Warning device, warning method, and warning program

Abstract

To provide a warning device that is improved so as to enable more effective warning compared to conventional technologies, particularly in situations where there is a risk of collision with other vehicle when turning left or right at an intersection.SOLUTION: A warning device includes an operation support ECU configured to provide a warning by operating a notification device when it is determined that there is a risk of a collision between the own vehicle and another vehicle. The operation support ECU sets, on an intersecting road that crosses the own road, an available determination area extending along the intersecting road, and determines whether or not there is a risk of collision based on determination whether there is another vehicle approaching the available determination area (S110). The control unit further sets a variable range of the available determination area in the width direction in accordance with at least one of turning direction (left or right) of the own vehicle at an intersection, a lane structure of the intersecting road, and a width of the lane of the intersecting road (S40, S60, S80, and S90).SELECTED DRAWING: Figure 2

Description

[Technical field]

[0001] The present invention relates to an attention calling device, an attention calling method, and an attention calling program for vehicles such as automobiles, and more particularly to an attention calling device, an attention calling method, and an attention calling program for calling the attention of a vehicle when the vehicle is traveling through an intersection. [Background technology]

[0002] One known warning device for vehicles such as automobiles is one that acquires information about targets around the vehicle and, if it determines based on the acquired target information that there is a possibility of a collision between the vehicle and another vehicle, issues an alarm to warn the driver.

[0003] For example, the following Patent Document 1 describes an attention warning device that determines the possibility of a collision between the vehicle and another vehicle traveling in the same direction as the vehicle traveling in after turning right or left at an intersection, where the intersecting road on which the vehicle travels after turning right or left is a road with multiple lanes on one side. In particular, when the lane on which the other vehicle travels is the same as the lane on which the vehicle is estimated to travel after turning right or left, the possibility of a collision is notified and an attention warning is issued. However, when the lane on which the other vehicle travels is different from the lane on which the vehicle is estimated to travel after turning right or left, no attention warning is issued. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2013-134567 A Summary of the Invention

[0005] [Problem to be solved by the invention] When a vehicle turns right or left at an intersection, a part of the vehicle may deviate from the lane in which the vehicle will travel after turning right or left, and the risk of this occurring increases as the width of the lane in which the vehicle is estimated to travel after turning right or left. In addition, other vehicles with which the vehicle may collide when turning right or left vary depending on the direction in which the vehicle turns right or left at the intersection, i.e., whether the vehicle turns left or right, and also vary depending on the number of lanes of the cross road on which the vehicle travels after turning right or left. For this reason, conventional attention warning devices such as the one described in Patent Document 1 may not be able to properly warn of the possibility of a collision when the vehicle turns right or left at an intersection.

[0006] The present invention provides an improved warning device that can more appropriately warn a driver of the possibility of a collision between a vehicle and another vehicle when the vehicle is turning right or left at an intersection than conventional devices. [Means for solving the problems and effects of the invention]

[0007] According to the present invention, there is provided an attention warning device (100) including a notification device (58), a target object information acquisition device (18) that acquires information on targets around the vehicle, and a control unit (driving assistance ECU 10) configured to activate the notification device to issue an attention warning when it is determined that there is a possibility of a collision between the vehicle (102) and another vehicle based on the target information acquired by the target information acquisition device.

[0008] The control unit (driving assistance ECU10) is configured to acquire information about an intersection (106) ahead of the host vehicle, set a possibility determination area (108) extending along a cross road (110) that intersects with the host vehicle road (112), and determine whether or not there is a possibility of a collision by determining whether or not there is another vehicle (114) approaching the possibility determination area (S110). Furthermore, the control unit is configured to variably set the widthwise range of the possibility determination area depending on at least one of the direction of right / left turn of the host vehicle at the intersection, the lane configuration of the cross road, and the width of the lanes of the cross road (S20-S90).

[0009] Furthermore, according to the present invention, there is provided a warning method including steps (S110 and S120) of acquiring information on targets around the vehicle (102), and when it is determined that there is a possibility of a collision between the vehicle and another vehicle based on the acquired information on the targets, activating a notification device to issue a warning.

[0010] The warning method further includes a step (S10) of acquiring information about an intersection (106) ahead of the vehicle, steps (S40, S60, S80 and S90) of setting a possibility determination area (108) extending along a cross road (110) that intersects with the vehicle road (112), and a step (S110) of determining whether or not there is a possibility of a collision by determining whether or not there is another vehicle (114) approaching the possibility determination area, and in the step of setting the possibility determination area, the widthwise range of the possibility determination area is variably set depending on at least one of the direction of right or left turn of the vehicle at the intersection, the lane configuration of the cross road, and the width of the lanes of the cross road (S20 to S90).

[0011] Furthermore, according to the present invention, there is provided a warning program including steps (S110 and S120) of acquiring information on targets around the vehicle, and activating a notification device to issue a warning when it is determined that there is a possibility of a collision between the vehicle and another vehicle based on the acquired target information.

[0012] The warning program further includes a step (S10) of acquiring information about an intersection (106) ahead of the vehicle, steps (S40, S60, S80 and S90) of setting a possibility determination area (108) extending along a cross road (110) that intersects with the vehicle's road (112), and a step (S110) of determining whether or not there is a possibility of a collision by determining whether or not there is another vehicle (114) approaching the possibility determination area, and in the step of setting the possibility determination area, the widthwise range of the possibility determination area is variably set depending on at least one of the direction of right or left turn of the vehicle at the intersection, the lane configuration of the cross road, and the width of the lanes of the cross road (S20 to S90).

[0013] According to the above-mentioned attention calling device, attention calling method, and attention calling program, a possibility determination area is set on a cross road that intersects with the road of the vehicle, and whether or not there is a possibility of a collision is determined by determining whether or not there is another vehicle approaching the possibility determination area. Furthermore, the width direction range of the possibility determination area is variably set depending on at least one of the direction of right / left turn of the vehicle at the intersection (whether to turn left or right), the lane configuration of the cross road, and the width of the lanes of the cross road.

[0014] Therefore, compared to conventional warning devices in which the widthwise range of the possibility determination area is constant regardless of the direction of right or left turn of the vehicle at an intersection, the lane configuration of the intersecting road, and the width of the lanes of the intersecting road, this device can properly warn the driver about the possibility of the vehicle colliding with another vehicle when turning right or left at an intersection. [Mode of the invention]

[0015] In one aspect of the present invention, the control unit (driving assistance ECU 10) is configured to set (S40) the widthwise range of the possibility determination area (108) to the total width range (Wt) of the intersecting road (110) when the host vehicle (102) turns right at an intersection (106) of a road with left-hand traffic or turns left at an intersection of a road with right-hand traffic.

[0016] According to the above aspect, when the vehicle turns right at an intersection of a road with left-hand traffic or turns left at an intersection of a road with right-hand traffic, the widthwise range of the possibility determination area is set to the range of the entire width of the intersecting road. Therefore, when the vehicle turns right at an intersection of a road with left-hand traffic, it is possible to determine that there is a possibility of collision when there is another vehicle approaching the possibility determination area from the left. Also, when the vehicle turns left at an intersection of a road with right-hand traffic, it is possible to determine that there is a possibility of collision when there is another vehicle approaching the possibility determination area from the right. Therefore, compared to the case where the widthwise range of the possibility determination area is a part of the entire width of the intersecting road, it is possible to appropriately determine the possibility of collision between the vehicle and another vehicle and appropriately call attention to the possibility of collision regardless of the direction of right / left turn of the vehicle.

[0017] In another aspect of the present invention, the control unit (driving assistance ECU 10) is configured to set (S40) the widthwise range of the possibility determination area (108) to the full width range (Wt) of the intersecting road when the vehicle (102) is turning left at an intersection (106) of a road with left-hand traffic or turning right at an intersection of a road with right-hand traffic and the intersecting road (110) does not have a center line.

[0018] According to the above aspect, when the vehicle turns left at an intersection of a road with left-hand traffic or turns right at an intersection of a road with right-hand traffic and there is no center line on the crossing road, the widthwise range of the possibility determination area is set to the full width of the crossing road. Therefore, in both cases when the vehicle turns left at an intersection of a road with left-hand traffic or turns right at an intersection of a road with right-hand traffic, it is possible to determine that there is a possibility of a collision when there is another vehicle approaching the possibility determination area from the left or right. Therefore, compared to the case where the widthwise range of the possibility determination area is a part of the full width of the crossing road, it is possible to appropriately determine the possibility of a collision between the vehicle and another vehicle and appropriately warn about the possibility of a collision.

[0019] Furthermore, in another aspect of the present invention, when the host vehicle (102) turns left at an intersection (106) of a road with left-hand traffic or turns right at an intersection of a road with right-hand traffic and the intersecting road (110) is a road with multiple lanes on each side, the control unit (driving assistance ECU 10) is configured to set (S60) the widthwise range of the possibility determination area (108) to the widthwise range (Wd) of a lane (110A) and an adjacent lane (110B) in which the host vehicle is estimated to travel after making a right or left turn.

[0020] According to the above aspect, when the vehicle turns left at an intersection of a road with left-hand traffic or turns right at an intersection of a road with right-hand traffic and the intersecting road is a road with multiple lanes on one side, the widthwise range of the possibility determination area is set to the widthwise range of the lane in which the vehicle is estimated to travel after turning right or left and the lanes adjacent thereto. Therefore, compared to a case in which the widthwise range of the possibility determination area is set only to the widthwise range of the lane in which the vehicle is estimated to travel after turning right or left, it is possible to appropriately determine the possibility of the vehicle colliding with another vehicle and appropriately warn about the possibility of a collision.

[0021] Furthermore, in another aspect of the present invention, when the host vehicle (102) makes a left turn at an intersection (106) of a road with left-hand traffic or makes a right turn at an intersection of a road with right-hand traffic and the intersecting road (110) is a road with one lane in each direction (S50), if the width of the lane (110C) in which the host vehicle is estimated to travel after turning right or left is equal to or greater than a reference value (Wc) (S70), the control unit (driving assistance ECU 10) is configured to set the widthwise range of the possibility determination area (108) to the widthwise range (Wl) of the estimated lane (S80), and if the width of the lane in which the host vehicle is estimated to travel after turning right or left is less than the reference value, set the widthwise range of the possibility determination area to the widthwise range (Wl) of the estimated lane and a widthwise range (α) of a portion of the oncoming lane (110D) adjacent to the estimated lane (S90).

[0022] According to the above aspect, when the intersecting road is a one-way road and the width of the lane in which the vehicle is estimated to travel after turning right or left is equal to or greater than the reference value, the width direction range of the possibility determination area is set to the width direction range of the estimated lane, thereby making it possible to avoid setting the width direction range of the possibility determination area to an unnecessarily large width direction range.

[0023] According to the above aspect, when the intersecting road is a one-way road and the width of the lane in which the vehicle is estimated to travel after turning right or left is less than the reference value, the width direction range of the possibility determination area is set to the width direction range of the estimated lane and a part of the width direction range of the oncoming lane adjacent to the estimated lane. Therefore, compared to the case where the width direction range of the possibility determination area is set so as not to include the width direction range of the oncoming lane, it is possible to appropriately determine the possibility of the vehicle colliding with another vehicle and appropriately warn about the possibility of a collision.

[0024] Furthermore, in another aspect of the present invention, the control unit (driving assistance ECU 10) is configured to variably set the portion of the widthwise range (α) in accordance with the vehicle speed (V) of the host vehicle (102) when entering the intersection (106) such that the portion of the widthwise range (α) becomes larger as the vehicle speed (V) of the host vehicle (102) when entering the intersection (106) becomes higher.

[0025] When the host vehicle turns right or left at an intersection, the risk that part of the host vehicle will deviate from the lane in which the host vehicle will travel after turning right or left increases as the host vehicle's speed when entering the intersection increases.

[0026] According to the above aspect, the width direction range of the part is variably set according to the vehicle speed of the host vehicle when entering the intersection such that the width direction range of the part becomes larger as the vehicle speed of the host vehicle when entering the intersection increases. Therefore, compared to a case where the width direction range of the part is constant regardless of the vehicle speed of the host vehicle when entering the intersection, it is possible to appropriately determine the possibility of the host vehicle colliding with another vehicle and appropriately warn about the possibility of a collision.

[0027] Furthermore, in another aspect of the present invention, the partial widthwise range (α) is a range set according to the wheelbase of the host vehicle so that the larger the wheelbase of the host vehicle (102), the larger the range becomes.

[0028] When the host vehicle turns right or left at an intersection, the risk that a part of the host vehicle will go out of the lane in which the host vehicle is traveling after turning right or left due to an outer wheel difference or the like increases as the host vehicle wheelbase increases.

[0029] According to the above aspect, the widthwise range of the portion is set according to the wheelbase of the host vehicle so that the widthwise range of the portion is larger as the wheelbase of the host vehicle is larger. Therefore, compared to a case in which the widthwise range of the portion is constant regardless of the wheelbase of the host vehicle, it is possible to appropriately determine the possibility of the host vehicle colliding with another vehicle and appropriately warn about the possibility of a collision.

[0030] In this application, the road on which the vehicle travels before entering an intersection is referred to as the "vehicle road," and the road that crosses the vehicle road at the intersection is referred to as the "crossing road." Furthermore, the intersection is a place where the vehicle traveling on the vehicle road can turn right or left to move to the crossing road, and may be a crossroad, a T-junction, etc.

[0031] In the above description, in order to facilitate understanding of the present invention, the names and / or symbols used in the embodiments described below are added in parentheses to the configurations of the invention corresponding to those embodiments. However, each component of the present invention is not limited to the components of the embodiments corresponding to the names and / or symbols added in parentheses. Other objects, other features, and associated advantages of the present invention will be easily understood from the description of the embodiments of the present invention described below with reference to the drawings. [Brief description of the drawings]

[0032] [Figure 1] 1 is a schematic diagram showing a vehicle attention calling device according to an embodiment; [Diagram 2] 5 is a flowchart corresponding to an attention-attracting control program in a first embodiment for use in left-hand traffic countries; [Diagram 3] 10A to 10C are diagrams for explaining the operation of the first embodiment in cases where the host vehicle is turning right and where the direction of the right or left turn is unknown. [Figure 4]10A to 10C are diagrams for explaining the operation of the first embodiment when a vehicle makes a left turn onto an intersecting road without a center line. [Diagram 5] 10A and 10B are diagrams for explaining the operation of the first embodiment when the host vehicle makes a left turn onto an intersecting road with multiple lanes in each direction. [Figure 6] 13 is a diagram for explaining the operation of the first embodiment in the case where the vehicle makes a left turn onto an intersecting road with a single lane in each direction and the width of the lane of the intersecting road is equal to or larger than a reference value. FIG. [Figure 7] 11 is a diagram for explaining the operation of the first embodiment in the case where the vehicle makes a left turn onto an intersecting road with a single lane in each direction and the width of the lane of the intersecting road is less than a reference value. FIG. [Figure 8] FIG. 11 is a diagram for explaining that the outer wheel difference varies depending on the vehicle speed. [Figure 9] 10 is a flowchart corresponding to an attention drawing control program in a second embodiment for use in a right-hand traffic country; DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0033] DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS Hereinafter, a cruise control device according to an embodiment of the present invention will be described in detail with reference to the accompanying drawings.

[0034] As shown in Fig. 1, a cruise control device 100 according to an embodiment of the present invention is applied to a vehicle 102 and includes a driving assistance ECU 10. The vehicle 102 is an autonomous vehicle and includes a drive ECU 20, a braking ECU 30, an electric power steering ECU 40, and a meter ECU 50. ECU refers to an electronic control unit (Electronic Control Unit) that includes a microcomputer as a main component. In the following description, the electric power steering is referred to as EPS.

[0035] The microcomputer of each ECU includes a CPU, ROM, RAM, a readable / writable non-volatile memory (N / M), and an interface (I / F). The CPU realizes various functions by executing instructions (programs, routines) stored in the ROM. Furthermore, these ECUs are connected to each other via a Controller Area Network (CAN) 104 so that they can exchange data (communicate). Therefore, the detection values ​​of sensors (including switches) connected to a specific ECU are also sent to other ECUs.

[0036] The driving assistance ECU 10 is a central control device that performs driving control for driving assistance such as attention-call control and lane keeping control when the vehicle 102 travels through an intersection. In the embodiment, the driving assistance ECU 10 performs attention-call control when traveling through an intersection in cooperation with other ECUs, as will be described in detail later.

[0037] The driving assistance ECU 10 is connected to a camera sensor 12, a radar sensor 14, and a setting operation device 16. The camera sensor 12 and the radar sensor 14 each include a plurality of camera devices and a plurality of radar devices. The camera sensor 12 and the radar sensor 14 function as a target information acquisition device 18 that acquires target information around the vehicle 102.

[0038] Although not shown in the figure, each camera device of the camera sensor 12 includes a camera unit that captures images of the surroundings of the vehicle 102, and a recognition unit that analyzes image data captured by the camera unit to recognize targets such as white lines on the road and other vehicles. The recognition unit supplies information about the recognized targets to the driving assistance ECU 10 at predetermined time intervals.

[0039] Each radar device of the radar sensor 14 includes a radar transmission / reception unit and a signal processing unit (not shown). The radar transmission / reception unit emits millimeter-wave radio waves (hereinafter referred to as "millimeter waves") and receives millimeter waves (i.e., reflected waves) reflected by a three-dimensional object (e.g., another vehicle, a bicycle, etc.) present within the emission range. The signal processing unit supplies information indicating the distance between the vehicle and the three-dimensional object, the relative speed between the vehicle and the three-dimensional object, the relative position (direction) of the three-dimensional object with respect to the vehicle, etc. to the driving assistance ECU 10 at predetermined time intervals based on the phase difference between the transmitted millimeter waves and the received reflected waves, the attenuation level of the reflected waves, and the time from transmitting the millimeter waves to receiving the reflected waves. Note that a LiDAR (Light Detection And Ranging) may be used instead of or in addition to the radar sensor 14.

[0040] The setting operation device 16 is provided at a position operable by the driver, like a steering wheel (not shown in Fig. 1), and is adapted to be operated by the driver. Although not shown in Fig. 1, the setting operation device 16 includes a driving assistance switch. As will be described in detail later, when the driving assistance switch is on, the driving assistance ECU 10 executes attention-calling control when driving through an intersection.

[0041] The drive ECU 20 is connected to a drive device 22 that accelerates the vehicle 102 by applying a drive force to drive wheels 24. The drive ECU 20 normally controls the drive device 22 so that the drive force generated by the drive device 22 changes according to the driving operation by the driver, and when a command signal is received from the driving assistance ECU 10, the drive ECU 20 controls the drive device 22 based on the command signal.

[0042] A braking device 32 that applies a braking force to wheels 34 to decelerate the vehicle 102 is connected to the braking ECU 30. The braking ECU 30 normally controls the braking device so that the braking force generated by the braking device 32 changes according to the braking operation by the driver, and when it receives a command signal from the driving assistance ECU 10, it controls the braking device 32 based on the command signal to perform automatic braking.

[0043] Therefore, the brake ECU 30 and the brake device 32 cooperate with each other to function as an automatic braking device 36. When a braking force is applied to the wheels due to deceleration control when traveling around a curve, a brake lamp (not shown in FIG. 1) is turned on.

[0044] An alarm issuing device 52 that issues an alarm, a touch panel type display 54 that displays the status of control by the driving assistance ECU 10, and a speaker 56 that issues audio information are connected to the meter ECU 50. When the meter ECU 50 receives a command signal from the driving assistance ECU 10, the alarm issuing device 52, the display 54, and the speaker 56 are controlled by the meter ECU 50 based on the command signal, and function as a notification device 58 that notifies the driver.

[0045] The warning issuing device 52 includes a warning buzzer that issues an auditory warning. The warning buzzer issues a warning sound when it is determined that there is a possibility that the vehicle 102 will collide with another vehicle. The warning issuing device 52 may also include a visual warning issuing device such as a warning lamp, or a tactile warning issuing device that issues a tactile warning such as seat vibration.

[0046] The display 54 may be, for example, a multi-information display that displays meters and various information, or may be a display of a navigation device described later. The display 54 may be configured to display information regarding the possibility of a collision when it is determined that the vehicle 102 may collide with another vehicle.

[0047] The driving operation sensor 60 and the vehicle condition sensor 70 are also connected to the CAN 104. Information detected by the driving operation sensor 60 and the vehicle condition sensor 70 (called sensor information) is transmitted to the CAN 104. The sensor information transmitted to the CAN 104 can be used appropriately in each ECU. Note that the sensor information may be information of a sensor connected to a specific ECU and transmitted to the CAN 104 from the specific ECU.

[0048] The driving operation sensor 60 includes a driving operation amount sensor that detects the amount of operation of the accelerator pedal, a braking operation amount sensor that detects the master cylinder pressure or the depression force on the brake pedal, a brake switch that detects whether the brake pedal is operated, a steering angle sensor that detects the steering angle, a steering torque sensor that detects the steering torque, etc.

[0049] Furthermore, the driving operation sensor 60 includes a switch that detects the operation of a turn signal lever 62 that is operated when the driver wishes to change lanes, etc. When the turn signal lever 62 is set to the left turn position or the right turn position, the meter ECU 50 blinks the left and right turn signal lamps, not shown in FIG.

[0050] The vehicle condition sensor 70 includes a vehicle speed sensor that detects the vehicle speed V of the vehicle 102, a longitudinal acceleration sensor that detects the longitudinal acceleration of the vehicle, a lateral acceleration sensor that detects the lateral acceleration of the vehicle, and a yaw rate sensor that detects the yaw rate of the vehicle.

[0051] Furthermore, the navigation device 80 is also connected to the CAN 104. The navigation device 80 includes a GPS receiver that detects the position of the vehicle 102, a storage device that stores map information and road information, and a communication device that acquires the latest information on the map information and road information from an external device. In particular, the road information may include information on intersections, such as crossroads or T-junctions. Note that the navigation device 80 does not necessarily have to be provided.

[0052] Next, a first embodiment (FIGS. 2 to 8) for use in countries with left-hand traffic and a second embodiment (FIGS. 2 to 8) for use in countries with right-hand traffic A second embodiment (FIG. 9) which is an embodiment for use in the present invention will be described. [First embodiment]

[0053] In the first embodiment, the ROM of the driving assistance ECU 10 stores an attention calling program for driving through an intersection corresponding to the flowchart shown in Fig. 2, and the CPU executes the attention calling control according to the program. The attention calling method according to the first embodiment is executed by executing the attention calling control. In the following description, the attention calling control is referred to as the main control. <Attention Call Control When Traveling Through an Intersection in the First Embodiment>

[0054] Next, the attention calling control when traveling through an intersection in the first embodiment for countries where driving is on the left will be described with reference to the flowchart shown in Fig. 2. The attention calling control when traveling through an intersection according to the flowchart shown in Fig. 2 is repeatedly executed at predetermined time intervals by the CPU of the driving assistance ECU 10 when the driving assistance switch is on.

[0055] First, in step S10, the CPU acquires information about an intersection ahead of the vehicle based on image information captured by the camera sensor 12 of the target information acquisition device 18 and / or road information supplied from the navigation device 80. Furthermore, the CPU determines whether the vehicle 102 is about to enter an intersection without traffic lights or an intersection where a red traffic light on the road to which the vehicle is traveling is flashing. If a negative determination is made, the control returns to step S10, and if a positive determination is made, the control proceeds to step S20.

[0056] In addition, a positive judgment may be made when it is determined that the vehicle is approaching an intersection within a predetermined distance ahead of it or has stopped temporarily before the intersection based on the target information acquired by the target information acquisition device 18 and / or the road information and vehicle position information supplied from the navigation device 80.

[0057] In step S20, the CPU determines whether or not the vehicle 102 is about to turn left, for example, based on the setting position of the turn signal lever 62 and / or the blinking of the left turn signal lamp. If a negative determination is made, the control proceeds to step S40, and if a positive determination is made, the control proceeds to step S30.

[0058] In step S30, the CPU determines whether or not there is a center line on the intersecting road based on road information provided by the navigation device 80 and / or image information captured by the camera sensor 12. If a positive determination is made, the control proceeds to step S50, and if a negative determination is made, the control proceeds to step S40.

[0059] In step S40, the CPU obtains the total width Wt of the intersecting road based on the road information supplied from the navigation device 80 and / or the image information captured by the camera sensor 12. Furthermore, the CPU sets the widthwise range of the possibility determination area to the range of the total width Wt of the intersecting road, and then the control proceeds to step S100.

[0060] In step S50, the CPU determines whether or not the intersecting road is a road with one lane in each direction, based on road information provided by the navigation device 80 and / or image information captured by the camera sensor 12. If a positive determination is made, the control proceeds to step S70, and if a negative determination is made, the control proceeds to step S60.

[0061] In step S60, the CPU identifies the lane in which the vehicle 102 is estimated to travel after turning left and the lanes adjacent thereto, based on road information supplied from the navigation device 80 and / or image information captured by the camera sensor 12, and sets the widthwise range of the possibility determination area to the range of the width Wd of the identified multiple lanes, thereby setting the possibility determination area. After that, the control proceeds to step S100.

[0062] In step S70, the CPU obtains the lane width W of the intersecting road based on road information supplied from the navigation device 80 and / or image information captured by the camera sensor 12, and determines whether the lane width W of the intersecting road is less than a reference value Wc (a positive constant). If a positive determination is made, the control proceeds to step S90, and if a negative determination is made, the control proceeds to step S80. The reference value Wc may be set according to the vehicle width of the host vehicle so that it is larger as the vehicle width of the host vehicle is larger, or may be variably set according to the vehicle speed V so that it is larger as the vehicle speed V is higher.

[0063] In step S80, the CPU identifies the lane in which the vehicle 102 is estimated to travel after turning left, based on road information supplied from the navigation device 80 and / or image information captured by the camera sensor 12, and sets the possibility determination area by setting the width direction range of the possibility determination area to the identified lane width Wl. After that, the control proceeds to step S100.

[0064] In step S90, the CPU sets the width direction range of the possibility determination area to the sum Wl+α of the width direction range Wl of the estimated lane and a width direction range (additional width) α of a portion of the oncoming lane adjacent to the estimated lane, thereby setting the possibility determination area. Then, the control proceeds to step S100. α is a positive constant smaller than the width of a lane on a general road, but may be set according to the vehicle width of the host vehicle 102 so that it increases as the vehicle width of the host vehicle increases. Also, α may be variably set according to the vehicle speed V so that it increases as the vehicle speed V increases.

[0065] The range of the possibility determination area in the direction along the intersecting road (longitudinal range) set in steps S40, S60, S80, and S90 may be set to a range including at least the range of the intersection. For example, the longitudinal range may be set to a range from a position where the vehicle is first determined to be traveling along the intersecting road after turning left in the case of a left turn to a position where the vehicle is first determined to be traveling along the intersecting road after turning right in the case of a right turn, or a range including the range.

[0066] In step S100, the CPU determines whether or not a predetermined movement of the vehicle 102 at the intersection has been completed, based on the target information acquired by the target information acquisition device 18 and / or the road information and the position information of the vehicle 102 supplied from the navigation device 80. When a positive determination is made, this control is temporarily terminated, and when a negative determination is made, this control proceeds to step S110.

[0067] In addition, when the vehicle turns left or right at an intersection, it may be determined that the predetermined movement of the vehicle is completed, for example, when it is determined that the vehicle is traveling along the road on which it will travel after turning left or right. In addition, when the intersection is a crossroads and the vehicle travels straight through the intersection, it may be determined that the predetermined movement of the vehicle is completed, for example, when it is determined that the vehicle has substantially passed through the intersection.

[0068] In step S110, the CPU acquires the target information acquired by the target information acquisition device 18, and determines, based on the target information, whether or not there is another vehicle approaching the possibility determination area and it is necessary to issue a warning that there is a possibility of a collision. If a negative determination is made, the control returns to step S100, and if a positive determination is made, the control proceeds to step S120.

[0069] In step S120, the CPU operates the notification device 58 by outputting a command signal to the meter ECU 50, and displays a warning message such as "There is a vehicle approaching from the right" on the display 54. When there is a possibility that the vehicle will collide with another vehicle, in addition to the above display, the buzzer of the warning issuing device 52 may be activated to issue a warning sound. Furthermore, when there is a risk that the vehicle will collide with another vehicle, in addition to the above display, the speaker 56 may be activated to issue a voice warning such as "Watch out for a vehicle approaching from the right". <Operation of the First Embodiment>

[0070] Next, with reference to FIGS. 3 to 7, the operation of the first embodiment will be described when the host vehicle 102 makes a left turn and a right turn at various intersections (T-intersections). The operation of the first embodiment when the intersection is a crossroads is the same as the operation when the intersection is a T-intersection. In FIGS. 3 to 7, 106 indicates an intersection, and 108 indicates a possibility determination area. 110 indicates an intersecting road, and 112 indicates the host vehicle road on which the host vehicle 102 travels before entering the intersection 106. 114 indicates other vehicles that may collide with the host vehicle 102, and 116 indicates the center line of the intersecting road. <C1: When the host vehicle makes a right turn and when the direction of a right and left turn is unclear (FIG. 3)>

[0071] When the host vehicle 102 makes a right turn at the intersection 106 and when the direction of a right and left turn is unclear, in step S20, a negative determination is made, and in step S40, as shown in FIG. 3, the possibility determination area 108 is set such that the range in the width direction is the entire width Wt of the intersecting road 110.

[0072] Therefore, in a situation where the host vehicle 102 makes a right turn, when another vehicle 114 approaches the possibility determination area 108 from the left, and in a situation where the host vehicle makes a left turn, when another vehicle 114 approaches the possibility determination area 108 from the right, it can be determined that there is a possibility of a collision in either case. Thus, compared with the case where the range in the width direction of the possibility determination area 108 is a part of the entire width of the intersecting road 110, the possibility of the host vehicle colliding with another vehicle can be appropriately determined, and an appropriate warning can be given regarding the possibility of a collision. <C2: When the host vehicle makes a left turn onto an intersecting road without a center line (FIG. 4)>

[0073] When the host vehicle 102 makes a left turn at the intersection 106 onto the intersecting road 110 without a center line, an affirmative determination is made in step S20, but a negative determination is made in step S30. Therefore, in step S40, as shown in FIG. 4, the possibility determination area 108 is set such that the range in the width direction is the entire width Wt of the intersecting road 110, similar to case C1.

[0074] Accordingly, in a situation where the host vehicle makes a left turn and another vehicle 114 approaches the possibility determination area 108 from the right, it can be determined that there is a possibility of a collision. Also, in a situation where the host vehicle makes a left turn beyond the center of the intersecting road and another vehicle 114 approaches the possibility determination area 108 from the left, it can also be determined that there is a possibility of a collision. Therefore, compared to the case where the range in the width direction of the possibility determination area 108 is a partial range of the entire width of the intersecting road 110, the possibility of the host vehicle colliding with another vehicle can be appropriately determined, and appropriate warning can be given regarding the possibility of a collision. <C3: When the host vehicle makes a left turn onto an intersecting road with multiple lanes on one side (FIG. 5)>

[0075] When the host vehicle 102 makes a left turn at the intersection 106 onto the intersecting road 110 with multiple lanes on one side, affirmative determinations are made in steps S20 and S30, but a negative determination is made in step S50. Therefore, in step S60, the lane 110A where the host vehicle 102 is presumed to travel after making the left turn and the lane 110B adjacent thereto are specified. Further, as shown in FIG. 5, the possibility determination area 108 is set such that the range in the width direction is the width Wd of the two specified lanes 110A and 110B.

[0076] Therefore, when the range in the width direction of the possibility determination area 108 is set only to the range in the width direction of the lane in which the host vehicle 102 is estimated to travel after making a left turn, the possibility of the host vehicle colliding with other vehicles traveling in the adjacent lane when the host vehicle protrudes into the adjacent lane and makes a left turn can be increased. Thus, compared to the case where the range in the width direction of the possibility determination area is only the range in the width direction of the lane in which the host vehicle is estimated to travel after making a left turn, the possibility of the host vehicle colliding with other vehicles can be appropriately determined, and appropriate warnings can be given regarding the possibility of a collision. <C4: When the host vehicle makes a left turn onto an intersection road with a single lane on one side and the width of the lane on the intersection road is equal to or greater than the reference value (Fig. 6)>

[0077] As shown in Fig. 6, when the host vehicle makes a left turn onto an intersection road with a single lane on one side and the width W of the lane on the intersection road is equal to or greater than the reference value Wc, an affirmative determination is made in step S50, but a negative determination is made in step S70. Therefore, in step S80, the lane 110C in which the vehicle 102 is estimated to travel after making a left turn is specified, and the possibility determination area 108 is set so that the range in the width direction becomes the width Wl of the specified lane 110C.

[0078] Therefore, when the width W of the lane on the intersection road is large, even if the host vehicle makes a left turn while描绘 a bulging trajectory, the risk of the host vehicle protruding from the lane is low, so the range in the width direction of the possibility determination area 108 does not need to exceed the range in the width direction of the lane in which the vehicle is estimated to travel after making a left turn. Since the range in the width direction of the possibility determination area 108 is set to the range in the width direction of the lane in which the vehicle is estimated to travel after making a left turn, it is possible to avoid setting the range in the width direction of the possibility determination area to an unnecessarily large range. <C5: When the host vehicle makes a left turn onto an intersection road with a single lane on one side and the width of the lane on the intersection road is less than the reference value (Fig. 7)>

[0079] 7, when the vehicle is turning left onto a single-lane intersecting road and the lane width W of the intersecting road is less than the reference value Wc, the positive determination is made in steps S50 and S70. Therefore, in step S90, the possibility determination area 108 is set so that the widthwise range is the sum Wl+α of the width Wl of the intersecting road lane 110C and the additional width α that is a part of the oncoming lane 110D.

[0080] Therefore, for example, even if the vehicle widens to make a left turn so that the outside wheel difference becomes large, if there is another vehicle traveling in the oncoming lane approaching the possibility determination area from the left, the possibility of a collision can be determined. Therefore, compared to a case in which the width direction range of the possibility determination area is set so as not to include the width direction range of the oncoming lane, it is possible to appropriately determine the possibility of the vehicle colliding with another vehicle and appropriately warn about the possibility of a collision.

[0081] For example, as shown by the solid line in Fig. 8, when the vehicle speed V of the host vehicle 102 is low, the outside wheel difference, i.e., the difference between the trajectory 118F of the front wheel on the outside of the turn and the trajectory 118R of the rear wheel on the outside of the turn, is small. In contrast, as shown by the dashed line in Fig. 8, when the vehicle speed V of the host vehicle 102 is high or the wheelbase is large, the outside wheel difference becomes large, and the host vehicle is more likely to deviate from the lane 110C when turning left. Second Embodiment

[0082] In the second embodiment, the ROM of the driving assistance ECU 10 stores an attention calling control program for driving through an intersection corresponding to the flowchart shown in Fig. 9, and the CPU executes the attention calling control according to the program. The attention calling method according to the second embodiment is executed by executing the attention calling control. <Attention Call Control When Traveling Through an Intersection in the Second Embodiment>

[0083] Next, the attention calling control when traveling through an intersection in the second embodiment for countries where driving is on the right will be described with reference to the flowchart shown in Fig. 9. The attention calling control when traveling through an intersection according to the flowchart shown in Fig. 9 is repeatedly executed at predetermined time intervals by the CPU of the driving assistance ECU 10 when the driving assistance switch is on.

[0084] As can be seen from a comparison between FIG. 9 and FIG. 2, steps S210 to S320 are executed in the same manner as steps S10 to S120, respectively, except that the left and right are reversed from those in the first embodiment.

[0085] Therefore, according to the second embodiment, in countries where traffic is on the right, in cases similar to cases C1 to C5 above where the vehicle turns left or right at an intersection, it is possible to obtain the same effects as those described above, except that the left and right are reversed.

[0086] As can be seen from the above explanation, according to the first and second embodiments, the widthwise range of the possibility judgment area is variably set depending on at least one of the direction of right / left turn of the vehicle at the intersection, the lane configuration of the intersecting road, and the width of the lanes of the intersecting road.

[0087] Therefore, compared to conventional warning devices in which the widthwise range of the possibility judgment area is constant regardless of the direction of right or left turn of the vehicle at the intersection, the lane configuration of the intersecting road, and the width of the lanes of the intersecting road, this device can properly warn the driver about the possibility of the vehicle colliding with another vehicle when turning right or left at an intersection.

[0088] In addition, according to a preferred aspect of the first and second embodiments, the range of the additional width α is variably set according to the vehicle speed of the vehicle when entering the intersection, so that the range of the additional width α becomes larger as the vehicle speed of the vehicle when entering the intersection is higher.

[0089] Therefore, compared to a case where the range of the additional width α is constant regardless of the vehicle speed when the vehicle enters the intersection, it is possible to properly determine the possibility of the vehicle colliding with another vehicle and to properly warn the driver about the possibility of a collision.

[0090] According to a preferred aspect of the first and second embodiments, the range of the additional width α is set according to the wheelbase of the host vehicle so that the range is larger as the wheelbase of the host vehicle 102 is larger. Therefore, compared to a case where the range of the additional width α is constant regardless of the wheelbase of the host vehicle, it is possible to appropriately determine the possibility of the host vehicle colliding with another vehicle and appropriately warn about the possibility of a collision.

[0091] Although the present invention has been described in detail with respect to specific embodiments, the present invention is not limited to the above-described embodiments, and it will be apparent to those skilled in the art that various other embodiments are possible within the scope of the present invention.

[0092] For example, in the first and second embodiments described above, when it is determined in steps S30 and S230 that the intersecting road does not have a center line, the widthwise range of the possibility determination area is set to the total width Wt of the intersecting road in steps S40 and S240. However, the widthwise range of the possibility determination area may be set to a range that includes a part of the oncoming lane and is smaller than the total width Wt of the intersecting road.

[0093] In the first and second embodiments described above, when it is determined in steps S50 and S250 that the intersecting road is a one-way lane road, the widthwise range of the possibility determination area is set to the range of the width Wd of the multiple lanes in steps S60 and S260. However, the widthwise range of the possibility determination area may be set to the width of the lane 110A in which the vehicle 102 is estimated to travel after turning right or left and a part of the width of the adjacent lane 110B (on the side of the lane 110A).

[0094] In the first and second embodiments described above, when the width W of the lane of the intersecting road is equal to or larger than the reference value Wc and a negative determination is made in step S70, the widthwise range of the possibility determination area is set to the width Wl of the lane 110A in step S80. However, the widthwise range of the possibility determination area may be set to the width of the lane 110A in which the vehicle 102 is estimated to travel after turning right or left and a part of the width of the adjacent lane 110B (on the side of the lane 110A).

[0095] Furthermore, in the above-described embodiment, a first embodiment for countries with driving on the left and a second embodiment for countries with driving on the right can be implemented, but one of the first and second embodiments may be omitted depending on the country to which the present invention is applied. [Explanation of symbols]

[0096] 10...driving assistance ECU, 12...camera sensor, 14...radar sensor, 18...target detection device, 22...driving device, 32...braking device, 58...notification device, 100...attention calling device, 102...own vehicle, 106...intersection, 108...possibility determination area, 110...crossing road, 114...other vehicle

Claims

1. An attention-attention device including a notification device, a target information acquisition device that acquires information on targets around a vehicle, and a control unit that is configured to activate the notification device to issue an attention-attention when it is determined that there is a possibility of a collision between the vehicle and another vehicle based on the target information acquired by the target information acquisition device, the control unit is configured to acquire information on an intersection ahead of the vehicle, set a possibility determination area extending along a cross road that crosses the road of the vehicle, and determine whether or not there is a possibility of a collision by determining whether or not there is another vehicle approaching the possibility determination area; Furthermore, the control unit is configured to variably set the widthwise range of the possibility determination area depending on at least one of the right / left turn direction of the vehicle at the intersection, the lane configuration of the intersecting road, and the width of the lanes of the intersecting road.

2. 2. The warning device according to claim 1, wherein the control unit is configured to set the widthwise range of the possibility determination area to the full width of the intersecting road when the vehicle is turning right at an intersection on a road with left-hand traffic or turning left at an intersection on a road with right-hand traffic.

3. 3. The warning device according to claim 2, wherein the control unit is configured to set the widthwise range of the possibility determination area to the full width of the intersecting road when the vehicle is turning left at an intersection of a road with left-hand traffic or turning right at an intersection of a road with right-hand traffic and when the intersecting road does not have a center line.

4. 4. The warning device according to claim 3, wherein the control unit is configured to set the widthwise range of the possibility determination area to the widthwise range of the lane in which the vehicle is estimated to travel after turning right or left and the adjacent lanes when the vehicle is turning left at an intersection on a road with left-hand traffic or turning right at an intersection on a road with right-hand traffic and the intersecting road is a road with multiple lanes on one side.

5. 2. The attention calling device according to claim 1, wherein the control unit, when the host vehicle is turning left at an intersection of a road with left-hand traffic or turning right at an intersection of a road with right-hand traffic and the intersecting road is a road with one lane in each direction, When the width of the lane in which the vehicle is estimated to travel after turning right or left is equal to or larger than a reference value, the width direction range of the possibility determination area is set to the width direction range of the estimated lane, When the width of the lane in which the vehicle is estimated to travel after turning right or left is less than the reference value, the width direction range of the possibility determination area is set to the width direction range of the estimated lane and a width direction range of a part of the oncoming lane adjacent to the estimated lane. The attention calling device is configured to:

6. 6. The warning device according to claim 5, wherein the control unit is configured to variably set the widthwise range of the portion in accordance with the vehicle speed of the vehicle when entering the intersection, so that the widthwise range of the portion becomes larger as the vehicle speed of the vehicle when entering the intersection is higher.

7. 6. The attention calling device according to claim 5, wherein the partial widthwise range is a range set in accordance with a wheel base of the host vehicle so as to become larger as the wheel base of the host vehicle becomes larger.

8. 1. A method for issuing a warning including the steps of: acquiring information on targets around a vehicle; and, when it is determined based on the acquired information on the targets that there is a possibility of a collision between the vehicle and another vehicle, activating a notification device to issue a warning, The warning method further includes a step of acquiring information about an intersection ahead of the vehicle, a step of setting a possibility determination area extending along a cross road that crosses the road of the vehicle, and a step of determining whether or not there is a possibility of a collision by determining whether or not there is another vehicle approaching the possibility determination area, This is an attention warning method in which, in the step of setting the possibility judgment area, the widthwise range of the possibility judgment area is variably set depending on at least one of the right / left turn direction of the vehicle at the intersection, the lane configuration of the intersecting road, and the width of the lanes of the intersecting road.

9. 1. An attention calling program including a step of acquiring information on targets around a vehicle, and activating a notification device to call attention when it is determined that there is a possibility of a collision between the vehicle and another vehicle based on the acquired information on the targets, The attention calling program further includes a step of acquiring information on an intersection ahead of the vehicle, a step of setting a possibility determination area extending along a cross road that crosses the road of the vehicle, and a step of determining whether or not there is a possibility of a collision by determining whether or not there is another vehicle approaching the possibility determination area, In the step of setting the possibility judgment area, the widthwise range of the possibility judgment area is variably set depending on at least one of the direction of right or left turn of the vehicle at the intersection, the lane configuration of the intersecting road, and the width of the lanes of the intersecting road, a warning program.

Images