Driving support apparatus for vehicle

Abstract

To provide a driving support device of a vehicle capable of performing automatic lighting of a direction indicator securing safety while securing convenience of a driver.SOLUTION: CP _ ECU25 guides the host vehicle M to change lanes (or turn right or left) on the basis of the traveling environmental information, and causes the direction indicator 30 to automatically blink when it is determined that the driver has checked a check area in which safety needs to be checked at the time of lane change (or turn right or left) until a set time elapses after the lane change is guided.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to a driving assistance device for a vehicle that provides driving assistance when the vehicle is traveling and steering is required, such as when changing lanes or turning right or left. [Background technology]

[0002] In recent years, many vehicles, such as automobiles, are equipped with driving assistance devices. Driving assistance devices basically realize driving assistance control by being equipped with an adaptive cruise control (ACC) function, an active lane keep centering (ALKC) control function, etc. Through such driving assistance control, the driving assistance device realizes a reduction in the burden on the driver in driving operations and an improvement in safety during driving.

[0003] Furthermore, various technologies have been proposed for driving assistance devices with the aim of further improving convenience, etc. For example, Patent Document 1 discloses a technology that detects a driver's deceleration operation before or near an intersection, and automatically turns on a turn signal in the direction intended by the driver when it is detected that the vehicle is traveling on either the left or right side of the road. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2001-18708 Summary of the Invention [Problem to be solved by the invention]

[0005] However, the technology disclosed in the above-mentioned Patent Document 1 is a technology that mainly automatically turns on the turn signal based on the driving state of the vehicle. Therefore, with the technology disclosed in Patent Document 1, there is a risk that the turn signal may be automatically turned on without considering the safety of surrounding vehicles, etc.

[0006] An object of the present invention is to provide a driving assistance device for a vehicle that can automatically turn on a turn signal while ensuring convenience for the driver and safety. [Means for solving the problem]

[0007] A vehicle driving assistance device according to one aspect of the present invention comprises a driving environment recognition means for recognizing driving environment information outside the vehicle, a monitoring means for monitoring the driver's line of sight, a steering guidance means for guiding steering accompanied by flashing of the vehicle's turn indicators based on the driving environment information, and a flashing control means for automatically flashing the turn indicators when it is determined that the driver has seen a confirmation area requiring safety confirmation when steering within a set time period after the steering guidance.

[0008] In addition, a vehicle driving assistance device according to another aspect of the present invention includes a driving environment recognition unit that recognizes driving environment information outside the vehicle, a monitoring unit that monitors the driver's line of sight, and a processor, wherein the processor guides steering that involves flashing the turn indicators of the vehicle based on the driving environment information, and automatically flashes the turn indicators when it determines that the driver has seen a confirmation area that requires safety confirmation when steering within a set time period after the steering guidance. [Effects of the Invention]

[0009] According to the vehicle driving assistance device of the present invention, it is possible to automatically turn on the turn signal while ensuring convenience for the driver and safety. [Brief explanation of the drawings]

[0010] [Figure 1] Overall configuration diagram showing a vehicle driving assistance device [Figure 2] An explanatory diagram showing the confirmation area when flashing a turn signal [Figure 3] Flowchart showing the turn signal blinking control routine for lane changes (part 1) [Figure 4] Flowchart showing the turn signal blinking control routine for lane changes (part 2) [Figure 5] Flowchart showing the blinking control routine for turn signals when turning right or left (part 1) [Figure 6] Flowchart showing the blinking control routine for turn signals when turning right or left (part 2) [Figure 7] A chart showing the relationship between the timing of viewing and the evaluation points for each confirmation area [Figure 8] A chart showing the relationship between the timing of viewing and the evaluation points for each confirmation area DETAILED DESCRIPTION OF THE INVENTION

[0011] An embodiment of one aspect of the present invention will be described in detail below with reference to the drawings. Note that in the drawings used in the following description, each component is shown at a different scale so that it can be recognized. Therefore, the present invention is not limited to the number of components, the shapes of the components, the size ratios of the components, and the relative positional relationships of the components shown in these drawings.

[0012] 1, the driving assistance device 1 has a camera unit 10. The camera unit 10 is fixed to the center of the front and upper part of the interior of the vehicle (host vehicle) M, for example.

[0013] The camera unit 10 includes a stereo camera 11, an image processing unit (IPU) 12, an image recognition unit (image recognition_ECU) 13, and a driving control unit (driving_ECU) 14.

[0014] The stereo camera 11 has a main camera 11a and a sub-camera 11b. The main camera 11a and the sub-camera 11b are configured with imaging elements such as CMOS. The main camera 11a and the sub-camera 11b are arranged at symmetrical positions across the center of the host vehicle M in the vehicle width direction.

[0015] The main camera 11a and the sub-camera 11b capture stereo images of the driving environment outside the vehicle from different viewpoints. The imaging cycles of the main camera 11a and the sub-camera 11b are synchronized with each other.

[0016] The IPU 12 performs predetermined image processing on the driving environment images captured by the stereo camera 11. As a result, the IPU 12 detects the edges of various objects, such as three-dimensional objects and road markings, displayed on the images. The IPU 12 then calculates distance information from the positional deviation of corresponding edges on the left and right images. As a result, the IPU 12 generates image information (distance image information) that includes distance information.

[0017] The image recognition_ECU 13 calculates the road curvature [1 / m] of the dividing lines that divide the left and right sides of the lane (host vehicle travel path) on which the host vehicle M is traveling, and the width between the left and right dividing lines (lane width), based on the distance image information received from the IPU 12. The image recognition_ECU 13 also calculates the road curvature and the width between the left and right dividing lines of the dividing lines that divide the left and right sides of lanes adjacent to the lane on which the host vehicle M is traveling.

[0018] Furthermore, the image recognition_ECU 13 performs predetermined pattern matching on the distance image information, thereby recognizing three-dimensional objects such as guardrails, curbs, medians, and surrounding vehicles that extend along the road. When recognizing a three-dimensional object, the image recognition_ECU 13 also recognizes additional information such as the type of the three-dimensional object, the distance to the three-dimensional object, the speed of the three-dimensional object, and the relative speed between the three-dimensional object and the vehicle M.

[0019] Then, the image recognition_ECU 13 outputs the recognized various information to the traveling_ECU 14 as traveling environment information.

[0020] Thus, in this embodiment, the image recognition_ECU 13, together with the stereo camera 11 and the IPU 12, corresponds to a specific example of a driving environment recognition means (driving environment recognition unit) that recognizes driving environment information outside the vehicle.

[0021] The traveling_ECU 14 is a control unit for controlling the driving assistance device 1 in an integrated manner.

[0022] This traveling_ECU 14 is connected to various control units, such as a cockpit control unit (CP_ECU) 21, an engine control unit (E / G_ECU) 22, a transmission control unit (T / M_ECU) 23, a brake control unit (BK_ECU) 24, and a power steering control unit (PS_ECU) 25, via an in-vehicle communication line such as a CAN (Controller Area Network).

[0023] In addition, the travel_ECU 14 is connected with various sensors, such as a locator unit 36, a left front side sensor 37lf, a right front side sensor 37rf, a left rear side sensor 37lr, and a right rear side sensor 37rr.

[0024] A human-machine interface (HMI) 31 disposed around the driver's seat is connected to the CP_ECU 21. The HMI 31 includes, for example, an operation switch 31a, a driver monitoring system (DMS) 31b, a microphone 31c, a display device 31d, a speaker 31e, and a turn signal switch 31f.

[0025] Here, the operation switch 31a is a switch for switching the driving mode, setting and executing various driving assistance controls, and the like.

[0026] In this embodiment, the DMS 31b corresponds to a specific example of a monitoring means (monitoring unit). The DMS 31b performs face authentication of the driver. Furthermore, the DMS 31b can also monitor the line of sight, facial expression, etc. of the driver whose face has been authenticated.

[0027] The microphone 31c collects sounds from within the vehicle cabin, thereby detecting sounds emitted by the driver and the like.

[0028] The display device 31d displays various information related to driving assistance control etc. to the driver etc. It is desirable that the display device 31d is configured, for example, as a touch panel display that allows input operations by the driver etc.

[0029] The speaker 31e notifies the driver and the like of various information relating to driving assistance control and the like by voice.

[0030] The turn indicator switch 31f is a switch for causing the turn indicator 30 of the host vehicle M to flash in response to an operation input by the driver.

[0031] When the CP_ECU 21 receives a control signal from the travel_ECU 14, it appropriately notifies the driver of various warnings for preceding vehicles, the implementation status of driving assistance control, and various information related to the traveling environment of the host vehicle M. Such notifications are made by display using the display device 31d and audio output using the speaker 31e.

[0032] Furthermore, the CP_ECU 25 outputs various types of input information input by the driver using the operation switch 31a, etc. to the traveling_ECU 14. For example, the CP_ECU 25 outputs various types of input information to the traveling_ECU 14, such as the ON / OFF operation state of various driving assistance controls, the set vehicle speed (set vehicle speed) Vs for the host vehicle M, the operation state of the turn signal switch 31f, etc.

[0033] Furthermore, the CP_ECU 25 performs automatic blinking control on the direction indicators 30 of the host vehicle M. That is, the CP_ECU 25 determines whether to automatically blink the direction indicators 30 for right or left turns, based on, for example, the driver's line of sight information detected by the DMS 31b. Then, when it is determined that the direction indicators 30 should be automatically blinked, the CP_ECU 25 automatically blinks the direction indicators 30. Furthermore, the CP_ECU 25 outputs the determination result that the direction indicators 30 should be automatically blinked to the traveling_ECU 14. The automatic blinking control of the direction indicators 30 by the CP_ECU 25 will be described in detail later.

[0034] The output side of the E / G_ECU 22 is connected to a throttle actuator 32 of an electronically controlled throttle, etc. The input side of the E / G_ECU 22 is connected to various sensors such as an accelerator sensor (not shown).

[0035] The E / G_ECU 22 controls the operation of the throttle actuator 32 based on a control signal from the travel_ECU 14 or detection signals from various sensors. In this way, the E / G_ECU 22 adjusts the amount of intake air into the engine to generate a desired engine output. The E / G_ECU 22 also outputs signals such as the accelerator opening detected by the various sensors to the travel_ECU 14.

[0036] An output side of the T / M_ECU 23 is connected to a hydraulic control circuit 33. Furthermore, various sensors such as a shift position sensor (not shown) are connected to an input side of the T / M_ECU 23. The T / M_ECU 23 performs hydraulic control for the hydraulic control circuit 33 based on an engine torque signal estimated by the E / G_ECU 22 and detection signals from various sensors. As a result, the T / M_ECU 23 operates friction engagement elements, pulleys, and the like provided in the automatic transmission, and shifts the engine output at a desired gear ratio. Furthermore, the T / M_ECU 23 outputs signals such as the shift position detected by the various sensors to the travel_ECU 14.

[0037] A brake actuator 34 is connected to the output side of the BK_ECU 24. The brake actuator 34 adjusts the brake fluid pressure output to the brake wheel cylinders provided on each wheel. In addition, various sensors such as a brake pedal sensor, a yaw rate sensor, a longitudinal acceleration sensor, and a vehicle speed sensor (not shown) are connected to the input side of the BK_ECU 24.

[0038] The BK_ECU 24 performs drive control on the brake actuator 34 based on control signals from the travel_ECU 14 or detection signals from various sensors. As a result, the BK_ECU 24 appropriately generates braking force on each wheel to perform forced braking control, yaw rate control, etc. on the host vehicle M. In addition, the BK_ECU 24 outputs signals of the brake operation state, yaw rate, longitudinal acceleration, vehicle speed (host vehicle speed), etc. detected by the various sensors to the travel_ECU 14.

[0039] An electric power steering motor 35 is connected to the output side of the PS_ECU 25. The electric power steering motor 35 applies steering torque to the steering mechanism by the rotational force of the motor. In addition, various sensors such as a steering torque sensor and a steering angle sensor are connected to the input side of the PS_ECU 25.

[0040] The PS_ECU 25 controls the drive of the electric power steering motor 35 based on control signals from the travel_ECU 14 or detection signals from various sensors. As a result, the PS_ECU 25 generates a steering torque for the steering mechanism. The PS_ECU 25 also outputs signals of the steering torque, steering angle, etc. detected by the various sensors to the travel_ECU 14.

[0041] The locator unit 36 ​​includes a GNSS sensor 36a, a high-precision road map database (road map DB) 36b, and a communicator 36c.

[0042] The GNSS sensor 36a receives positioning signals transmitted from a plurality of positioning satellites, thereby determining the position (latitude, longitude, altitude, etc.) of the host vehicle M.

[0043] The road map DB 36b is a large-capacity storage medium such as an HDD. High-precision road map information (dynamic map) is stored in this road map DB 36b. The road map information includes, for example, lane data required for autonomous driving, such as lane width data, lane center position coordinate data, lane travel azimuth data, and speed limit data. The lane data is stored at intervals of several meters for each lane on the road map. For example, based on a request signal from the traveling_ECU 14, the road map DB 36b outputs road map information of a set range based on the vehicle position measured by the GNSS sensor 36a to the traveling_ECU 14 as traveling environment information.

[0044] The communicator 36c receives various types of traffic information transmitted from a Vehicle Information Communication System (VICS (registered trademark)) or the like, for example, by road-to-vehicle communication. The communicator 36c can also receive various types of traffic information transmitted from surrounding vehicles, for example, by vehicle-to-vehicle communication. The traffic information received by the communicator 36c includes, for example, congestion information, road restriction information due to accidents, weather, etc.

[0045] Thus, in this embodiment, the road map DB 36b, together with the GNSS sensor 36a and the communication device 36c, corresponds to a specific example of a driving environment recognition means (driving environment recognition unit) that recognizes driving environment information outside the vehicle.

[0046] The left front side sensor 37lf and the right front side sensor 37rf are configured, for example, by millimeter-wave radar. These left front side sensor 37lf and right front side sensor 37rf are disposed, for example, on the left and right sides of the front bumper, respectively. The left front side sensor 37lf and the right front side sensor 37rf detect, as driving environment information, three-dimensional objects present in areas diagonally forward and to the left and right and to the sides of the vehicle M, which are difficult to recognize in images from the stereo camera 11.

[0047] The left rear side sensor 37lr and the right rear side sensor 37rr are configured, for example, by millimeter-wave radars. These left rear side sensor 37lr and right rear side sensor 37rr are disposed, for example, on the left and right sides of the rear bumper, respectively. The left rear side sensor 37lr and the right rear side sensor 37rr detect, as driving environment information, three-dimensional objects present in areas diagonally to the left and right sides and rear of the vehicle M that are difficult to recognize with the left front side sensor 37lf and the right front side sensor 37rf.

[0048] Here, when each radar is configured as a millimeter wave radar, the millimeter wave radar mainly detects three-dimensional objects such as adjacent vehicles and following vehicles by analyzing the waves reflected from the objects in response to the output radio waves. Specifically, each radar detects information about the three-dimensional object, such as the width of the three-dimensional object, the position of a representative point of the three-dimensional object (the relative position with respect to the vehicle M), and the speed.

[0049] Thus, in this embodiment, the left front side sensor 37lf, the right front side sensor 37rf, the left rear side sensor 37lr, and the right rear side sensor 37rr correspond to a specific example of a driving environment recognition means (driving environment recognition unit) that recognizes driving environment information outside the vehicle.

[0050] In addition, the coordinates of each object outside the vehicle contained in the driving environment information recognized by the image recognition_ECU 13, the locator unit 36, the left front side sensor 37lf, the right front side sensor 37rf, the left rear side sensor 37lf, and the right rear side sensor 37rr are all converted in the driving_ECU 14 into coordinates of a three-dimensional coordinate system (see Figure 2) with the center of the vehicle M as the origin, for example.

[0051] The driving modes set in the traveling_ECU 14 are a manual driving mode, a first driving control mode and a second driving control mode which are modes for driving control, and an evacuation mode. These driving modes can be selectively switched in the traveling_ECU 14 based on, for example, the operation status of the operation switch 31a.

[0052] Here, the manual driving mode is a driving mode that requires the driver to maintain steering, i.e., the manual driving mode is a driving mode in which the host vehicle M is driven according to driving operations such as steering, accelerator, and brake operations by the driver.

[0053] Similarly, the first driving control mode is a driving mode that requires the driver to maintain steering. That is, the first driving control mode is a so-called semi-automatic driving mode in which the host vehicle M is driven while reflecting the driving operation by the driver. This first driving control mode is realized, for example, by the driving_ECU 14 outputting various control signals to the E / G_ECU 22, the BK_ECU 24, and the PS_ECU 25. In the first driving control mode, mainly, adaptive cruise control (ACC), active lane keep centering control (ALKC), active lane keep bouncing control (ALKB), etc. are appropriately combined. This enables the host vehicle M to drive along the target driving route.

[0054] Here, the following inter-vehicle distance control is basically performed based on the traveling environment information input from the image recognition_ECU 13 and the like.

[0055] More specifically, when the image recognition_ECU 14 or the like does not recognize a preceding vehicle ahead of the host vehicle M, the traveling_ECU 14 performs constant speed traveling control as part of the following inter-vehicle distance control. In this constant speed traveling control, the traveling_ECU 14 performs acceleration / deceleration control on the host vehicle M, using a set vehicle speed input by the driver as a target vehicle speed. In this way, the traveling_ECU 14 maintains the vehicle speed of the host vehicle M at the set vehicle speed.

[0056] On the other hand, when the image recognition_ECU 13 or the like recognizes a preceding vehicle ahead of the host vehicle M, the traveling_ECU 14 performs follow-up running control as part of the follow-up inter-vehicle distance control. In this follow-up running control, the traveling_ECU 14 sets a target inter-vehicle distance based on the vehicle speed etc. of the preceding vehicle, and performs acceleration / deceleration control to maintain the target inter-vehicle distance.

[0057] Furthermore, the lane centering control and lane departure suppression control are basically performed based on driving environment information input from at least one of the image recognition_ECU 13 and the locator unit 36. That is, the driving_ECU 14 sets a target travel path along the left and right lane markings in the center of the lane in which the host vehicle is traveling, based on, for example, lane marking information included in the driving environment information. Then, the driving_ECU 14 performs feedforward control and feedback control of steering based on the target travel path, thereby keeping the host vehicle M in the center of the lane.

[0058] The second driving control mode is a driving mode in which the host vehicle M is driven without the driver needing to maintain steering, operate the accelerator, or operate the brakes. In other words, the second driving control mode is a so-called automatic driving mode in which the host vehicle M is driven autonomously without the driver needing to perform any driving operation. This second driving control mode is realized, for example, by the driving_ECU 14 outputting various control signals to the E / G_ECU 22, the BK_ECU 24, and the PS_ECU 25. In the second driving control mode, a preceding vehicle following control, a lane centering control, a lane departure prevention control, etc. are mainly performed in appropriate combination. This enables the host vehicle M to drive according to a target route (route map information).

[0059] The evacuation mode is a mode for automatically stopping the host vehicle M on a shoulder strip, etc. This evacuation mode is executed, for example, when, while traveling in the second driving control mode, it becomes impossible to continue traveling in that mode and the driver cannot take over driving operation (i.e., when it is not possible to transition to the manual driving mode or the first driving control mode).

[0060] In addition, in each of the above-mentioned driving modes, the driving_ECU 14 can appropriately perform emergency braking control (autonomous emergency braking (AEB)) etc. against obstacles such as vehicles that are likely to collide with the vehicle M.

[0061] The emergency brake control is basically a control for avoiding a collision with an obstacle present ahead of the host vehicle M on the target travel path by braking.

[0062] When performing this emergency brake control, the travel_ECU 14 calculates, for example, a predicted time of collision with an obstacle, and then performs brake control in stages based on a result of comparing the predicted time of collision with a preset threshold value.

[0063] Furthermore, when the first driving control mode or the second driving control mode is selected, the traveling_ECU 14 performs lane change control as necessary. In this lane change control, the traveling_ECU 14 sets a target lateral position to the center of the adjacent lane, for example. The traveling_ECU 14 also sets a target trajectory for moving the host vehicle M to the target lateral position. The traveling_ECU 14 then performs steering control of the host vehicle M along the target trajectory, thereby changing lanes to the adjacent lane.

[0064] Here, for example, when the second driving control mode is selected, the driving_ECU 14 executes lane change control when it determines that a lane change is necessary to cause the host vehicle M to travel along the target route. Also, for example, when the first driving control mode or the second driving control mode is selected, the driving_ECU 14 executes lane change control when the driver operates the turn signal switch 31f. Furthermore, for example, when the first driving control mode or the second driving control mode is selected, the driving_ECU 14 appropriately executes lane change control when the CP_ECU 25 starts automatic blinking of the turn signal 30.

[0065] Furthermore, when the first driving control mode or the second driving control mode is selected and an intersection is present in front of the host vehicle M, the traveling_ECU 14 performs right / left turn control as necessary. In this right / left turn control, the traveling_ECU 14 sets, for example, a target trajectory within the intersection for turning the host vehicle M right or left. Then, the traveling_ECU 14 performs steering control of the host vehicle M along the target trajectory to make the host vehicle M turn right or left within the intersection.

[0066] Here, for example, when the second driving control mode is selected, the traveling_ECU 14 executes right / left turn control when it determines that a right / left turn is necessary to cause the host vehicle M to travel along the target route. Also, for example, when the first driving control mode or the second driving control mode is selected, the traveling_ECU 14 executes right / left turn control when the driver operates the turn signal switch 31f before an intersection. Furthermore, for example, when the first driving control mode or the second driving control mode is selected, the traveling_ECU 14 executes right / left turn control as appropriate when the CP_ECU 25 starts automatic blinking of the turn signal 30 before an intersection.

[0067] Next, a specific description will be given of the automatic blinking control of the turn indicators 30 of the host vehicle M. In this embodiment, the CP_ECU 25 executes the automatic blinking control of the turn indicators 30 when, for example, the manual driving mode, the first driving control mode, or the second driving control mode is selected.

[0068] In this automatic flashing control, the CP_ECU 25 determines whether the current driving state of the host vehicle M is such that a lane change or a right or left turn is recommended. This determination is made based on, for example, driving environment information. Here, a lane change, a right or left turn, etc. correspond to steering that causes the turn indicator 30 to flash.

[0069] When it is determined that the driving state of the host vehicle M is such that a lane change is recommended, the CP_ECU 25 guides the driver to change lanes.

[0070] Furthermore, the CP_ECU 25 monitors whether the driver has performed a safety check before changing lanes for a set time (e.g., about 2 seconds) from when the lane change guidance starts. This monitoring is performed, for example, based on the driver's line of sight information detected by the DMS 31b. That is, the CP_ECU 25 monitors whether the driver has visually recognized the mirror visual area A1 and blind spot A2 in the direction in which the host vehicle M will change lanes. Here, for example, as shown in FIG. 2, the mirror visual area A1 refers to an area that can be visually recognized using the door mirrors. The blind spot A2 refers to an area that cannot be visually recognized using the door mirrors.

[0071] Then, when it is confirmed that the driver has visually recognized the mirror visual area A1 and the blind spot A2 within the set time, the CP_ECU 25 automatically flashes the turn indicator 30 in the direction of the lane change.

[0072] Similarly, when it is determined that the driving state of the host vehicle M is such that a right or left turn is recommended, the CP_ECU 25 guides the driver to turn right or left.

[0073] Furthermore, the CP_ECU 25 monitors whether the driver has performed a safety check before changing lanes for a set time (for example, about 2 seconds) from the start of the right / left turn guidance, based on, for example, the driver's line of sight information detected by the DMS 31b.

[0074] Then, when it is confirmed that the driver has visually recognized the mirror visual area A1 and the blind spot A2 within the set time, the CP_ECU 25 automatically blinks the turn indicator 30 in the direction of the right or left turn.

[0075] Thus, in this embodiment, the CP_ECU 25 corresponds to a specific example of a steering guiding means and a blinking control means.

[0076] Next, blinking control of the direction indicator 30 in response to a lane change of the host vehicle M will be described with reference to the flowchart of a blinking control routine shown in Figures 3 and 4. This routine is repeatedly executed by the CP_ECU 25 at set time intervals.

[0077] When the routine starts, the CP_ECU 25 reads the driving environment information in step S101. That is, the CP_ECU 25 reads, for example, the driving environment information recognized by the image recognition_ECU 13, the driving environment information recognized by the locator unit, and the driving environment information recognized by each of the sensors 37fl, 37fr, 37rl, and 37rr.

[0078] In the following step S102, the CP_ECU 25 checks whether the road on which the host vehicle M is traveling has multiple lanes on each side.

[0079] Then, in step S102, if it is determined that the road on which the host vehicle M is traveling is a road with one lane in each direction (step S102: NO), the CP_ECU 25 exits the routine. In other words, when the host vehicle M is traveling on a road with one lane in each direction, there is no room for changing lanes, so the CP_ECU 25 exits the routine.

[0080] On the other hand, if it is determined in step S102 that the road on which the host vehicle M is traveling is a road with multiple lanes in each direction (step S102: YES), the CP_ECU 25 proceeds to step S103.

[0081] In step S103, the CP_ECU 25 checks whether there is a lane to which a lane change is recommended for the host vehicle M. Here, the lane to which a lane change is recommended for the host vehicle M refers to, for example, a lane to which it is preferable to change lanes in advance in order to efficiently drive the host vehicle M toward the destination.

[0082] Then, in step S103, if it is determined that there is a lane for which a lane change is recommended (step S103: YES), the CP_ECU 25 proceeds to step S107.

[0083] On the other hand, if it is determined in step S103 that there is no lane for which a lane change is recommended (step S103: NO), the CP_ECU 25 proceeds to step S104.

[0084] In step S104, the CP_ECU 25 checks whether an abnormality has been detected in the preceding vehicle. Here, the CP_ECU 25 determines that the preceding vehicle is abnormal, for example, if the vehicle speed of the preceding vehicle traveling ahead of the host vehicle M is extremely slower than the legal speed limit. Also, the CP_ECU 25 determines that the preceding vehicle is abnormal, for example, if the preceding vehicle traveling ahead of the host vehicle M is meandering. Also, the CP_ECU 25 determines that the preceding vehicle is abnormal, for example, if the luggage of the preceding vehicle traveling ahead of the host vehicle M is unstable.

[0085] If an abnormality in the preceding vehicle is detected in step S104, the CP_ECU 25 proceeds to step S107.

[0086] On the other hand, if no abnormality in the preceding vehicle is detected in step S104, the CP_ECU 25 proceeds to step S105.

[0087] In step S105, the CP_ECU 25 checks whether an obstacle has been detected ahead of the host vehicle's lane. For example, if there is a parked vehicle ahead of the host vehicle's lane, the CP_ECU 25 determines that an obstacle has been detected ahead of the host vehicle's lane. In addition, for example, if lane restrictions are in place ahead of the host vehicle's lane due to construction, an accident, or the like, the CP_ECU 25 determines that an obstacle has been detected ahead of the host vehicle's lane.

[0088] Then, if it is determined in step S105 that an obstacle has been detected (step S105: YES), the CP_ECU 25 proceeds to step S107.

[0089] On the other hand, if it is determined in step S105 that an obstacle has not been detected (step S105: NO), the CP_ECU 25 proceeds to step S106.

[0090] In step S106, the CP_ECU 25 checks whether traffic congestion or congestion can be avoided by changing lanes. For example, if the lane in which the vehicle is traveling is relatively more congested or crowded than the adjacent lanes, the CP_ECU 25 determines that traffic congestion or congestion can be avoided by changing lanes.

[0091] Then, in step S106, if it is determined that the traffic jam or congestion can be avoided by changing lanes (step S106: YES), the CP_ECU 25 proceeds to step S107.

[0092] On the other hand, if it is determined in step S106 that it is impossible to avoid the traffic jam or congestion by changing lanes (step S106: NO), the CP_ECU 25 exits the routine.

[0093] When the process proceeds from step S103, step S104, step S105, or step S106 to step S107, the CP_ECU 25 checks whether there is a factor that hinders the host vehicle M from changing lanes. For example, if there is a vehicle traveling alongside the host vehicle M in the lane to which the host vehicle M is to change lanes, the CP_ECU 25 determines that there is a factor that hinders the host vehicle M from changing lanes. In addition, for example, if there is a following vehicle traveling at a higher speed than the host vehicle M in the lane to which the host vehicle M is to change lanes, the CP_ECU 25 determines that there is a factor that hinders the host vehicle M from changing lanes.

[0094] Then, in step S107, if it is determined that an impeding factor exists (step S107: YES), the CP_ECU 25 exits the routine.

[0095] On the other hand, if it is determined in step S107 that there is no impeding factor (step S107: NO), the CP_ECU 25 proceeds to step S108.

[0096] In step S108, the CP_ECU 25 starts guiding the driver to change lanes to the adjacent lane. For example, the CP_ECU 25 uses the speaker 31e to make an announcement to the driver such as "We recommend you change lanes to the right lane. Please make sure the right lane is safe."

[0097] In the following step S109, the CP_ECU 25 checks whether or not the driver has operated the direction indicator switch 31f.

[0098] Then, in step S109, if it is determined that the direction indicator switch 31f has been operated (step S109: YES), the CP_ECU 25 proceeds to step S118.

[0099] On the other hand, if it is determined in step S109 that the direction indicator switch 31f has not been operated (step S109: NO), the CP_ECU 25 proceeds to step S110.

[0100] In step S110, the CP_ECU 25 acquires driver operation information. For example, the CP_ECU 25 acquires driver line-of-sight information detected by the DMS 31b. The CP_ECU 25 also acquires driver voice information detected by the microphone 31c. Furthermore, the CP_ECU 25 acquires driver operation information detected by the touch panel display device 31d.

[0101] In step S111, the CP_ECU 25 checks whether a lane change cancellation command has been issued by the driver. For example, the CP_ECU 25 determines that a lane change cancellation command has been issued when the microphone 31c detects the driver's vocal intention, such as "I will not change lanes." Alternatively, the CP_ECU 25 determines that a lane change cancellation command has been issued when the driver indicates their intention not to change lanes by operating the touch panel display device 31d.

[0102] Then, in step S111, if it is determined that a cancel instruction has been issued by the driver (step S111: YES), the CP_ECU 25 proceeds to step S116.

[0103] On the other hand, if it is determined in step S111 that the driver has not issued a cancellation instruction (step S111: NO), the CP_ECU 25 proceeds to step S112.

[0104] In step S112, the CP_ECU 25 checks whether the driver has performed a safety confirmation operation. In this case, the CP_ECU 25 determines whether the driver's line of sight, detected by the DMS 31b, is directed toward the mirror visual area A1 or the blind spot A2 in the direction of the lane change.

[0105] Then, in step S112, if it is determined that the safety confirmation operation has not been performed (step S112: NO), the CP_ECU 25 proceeds to step S114.

[0106] On the other hand, if it is determined in step S112 that a safety confirmation operation has been performed (step S112: YES), the CP_ECU 25 proceeds to step S113.

[0107] In step S113, the CP_ECU 25 updates the evaluation point P for the driver's safety confirmation. In this case, the evaluation of the safety confirmation is performed based on, for example, the map shown in FIG. 7. As shown in the map, the evaluation point P is added only when the driver performs a safety confirmation at an appropriate timing and for an appropriate amount of time after the start of lane change guidance. That is, in the example shown in FIG. 7, if the driver performs a safety confirmation too early or too late after the start of lane change guidance, the evaluation point P is not added. Furthermore, if the driver continues to look in the same direction for less than a set time (for example, less than 0.5 seconds), the evaluation point is not added. Note that if the driver continues to look in the same direction for a set time or longer (for example, 1 second or longer), the CP_ECU 25 preferably determines that the driver's line of sight is looking aside and does not add the evaluation point P.

[0108] Here, for example, in a vehicle equipped with a side monitor camera, the evaluation points for the mirror visual area can be subdivided. Furthermore, when the left and right rear side sensors 37lr, 37rr are used for safety confirmation, the evaluation points for the blind spot can be subdivided. In this case, the evaluation of safety confirmation can be performed using, for example, the map shown in FIG. 8. In this case, for example, the evaluation value when the mirror visual area is visually recognized differs depending on whether the driver views the side mirror or an image captured by the side monitor camera. Furthermore, the evaluation value when the driver views the blind spot differs depending on whether the driver looks directly at the blind spot or whether the driver views information obtained by the left and right rear side sensors 37lr, 37rr.

[0109] When the process proceeds from step S112 or step S113 to step S114, the CP_ECU 25 checks whether the evaluation point P for the safety confirmation is equal to or greater than a preset threshold value Pth.

[0110] Then, in step S114, if it is determined that the evaluation point P is equal to or greater than the threshold value Pth (step S114: YES), the CP_ECU 25 proceeds to step S117.

[0111] On the other hand, if it is determined in step S114 that the evaluation point P is less than the threshold value Pth (step S114: NO), the CP_ECU 25 proceeds to step S115.

[0112] In step S115, the CP_ECU 25 checks whether a set time (for example, 3 seconds) has elapsed since the start of the lane change guidance.

[0113] Then, in step S115, if it is determined that the set time has not elapsed (step S115: NO), the CP_ECU 25 returns to step S109.

[0114] On the other hand, if it is determined in step S115 that the set time has elapsed (step S115: YES), the CP_ECU 25 proceeds to step S116.

[0115] When the process proceeds from step S111 or step S115 to step S116, the CP_ECU 25 notifies the driver that the lane change is to be canceled, and then exits the routine. That is, the CP_ECU 25 notifies the driver that the lane change is to be canceled by displaying an image on the display device 31d or outputting an audio message from the speaker 31e.

[0116] When the process proceeds from step S114 to step S117, the CP_ECU 25 notifies the driver to start changing lanes, and then proceeds to step S118. That is, the CP_ECU 25 notifies the driver to start changing lanes by displaying an image on the display device 31d or outputting an audio signal from the speaker 31e.

[0117] When the process proceeds from step S109 or step S117 to step S118, the CP_ECU 25 starts flashing the turn indicator 30 in the direction in which the host vehicle M is to change lanes, and then exits the routine.

[0118] Next, blinking control of the direction indicator 30 when the host vehicle M turns right or left will be described with reference to the flowchart of the blinking control routine shown in Figures 5 and 6. This routine is repeatedly executed by the CP_ECU 25 at set time intervals.

[0119] When the routine starts, the CP_ECU 25 reads the driving environment information in step S201. That is, the CP_ECU 25 reads, for example, the driving environment information recognized by the image recognition_ECU 13, the driving environment information recognized by the locator unit, and the driving environment information recognized by each of the sensors 37fl, 37fr, 37rl, and 37rr.

[0120] In the next step S202, the CP_ECU 25 checks whether or not there is an intersection at which the host vehicle M is to turn right or left within a set distance ahead of the host vehicle's travel lane.

[0121] Then, in step S202, if it is determined that there is no intersection where the vehicle is to turn right or left (step S202: NO), the CP_ECU 25 exits the routine.

[0122] On the other hand, if it is determined in step S202 that an intersection where a right or left turn is to be made exists (step S202: YES), the CP_ECU 25 proceeds to step S203.

[0123] In step S203, the CP_ECU 25 checks whether there is an impediment to making a right or left turn by the host vehicle M. An example of this impediment is when the host vehicle M is planning to make a right turn (plan to make a left turn) but is traveling in a lane that does not allow right turns (left turns).

[0124] Then, in step S203, if it is determined that an impeding factor exists (step S203: YES), the CP_ECU 25 exits the routine.

[0125] On the other hand, if it is determined in step S203 that there is no obstructing factor (step S203: NO), the CP_ECU 25 starts guiding the driver to turn right or left. For example, the CP_ECU 25 uses the speaker 31e to make an announcement to the driver such as "We recommend you turn right. Please make sure the right lane is safe."

[0126] The subsequent processing in steps S205 to S214 is substantially the same as the above-described processing in steps S109 to S118, and therefore a detailed description of these processing will be omitted.

[0127] According to this embodiment, the CP_ECU 25 guides the host vehicle M to change lanes or turn right or left (hereinafter referred to as lane change, etc.) based on the driving environment information, and when it is determined that the driver has checked a check area that requires safety check when changing lanes, etc., within a set time period after being guided to change lanes, the CP_ECU 25 automatically flashes the turn indicators 30. This makes it possible to automatically turn on the turn indicators while ensuring convenience for the driver and safety.

[0128] That is, the CP_ECU 25 can automatically flash the turn indicators 30 without the driver having to perform any complicated operations by regarding the driver's visual confirmation of a predetermined safety as an indication of the driver's intention to change lanes, etc. In addition, the driver always performs the predetermined visual confirmation of safety when indicating an intention to change lanes, etc., so safety can be sufficiently ensured. Furthermore, by automatically flashing the turn indicators 30 in response to the predetermined visual confirmation of safety, the turn indicators 30 can be flashed at the appropriate timing without fail when changing lanes, etc.

[0129] In this case, not only the mirror visual area A1 but also the blind spot A2 is set as an area (check area) for safety confirmation when changing lanes, etc. This allows the driver to more clearly express their intention to change lanes, etc., and further improves safety when changing lanes, etc.

[0130] In the above-described embodiment, the image recognition_ECU 13, the driving_ECU 14, the CP_ECU 21, the E / G_ECU 22, the T / M_ECU 23, the BK_ECU 24, and the PS_ECU 25 are configured with well-known microcomputers including a CPU, RAM, ROM, a non-volatile storage unit, etc., and their peripheral devices, and the ROM stores programs to be executed by the CPU and fixed data such as data tables in advance. Note that all or part of the functions of the processor may be configured with logic circuits or analog circuits, and the processing of various programs may be realized by electronic circuits such as FPGAs.

[0131] The invention described in the above embodiments is not limited to those embodiments, and various modifications can be made in the implementation stage without departing from the gist of the invention. Furthermore, each of the above embodiments includes inventions at various stages, and various inventions can be extracted by appropriate combinations of the disclosed multiple constituent elements.

[0132] For example, if some constituent elements are deleted from all the constituent elements shown in each form, and the stated problem can still be solved and the stated effect can still be obtained, then the configuration from which these constituent elements have been deleted can be extracted as an invention. [Explanation of symbols]

[0133] 1. Driving assistance devices 10...Camera unit 11...Stereo camera 11a ... Main camera 11b ... Sub camera 13...Image Recognition_ECU 14 … Driving_ECU 21 … CP_ECU 22 ... E / G_ECU 23 ... Transmission ECU 24 … BK_ECU 25 … PS_ECU 30 … direction indicator 31b … DMS 31a … Operation switch 31c ... Mike 31d...Display device 31e ... Speaker 31f ... Turn signal switch 32 ... Throttle actuator 33... Hydraulic control circuit 34... Brake actuator 35... Electric power steering motor 36 ... Locator unit 36a … GNSS sensor 36b ... Road map DB 36c … Communication device 37lf ... Left front side sensor 37rf ... Right front side sensor 37lr ... Left rear side sensor 37rr ... Right rear side sensor A1... Mirror visual area A2... Blind Spot M: Vehicle (own vehicle)

Claims

1. a driving environment recognition means for recognizing driving environment information outside the vehicle; A monitoring means for monitoring the driver's line of sight; a steering guidance means for guiding steering accompanied by blinking of a direction indicator of the host vehicle based on the driving environment information; and a blinking control means for automatically blinking the turn signal when it is determined that the driver has visually recognized a confirmation area that requires safety confirmation when steering within a set time period after the steering guidance.

2. The confirmation area includes a mirror visual area that can be viewed using a vehicle-mounted mirror and a blind spot that cannot be viewed using the mirror, 2. The vehicle driving assistance device according to claim 1, wherein the blinking control means automatically blinks the turn signal when it is determined that the driver has seen the mirror visual area and the blind spot.

3. 3. The vehicle driving assistance device according to claim 2, wherein the mirror visual area and the blind spot where safety confirmation is required vary depending on the steering direction.

4. a driving environment recognition unit that recognizes driving environment information outside the vehicle; a monitoring unit for monitoring the driver's line of sight; a processor, The processor: Based on the driving environment information, steering is guided with blinking of the direction indicator of the vehicle; A vehicle driving assistance device characterized in that, when it is determined that the driver has visually recognized a confirmation area that requires safety confirmation when steering within a set time period after the steering guidance, the device automatically flashes the turn indicator.

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