera, for example, or may obtain weather information, etc. from an information provision service system via mobile communication, etc. to determine the amount of rainfall or snowfall or the dense fog state. However, the method of determining the reliability of the detection result of the surrounding sensor 11 is not limited to the above example, and any appropriate method may be used.

[0033] (Collision determination section) The collision determination unit 65 determines the possibility of a collision between the vehicle 1 and an obstacle. In this embodiment, if the sensor abnormality determination unit 63 has not determined that the reliability of the detection result of the surrounding sensor 11 is low, the collision determination unit 65 determines the possibility of a collision between the vehicle 1 and an obstacle based on information on the predicted path of the vehicle 1 and information on the detection result of the surrounding sensor 11. The obstacles include other vehicles, bicycles, pedestrians, buildings, plants, and other three-dimensional objects.

[0034] On the other hand, when the sensor abnormality determination unit 63 determines that the reliability of the detection result of the surrounding sensor 11 is low, the collision determination unit 65 determines the possibility of a collision between the vehicle 1 and another vehicle based on the information on the predicted path of the vehicle 1 and the driving path prediction information acquired from the other vehicle. Even when the reliability of the detection result of the surrounding sensor 11 is not determined to be low, if there is an obstacle in the traveling direction of the vehicle 1 that may form a blind spot as seen from the vehicle 1, the collision determination unit 65 determines the possibility of a collision between the vehicle 1 and another vehicle based on the information on the predicted path of the vehicle 1 and the driving path prediction information acquired from the other vehicle.

[0035] (Notification processing unit) When the collision determination unit 65 determines that there is a possibility of a collision between the vehicle 1 and an obstacle, the notification processing unit 67 controls the driving of the notification device 47 to notify the occupants of the vehicle 1 of the possibility of the collision. For example, the notification processing unit 67 may also notify at least any one of information regarding the direction of the obstacle with which there is a possibility of a collision and an avoidance method for the vehicle 1 (turning direction or deceleration instruction).

[0036] (Operation control unit) When the collision determination unit 65 determines that there is a possibility of a collision between the vehicle 1 and an obstacle, the driving control unit 69 controls the driving of at least one of the hydraulic brake control unit 41, the electric steering device 43, and the engine control unit 45 in order to avoid a collision with the obstacle or to mitigate the impact of the collision. For example, the driving control unit 69 sets instruction values ​​for the turning direction and acceleration / deceleration of the vehicle 1 based on the position (direction), speed, and moving direction of an obstacle with a possibility of collision and the speed and moving direction of the vehicle 1, and outputs an instruction signal to at least one of the hydraulic brake control unit 41, the electric steering device 43, and the engine control unit 45.

[0037] <3. Driving assistance control method> So far, an example of the configuration of the driving assistance device 50 according to this embodiment has been described. Next, a driving assistance control method executed by the driving assistance device 50 will be described in detail.

[0038] Fig. 3 is a flowchart showing the operation of the driving assistance function by the driving assistance device 50. Fig. 4 is a flowchart showing the operation of the collision avoidance function using vehicle-to-vehicle communication.

[0039] When the system of the vehicle 1 is started, the sensor abnormality determination unit 63 of the driving assistance device 50 determines whether or not the surrounding sensor 11 is malfunctioning (step S11). For example, the sensor abnormality determination unit 63 determines that the surrounding sensor 11 is malfunctioning when a sensor signal or message input from the surrounding sensor 11 includes a signal or information indicating that the surrounding sensor 11 is malfunctioning.

[0040] When the sensor abnormality determination unit 63 does not determine that the surrounding sensor 11 is malfunctioning (S11 / No), it determines whether or not the detection accuracy of the surrounding sensor 11 has decreased (step S13). For example, the sensor abnormality determination unit 63 determines that the detection accuracy of the surrounding sensor 11 has decreased when the brightness is higher than a predetermined standard set in advance based on the image data of the camera. Alternatively, the sensor abnormality determination unit 63 may determine that the detection accuracy of the surrounding sensor 11 has decreased when the amount of rainfall or snowfall, or the dense fog condition exceeds a predetermined standard based on the image data of the camera or meteorological information acquired from an information provision service system via mobile communication or the like.

[0041] When the sensor abnormality determination unit 63 does not determine that the detection accuracy of the surrounding sensor 11 has decreased (S13 / No), the collision determination unit 65 determines whether or not there is an obstacle that may form a blind spot area as seen from the vehicle 1 in the traveling direction of the vehicle 1 based on the position information of the vehicle 1 input from the position sensor 13 and the map data stored in the map data storage unit 57 (step S15). For example, as shown in Fig. 5, when a building 95 or a side wall is present near the intersection, the collision determination unit 65 determines that there is an obstacle that may form a blind spot area as seen from the vehicle 1 in the traveling direction of the vehicle 1.

[0042] When the collision determination unit 65 does not determine that an obstacle that may form a blind spot as seen from the vehicle 1 exists in the traveling direction of the vehicle 1 (S15 / No), the collision determination unit 65 determines whether or not an obstacle that may form a blind spot as seen from the vehicle 1 exists in the traveling direction of the vehicle 1 based on information on the detection result by the surrounding sensor 11 (step S17). For example, when a large commercial vehicle or the like is parked at the edge of the road, the collision determination unit 65 determines that an obstacle that may form a blind spot as seen from the vehicle 1 exists in the traveling direction of the vehicle 1.

[0043] If the collision determination unit 65 does not determine that there is an obstacle that may form a blind spot area as seen from the vehicle 1 in the traveling direction of the vehicle 1 (S17 / No), that is, if all of steps S11 to S17 are negative, it executes a process to avoid the obstacle based on the information of the detection result of the surrounding sensor 11 (step S19). In this case, the reliability of the detection result of the surrounding sensor 11 is guaranteed, and there is no blind spot that is difficult for the surrounding sensor 11 to recognize, so the collision determination unit 65 determines the possibility of a collision between the vehicle 1 and the obstacle based on the information of the detection result of the surrounding sensor 11.

[0044] If it is determined that there is a possibility of a collision, the notification processing unit 67 drives the notification device 47 to notify the occupants of the possibility of a collision. The driving control unit 69 also sets a course and vehicle speed that can avoid a collision between the vehicle 1 and an obstacle, and sets a target steering angle and a target acceleration / deceleration of the vehicle 1. The driving control unit 69 then outputs an instruction signal to at least one of the hydraulic brake control unit 41, the electric steering device 43, and the engine control device 45, and controls the driving of the vehicle 1 so that a collision of the vehicle 1 is avoided or the impact is reduced. The process of avoiding an obstacle based on information on the detection result of the surrounding sensor 11 is a known technique, and a detailed description will be omitted.

[0045] On the other hand, if any of steps S11 to S17 is determined to be positive, a process of avoiding an obstacle is executed based on predicted driving route information of other vehicles acquired through vehicle-to-vehicle communication (step S21). In this case, the reliability of the detection result of the surrounding sensor 11 is low, or there is a blind spot that is difficult to recognize by the surrounding sensor 11, so the collision determination unit 65 executes a process of avoiding an obstacle by a collision avoidance function that utilizes vehicle-to-vehicle communication, rather than using the surrounding sensor 11.

[0046] FIG. 4 is a flowchart showing the operation of a process for avoiding an obstacle based on predicted driving route information of another vehicle acquired through vehicle-to-vehicle communication. First, the path prediction unit 61 acquires the position information of the vehicle 1 input from the position sensor 13 (step S31). From the position information of the vehicle 1 input from the position sensor 13, the current position and traveling direction (direction) of the vehicle 1 are identified.

[0047] Next, the path prediction unit 61 calculates the speed of the vehicle 1 based on the information on the rotation speed of the wheels 3 input from the wheel speed sensor 15, and calculates the predicted path of the vehicle 1 T seconds later (step S33). In step S33, the path prediction unit 61 calculates the travel distance in T seconds from the speed of the vehicle 1, and sets the position shifted by the travel distance in the traveling direction from the current position of the vehicle 1 as the predicted path.

[0048] Next, the course prediction unit 61 corrects the predicted course calculated in step S33 (step S35) based on the information on the accelerator opening and the brake fluid pressure input from the accelerator opening sensor 25 and the brake pressure sensor 27. In step S35, the travel distance in T seconds is corrected according to the acceleration / deceleration calculated from the accelerator opening and the brake fluid pressure.

[0049] Next, the path prediction unit 61 calculates the turning radius of the vehicle 1 based on the information on the steering angle of the steering wheel or the steering angles of the left front wheel 3FL and the right front wheel 3FR input from the steering angle sensor 17, and further corrects the predicted path corrected in step S35 (step S37). In step S37, the travel path for T seconds is corrected according to the turning direction and turning radius of the vehicle 1.

[0050] Next, the course prediction unit 61 further corrects the predicted course corrected in step S37 (step S39) based on the map data stored in the map data storage unit 57. For example, if the map data indicates that a boundary line of a driving lane, a road edge, or other obstacles are present on the predicted course corrected in step S37, the course prediction unit 61 corrects the predicted course so that the vehicle 1 does not overlap the boundary line, road edge, or the like.

[0051] Next, the course prediction unit 61 transmits information on the calculated predicted course of the vehicle 1 after T seconds (traveling course prediction information) to another vehicle by vehicle-to-vehicle communication (step S41). The other vehicle is another vehicle equipped with a driving support device that is within a distance from the vehicle 1 that allows vehicle-to-vehicle communication, and transmits and receives the traveling course prediction information to and from the vehicle 1.

[0052] Next, the collision determination unit 65 acquires driving path prediction information from the other vehicle (step S43). That is, the collision determination unit 65 acquires information on the predicted path of the other vehicle T seconds later calculated by a driving support device mounted on the other vehicle.

[0053] Next, the collision determination unit 65 compares the acquired predicted path of the other vehicle after T seconds with the predicted path of the vehicle 1 after T seconds predicted by the path prediction unit 61, and determines the possibility of collision between the vehicle 1 and the other vehicle (step S45). For example, the collision determination unit 65 compares the predicted path of the other vehicle after T seconds with the predicted path of the vehicle 1 after T seconds, and determines that there is a possibility of collision between the vehicle 1 and the other vehicle if the distance between the position of the other vehicle after T seconds and the position of the vehicle 1 is within a predetermined distance. The predetermined distance is set to an appropriate value taking into consideration the allowable range of approach between the vehicle 1 and the other vehicle, etc.

[0054] When the collision determination unit 65 does not determine that there is a possibility of collision between the vehicle 1 and the other vehicle (S47 / No), the processing unit 53 returns to step S31 without executing specific processing such as notification or avoidance. On the other hand, when the collision determination unit 65 determines that there is a possibility of collision between the vehicle 1 and the other vehicle (S47 / Yes), the driving control unit 69 controls the driving of at least one of the hydraulic brake control unit 41, the electric steering device 43, and the engine control device 45 in order to avoid a collision with an obstacle or to mitigate the impact of the collision (step S49).

[0055] For example, the driving control unit 69 sets command values ​​for the turning direction and acceleration / deceleration of the vehicle 1 based on the position (direction), speed, and moving direction of an obstacle with which there is a possibility of collision, and the speed and moving direction of the vehicle 1, and outputs a command signal to at least one of the hydraulic brake control unit 41, the electric steering device 43, and the engine control device 45. A known setting method for collision avoidance control may be used as a method for setting the command values ​​for the turning direction and acceleration / deceleration to avoid collision with an obstacle.

[0056] Next, the notification processing unit 67 controls the driving of the notification device 47 to notify the occupant of the vehicle 1 of the possibility of the collision (step S51). For example, the notification processing unit 67 also notifies at least one of information on the direction of an obstacle with a possibility of collision and an avoidance method for the vehicle 1 (turning direction or deceleration instruction).

[0057] Thereafter, in the flowchart shown in FIG. 3, unless the process is switched to obstacle avoidance process based on the information of the detection result of the surrounding sensor 11 (step S19), the processing unit 53 repeats the process of the collision avoidance function using vehicle-to-vehicle communication.

[0058] According to the driving support device 50 according to the present embodiment described above, when the reliability of the detection result of the surrounding sensor 11 that detects the situation around the vehicle 1 is high, control is executed to avoid a collision with an obstacle based on the information of the detection result of the surrounding sensor 11. On the other hand, when the reliability of the detection result of the surrounding sensor 11 is low, the driving support device 50 acquires driving route prediction information from another vehicle via vehicle-to-vehicle communication, and determines the possibility of a collision between the vehicle 1 and the other vehicle based on the driving course prediction information of the other vehicle and information on the predicted course of the vehicle 1. Therefore, even when the reliability of the detection result of the surrounding sensor 11 is reduced, the function of avoiding a collision with the other vehicle can be appropriately operated.

[0059] Furthermore, even if the reliability of the detection result of the surroundings sensor 11 is high, when it is determined that there is a blind spot from which another vehicle may jump out, the driving support device 50 according to this embodiment acquires driving route prediction information from the other vehicle via vehicle-to-vehicle communication, and determines the possibility of a collision between the vehicle 1 and the other vehicle based on the driving route prediction information of the other vehicle and information on the predicted route of the vehicle 1. Therefore, it is possible to avoid a collision with another vehicle that may jump out from an area that is difficult for the surroundings sensor 11 to recognize.

[0060] Although the preferred embodiment of the present invention has been described in detail above with reference to the accompanying drawings, the present invention is not limited to such an example. It is clear that a person having ordinary knowledge in the technical field to which the present invention pertains can conceive of various modified or altered examples within the scope of the technical ideas described in the claims, and it is understood that these also naturally fall within the technical scope of the present invention.

[0061] For example, in the above embodiment, an example has been described in which the other moving body that acquires the travel path prediction information via the communication device 51 is another vehicle, but the other moving body may be a bicycle user, a pedestrian, or the like. In this case, it is sufficient that a mobile device such as a smartphone carried by the bicycle user or pedestrian has at least the function of the path prediction unit in the above embodiment. This makes it possible to avoid the vehicle 1 colliding with the bicycle user, pedestrian, or the like, even if the reliability of the detection result of the surrounding sensor 11 is reduced.

[0062] The technology of the present disclosure can be realized not only in the form of the driving assistance device described above, but also in the form of a driving assistance control method and a computer program. Furthermore, the technology of the present disclosure can be realized in the form of a non-transitory tangible recording medium on which the computer program is recorded. [Explanation of symbols]

[0063] 1: Vehicle 11: Ambient sensor 41: Hydraulic brake control unit 43: Electric steering device 45: Engine control device 47: Notification device 50: Driving support device 51: Communication equipment 53: Processing section 55: Storage section 57: Map data storage unit 61:Career Prediction Section 63: Sensor abnormality determination unit 65: Collision determination section 67: Notification processing section 69: Operation control unit

Claims

1. A driving assistance device (50) for assisting driving of a vehicle (1), A course prediction unit (61) for predicting a travel course of the vehicle (1); a collision determination unit (65) that determines the possibility of a collision between the vehicle (1) and an obstacle based on information of the detection result of at least one sensor (11) that detects the surrounding situation of the vehicle (1) and information of the traveling path predicted by the path prediction unit (63); a sensor abnormality determination unit (63) that determines the reliability of the detection result of the at least one sensor (11); When the sensor abnormality determination unit (63) determines that the reliability of the detection result of the at least one sensor (11) is low, the collision determination unit (65) acquires, from the other moving body, travel path prediction information that predicts the travel path of the other moving body, and determines the possibility of a collision between the vehicle (1) and the other moving body based on the travel path prediction information of the other moving body and information on the travel path of the vehicle (1) predicted by the path prediction unit (61). Driving assistance device.

2. The collision determination unit (65) further determines the presence of a blind spot into which the other moving body may jump out, and when it is determined that the blind spot exists, even if the reliability of the detection result of the at least one sensor (11) is not determined to be low, determines the possibility of a collision between the vehicle (1) and the other moving body based on the travel path prediction information of the other moving body and information on the travel path of the vehicle (1) predicted by the path prediction unit (61). The driving assistance device according to claim 1 .

3. The sensor abnormality determination unit (63) determines that the reliability of the detection result is low when a failure of the at least one sensor (11) is detected or when the detection accuracy of the at least one sensor (11) is reduced. The driving assistance device according to claim 1 .

4. A driving assistance control method for assisting driving of a vehicle (1), comprising: A computer (50), Predicting a travel path of the vehicle (1); determining a possibility of a collision between the vehicle (1) and an obstacle based on information of a detection result of at least one sensor (11) that detects a situation around the vehicle (1) and information of the predicted traveling path; determining the reliability of the detection result of the at least one sensor (11); when it is determined that the reliability of the detection result of the at least one sensor (11) is low, acquiring travel path prediction information that predicts the travel path of the other moving body from the other moving body, and determining the possibility of a collision between the vehicle (1) and the other moving body based on the travel path prediction information of the other moving body and information on the predicted travel path of the vehicle (1); Driving assistance control method.

5. Predicting a travel path of the vehicle (1); determining a possibility of a collision between the vehicle (1) and an obstacle based on information of a detection result of at least one sensor (11) that detects a situation around the vehicle (1) and information of the predicted traveling path; determining the reliability of the detection result of the at least one sensor (11); A computer program that causes a computer to function as a driving assistance device (50) that, when it is determined that the reliability of the detection result of the at least one sensor (11) is low, acquires driving path prediction information that predicts the driving path of another moving body from the other moving body, and determines the possibility of a collision between the vehicle (1) and the other moving body based on the driving path prediction information of the other moving body and information on the predicted driving path of the vehicle (1).

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