Controlled target setting device and controlled target setting program

Abstract

To accurately set the target object that is subject to the driver assistance control of the vehicle. [Solution] The control target setting device (4) is configured to set control target objects that are the subject of driver assistance control of the vehicle. This control target setting device includes a travel trajectory estimation unit (402) and a control target setting unit (405). The travel trajectory estimation unit estimates a straight-line travel trajectory, which is the planned travel trajectory when the vehicle travels in a straight line, and a turning travel trajectory, which is the planned travel trajectory when the vehicle travels in a turn. The control target setting unit sets control target objects based on the detection results of objects that exist in the direction of travel of the vehicle along the planned travel trajectory. Specifically, the control target setting unit is configured to set objects detected in the intermediate region (R3), which is the region between the straight-line travel trajectory and the turning travel trajectory, as control target objects.

Description

Technical Field

[0001] The present invention relates to a control target object setting device and a control target object setting program for setting a control target object to be subjected to driving support control of a host vehicle.

Background Art

[0002] In recent years, the introduction of advanced safety technologies for vehicles has been promoted. The advanced safety technologies are mounted on vehicles as a driving automation system. Driving automation means that an in-vehicle device continuously executes at least one of the vertical vehicle motion control subtasks (i.e., starting, accelerating / decelerating, stopping) and the horizontal vehicle motion control subtasks (i.e., steering) of dynamic driving tasks.

[0003] Driving automation includes driving support and autonomous driving, which are defined in levels 1 to 5 specified in the standard "SAE J3016" published by SAE International. SAE is an abbreviation of Society Of Automotive Engineers. Specifically, the driving automation function includes, for example, Adaptive Cruise Control, which is a type of following control for a preceding vehicle, and Autonomous Emergency Braking for reducing collision damage. Adaptive Cruise Control is hereinafter abbreviated as "ACC". Autonomous Emergency Braking is hereinafter abbreviated as "AEB". AEB is an abbreviation of Autonomous Emergency Braking.

[0004] For example, the driving support device described in Patent Document 1 includes a vehicle-to-vehicle distance detection unit, a relative speed detection unit, and an ACC control unit. The vehicle-to-vehicle distance detection unit detects the vehicle-to-vehicle distance from a preceding vehicle. The relative speed detection unit detects the relative speed with the preceding vehicle. The ACC control unit controls the acceleration / deceleration of the host vehicle so that the vehicle-to-vehicle distance from the preceding vehicle becomes a predetermined distance.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

[0006] In this type of technology, it is necessary to accurately set the target of control, which is the target of the driver assistance control of the vehicle. Specifically, the target of control is, for example, another vehicle that is followed in ACC, i.e., the preceding vehicle. Alternatively, the target of control is, for example, a target for collision avoidance or a target that is estimated to have the highest probability of colliding with the vehicle in AEB. The present invention has been made in view of the circumstances illustrated above. [Means for solving the problem]

[0007] The control target setting device (4) is configured to set control target objects that are subject to the driver assistance control of the vehicle. The control target setting device according to claim 1 is A trajectory estimation unit (402) estimates the planned trajectory of the vehicle, A control target setting unit (405) sets the control target based on the detection results of targets located in the direction of travel of the vehicle along the planned travel trajectory, Equipped with, The aforementioned trajectory estimation unit estimates a straight-line trajectory (T1), which is the planned trajectory when the vehicle travels in a straight line, and a turning trajectory (T2), which is the planned trajectory when the vehicle travels in a turning direction. The control target setting unit is configured to set the target detected in the intermediate region (R3), which is the region between the straight-line travel trajectory and the turning travel trajectory, as the control target. The control target setting device according to claim 6 is A trajectory estimation unit (402) estimates the planned trajectory of the vehicle, A control target setting unit (405) sets the control target based on the detection results of targets located in the direction of travel of the vehicle along the planned travel trajectory, Equipped with, The control target setting unit is configured to change the setting conditions for the control target object according to the content of the driving assistance control. The control target setting device according to claim 7 is A trajectory estimation unit (402) estimates the planned trajectory of the vehicle, A control target setting unit (405) sets the control target based on the detection results of targets located in the direction of travel of the vehicle along the planned travel trajectory, Equipped with, The control target setting unit is configured to change the number of targets assigned between the control target targets corresponding to the first type of driving assistance control and the control target targets corresponding to the second type of driving assistance control, according to the degree of urgency.

[0008] The controlled target setting program is a computer program executed by a controlled target setting device (4) that sets controlled targets that are the subject of the vehicle's driver assistance control. The control target setting program described in claim 8 is a process executed by the control target setting device, The process for estimating the planned trajectory of the vehicle, A process to set the target to be controlled based on the detection result of an object located in the direction of travel of the vehicle along the planned travel trajectory, Includes, In the process of estimating the planned trajectory, a straight-ahead trajectory (T1), which corresponds to the planned trajectory when the vehicle travels in a straight line, and a turning trajectory (T2), which corresponds to the planned trajectory when the vehicle travels in a turn, are estimated. In the process of setting the target object to be controlled, the object detected in the intermediate region (R3), which is the region between the straight-ahead travel trajectory and the turning travel trajectory, can be set as the target object to be controlled. The control target setting program described in claim 9 is a process executed by the control target setting device, The process for estimating the planned trajectory of the vehicle, A process to set the target to be controlled based on the detection result of an object located in the direction of travel of the vehicle along the planned travel trajectory, Includes, In the process of setting the control target, the setting conditions for the control target are changed according to the content of the driving assistance control. The control target setting program according to claim 10 is a process executed by the control target setting device, The process of estimating the planned trajectory of the vehicle, A process to set the target to be controlled based on the detection result of an object located in the direction of travel of the vehicle along the planned travel trajectory, Includes, In the process of setting the control target, the number of targets assigned between the control target corresponding to the first type of driving assistance control and the control target corresponding to the second type of driving assistance control is changed according to the urgency.

[0009] In addition, each element in the application documents may be given a reference numeral in parentheses. However, such reference numerals merely indicate one example of the correspondence between the element and the specific means described in the embodiments described later. Therefore, the present invention is not limited in any way by the above-mentioned reference numerals. [Brief explanation of the drawing]

[0010] [Figure 1] This is a block diagram showing a schematic configuration of an in-vehicle system including a control target setting device according to one embodiment of the present invention. [Figure 2] This block diagram shows the schematic functional configuration of the target determination device shown in Figure 1. [Figure 3] Figure 2 is a conceptual diagram illustrating an example of one operation of the target detection device shown. [Figure 4]It is a conceptual diagram showing an overview of an operation example of the target determination device shown in FIG. 2. [Figure 5] It is a conceptual diagram showing an overview of an operation example of the target determination device shown in FIG. 2. [Figure 6] It is a flowchart showing an overview of an operation example of the target determination device shown in FIG. 2. [Figure 7] It is a table showing an overview of an operation example of the target determination device shown in FIG. 2.

Embodiments for Carrying Out the Invention

[0011] (Embodiment) Hereinafter, exemplary embodiments or specific examples of the present invention will be described with appropriate reference to the drawings. Note that the following embodiments, their modifications, and the descriptions of the respective drawings are schematic or simplified for the purpose of briefly explaining the content of the present invention, and the content of the present invention is not limited thereby. Therefore, it is needless to say that the descriptions of the respective drawings do not necessarily match the specific device configurations actually manufactured and sold. That is, unless the applicant explicitly limits it during the application process of this application, the present invention should not be construed restrictively by the descriptions of the respective drawings and the descriptions of the device configurations, their functions, or operations described below corresponding thereto.

[0012] (In-Vehicle System Configuration) Referring to FIG. 1, the in-vehicle system 1 is mounted on the host vehicle, which is an automobile traveling on the road. The in-vehicle system 1 is an advanced safety driving system mounted on the host vehicle and has a configuration as a driving automation system that substitutes at least a part of the driver's driving operations, that is, at least one of steering, acceleration / deceleration, starting, and stopping. Specifically, the in-vehicle system 1 includes a vehicle state sensor 2, a target detection sensor 3, a target determination device 4, and a driving support ECU 5. These are connected to each other via an in-vehicle network line 6 so as to be able to communicate information.

[0013] The vehicle state sensor 2 is designed to detect and output state variables, etc., corresponding to the driving state or behavior of the vehicle. Specifically, the vehicle is equipped with at least a vehicle speed sensor 21, an acceleration sensor 22, a yaw rate sensor 23, a steering angle sensor 24, and a GNSS sensor 25 as the vehicle state sensor 2.

[0014] The vehicle speed sensor 21 is provided to detect the vehicle speed. The acceleration sensor 22 is provided to detect the acceleration acting on the vehicle. The yaw rate sensor 23 is provided to detect the yaw rate of the vehicle. The steering angle sensor 24 is provided to detect the steering angle of the vehicle. The GNSS sensor 25 is provided to detect the current position of the vehicle. The configuration and functions of these sensors are well known at the time of filing this application, so no further detailed explanation is provided.

[0015] The object detection sensor 3 is configured to detect objects around the vehicle. "Objects" include not only three-dimensional objects such as other vehicles, pedestrians, and guardrails, but also two-dimensional objects such as road markings drawn on the road surface. Specifically, the vehicle is equipped with at least a front camera 31, a front millimeter-wave sensor 32, and a front-side millimeter-wave sensor 33 as the object detection sensor 3.

[0016] The front camera 31 is installed to capture images of the area in front of the vehicle. The front millimeter-wave sensor 32 is configured to emit millimeter waves, which are search waves, in front of the vehicle and to detect targets based on the reflected waves. The front side millimeter-wave sensors 33 are configured to emit millimeter waves, which are search waves, in front of the right and left front of the vehicle and to detect targets based on the reflected waves.

[0017] A target detected or recognized using the front camera 31 will be hereinafter referred to as an "image target." A target detected or recognized using the front millimeter-wave sensor 32 will be hereinafter referred to as a "front millimeter-wave target." A target detected or recognized using the front-side millimeter-wave sensor 33 will be hereinafter referred to as a "front-side millimeter-wave target." Front millimeter-wave targets and front-side millimeter-wave targets may be collectively referred to as "millimeter-wave targets." The configuration and functions of these sensors are well-known technology at the time of filing this application, so further detailed explanation will be omitted. In the following description, the front millimeter-wave sensor 32 and the front-side millimeter-wave sensor 33 may be collectively referred to simply as "millimeter-wave sensors."

[0018] The target determination device 4 is configured to set a target for control (e.g., ACC or AEB) of the vehicle's driver assistance control based on the target detected by the target detection sensor 3. A "target for control" is a target that is subject to the vehicle's driver assistance control. Specifically, a target for control is, for example, another vehicle that is followed in ACC, i.e., a preceding vehicle. Alternatively, a target for control is, for example, a target for collision avoidance or a target that is estimated to have the highest probability of colliding with the vehicle in AEB. In other words, "target for control" means an object of attention or consideration in driver assistance control, and differs from the general meaning of an object that is directly controlled (e.g., fuel injection amount in engine air-fuel ratio control), but it is a term that is conventionally used in the technical field to which this invention belongs.

[0019] The target determination device 4 has the configuration of an electronic control unit (i.e., an ECU). ECU is an abbreviation for Electronic Control Unit. Specifically, the target determination device 4 is configured as a so-called in-vehicle computer, comprising one or more processors 41 and one or more storage media 42.

[0020] The processor 41 comprises an arithmetic unit having the function or configuration of a CPU or MPU, and peripheral circuits (e.g., a timer circuit). The storage medium 42 includes at least ROM or non-volatile rewritable memory, among various non-transitional physical storage mediums such as ROM and non-volatile rewritable memory. "Storage medium" can also be referred to as "recording medium". Non-volatile rewritable memory is a storage device that allows information to be rewritten while the power is on, but keeps the information unrewritable when the power is off, such as flash memory.

[0021] The target detection device 4 is configured to perform predetermined functions related to the operation of its own vehicle by having the processor 41 read and execute a computer program from the storage medium 42. The storage medium 42 stores the computer program along with various data necessary for its execution, such as initial values, maps, and lookup tables.

[0022] The target determination device 4, as a target setting device for the present invention, is configured to recognize targets around the vehicle based on information or signals acquired from the vehicle state sensor 2 and the target detection sensor 3, and to determine whether or not to select the recognized target as a target for control. Figure 2 shows a schematic functional block configuration of the target determination device 4 according to one embodiment of the present invention. As shown in Figure 2, the target determination device 4 includes a driving information acquisition unit 401, a driving trajectory estimation unit 402, a target information acquisition unit 403, a target recognition unit 404, and a target setting unit 405, as functional configurations realized on the processor 41 and storage medium 42 by the execution of a computer program.

[0023] The driving information acquisition unit 401 acquires output information from the vehicle state sensor 2, such as vehicle speed and steering angle. The driving trajectory estimation unit 402 estimates the planned driving trajectory of the vehicle based on the information acquired by the driving information acquisition unit 401. Details of the driving trajectory estimation by the driving trajectory estimation unit 402 will be described later. The target information acquisition unit 403 acquires output information from the target detection sensor 3, that is, target detection information. The target recognition unit 404 recognizes targets around the vehicle based on the information acquired by the driving information acquisition unit 401 and the target information acquisition unit 403.

[0024] In this embodiment, the target recognition unit 404 recognizes targets around the vehicle by so-called sensor fusion using a front camera 31, a front millimeter-wave sensor 32, and a front-side millimeter-wave sensor 33. Specifically, the target recognition unit 404 recognizes targets around the vehicle by integrating the detection results of image targets and millimeter-wave targets. Sensor fusion is a publicly known or well-known technology at the time of filing this application, so no further detailed explanation is provided.

[0025] The control target setting unit 405 sets the control target based on the recognition results of the object recognition unit 404 of objects around the vehicle. In this embodiment, the control target setting unit 405 sets the control target based on the detection results of objects located in the direction of travel of the vehicle along the planned travel trajectory estimated by the travel trajectory estimation unit 402.

[0026] Referring again to Figure 1, the driver assistance ECU 5 is configured to perform driver assistance operations for its own vehicle based on the target recognition result by the target determination device 4 and the selection result of the target to be controlled. Specifically, the driver assistance ECU 5 is configured to perform vehicle motion control operations such as steering, acceleration / deceleration, starting, and stopping, which are necessary for ACC and AEB, etc.

[0027] (Operation overview) The following describes the outline of the target setting operation by the target determination device 4 according to this embodiment, along with the effects of this configuration. The target determination device 4 according to this embodiment, the target setting and target setting program executed by it, and the storage medium 42 on which the program is recorded may be collectively referred to as "this embodiment" below.

[0028] Figure 3 is a schematic diagram illustrating the setting of a target vehicle in ACC. Specifically, Figure 3 shows an example of setting the preceding vehicle to be followed in ACC when the vehicle changes lanes from the second lane L2 to the first lane L1 on a three-lane road with a first lane L1, a second lane L2, and an overtaking lane L3. In Figure 3, the vehicle itself is indicated by the symbol C1, and other vehicles that may be set as preceding vehicles are indicated by the symbol C2.

[0029] As shown in Figure 3, the trajectory estimation unit 402 estimates a straight-line trajectory T1 and a turning trajectory T2. The straight-line trajectory T1 is the planned trajectory corresponding to the case where the vehicle travels in a straight line. Specifically, the straight-line trajectory T1 corresponds to the extension of the vehicle's centerline at the present time, i.e., at the time of calculating the planned trajectory. The vehicle centerline is a virtual straight line that passes through the center position in the vehicle width direction and is parallel to the vehicle's overall length direction. The turning trajectory T2 is the planned trajectory corresponding to the case where the vehicle travels in a turn. The turning trajectory T2 can be calculated based on the vehicle's motion state at the present time, i.e., the vehicle speed, yaw rate, and steering amount. The method for calculating the turning trajectory T2 itself is publicly known or well-known technology at the time of filing this application, so further detailed explanation is omitted.

[0030] Furthermore, the trajectory estimation unit 402 sets a straight-line region R1, a turning region R2, and an intermediate region R3 based on the estimated straight-line trajectory T1 and turning trajectory T2. The straight-line region R1 is a region of a predetermined width centered on the straight-line trajectory T1. Specifically, the straight-line region R1 is a region of width 2d between region boundaries offset by width d to the left and right from the straight-line trajectory T1. The turning region R2 is a region of a predetermined width centered on the turning trajectory T2. Specifically, the turning region R2 is a region of width 2d between region boundaries offset by width d to the left and right from the turning trajectory T2. The width d is, for example, about 3.5m. That is, the straight-line region R1 corresponds to the vehicle's lane based on the straight-line trajectory T1. On the other hand, the turning region R2 corresponds to the vehicle's lane based on the turning trajectory T2. The intermediate region R3 is the region between the straight-line travel trajectory T1 and the turning travel trajectory T2.

[0031] Furthermore, the driving trajectory estimation unit 402 sets the straight-ahead adjacent area R1n and the turning adjacent area R2n, as shown in Figures 4 and 5. The straight-ahead adjacent area R1n shown in Figure 4 has the same width as the straight-ahead area R1 and is adjacent to the vehicle in the vehicle width direction. In other words, the straight-ahead adjacent area R1n corresponds to the adjacent lane when the straight-ahead area R1 is considered the vehicle's lane. The turning adjacent area R2n shown in Figure 5 has the same width as the turning area R2 and is adjacent to the vehicle in the vehicle width direction. In other words, the turning adjacent area R2n corresponds to the adjacent lane when the turning area R2 is considered the vehicle's lane.

[0032] As shown in Figure 3, the control target setting unit 405 is configured to set the preceding vehicle, which is a target detected in the intermediate region R3, as the control target in ACC. The control target setting unit 405 also determines the priority order for setting targets as control targets, based on the targets detected in the straight-line region R1 along the straight-line driving trajectory T1, the targets detected in the turning region R2 along the turning driving trajectory T2, and the targets detected in the intermediate region R3. Furthermore, the control target setting unit 405 changes the setting conditions for the control target depending on the content of the driver assistance control (i.e., for example, between ACC and AEB).

[0033] (Example of operation) The following describes a specific example of operation corresponding to this embodiment. Figure 6 is a flowchart illustrating such an example of operation. In the flowchart shown in Figure 6, "S" is an abbreviation for "step". When the routine shown in Figure 6 is started, the processor 41 executes steps 101 to 106 in order.

[0034] In step 101, the processor 41 acquires output information from the vehicle state sensor 2. The processing in step 101 corresponds to the operation of the driving information acquisition unit 401. In step 102, the processor 41 calculates, or estimates, the straight-line driving trajectory T1 and the turning driving trajectory T2. In step 103, the processor 41 sets the straight-line region R1, the turning region R2, the intermediate region R3, the adjacent straight-line region R1n, and the adjacent turning region R2n. The processing in steps 102 and 103 corresponds to the operation of the driving trajectory estimation unit 402.

[0035] In step 104, the processor 41 acquires output information from the target detection sensor 3. The processing in step 104 corresponds to the operation of the target information acquisition unit 403. In step 105, the processor 41 recognizes targets around the vehicle. The processing in step 105 corresponds to the operation of the target recognition unit 404. In step 106, the processor 41 sets the target to be controlled based on the straight-ahead area R1, the turning area R2, the intermediate area R3, the adjacent straight-ahead area R1n, and the adjacent turning area R2n set in step 103, and the target recognition result in step 104. The processing in step 106 corresponds to the operation of the target to be controlled setting unit 405.

[0036] A specific example of the process for setting the controlled object target in step 106 is described in detail below. Figure 7 shows an example of the selection priority of the controlled object target for ACC and the selection priority of the controlled object target for AEB.

[0037] As shown in Figure 7, the control target setting unit 405 selects up to N1 targets as candidates for ACC (Adaptive Cruise Control) targets according to priorities 1 to 5. Similarly, the control target setting unit 405 selects up to N2 targets as candidates for AEB (Automatic Emergency Braking) targets according to priorities 1 to 5. N1 and N2 may be the same or different. The following describes each priority in turn.

[0038] First, let's explain the selection criteria for candidate control targets for ACC. Priorities 1 and 2 are target selection criteria along the turning trajectory T2. Specifically, priority 1 is the target selection criterion for selecting targets within the turning region R2. Priority 2 is the target selection criterion for selecting targets within the adjacent turning regions R2n located to the left and right of the turning region R2.

[0039] Priorities 3 and 4 are target selection conditions along the straight-line travel trajectory T1. Specifically, priority 3 is a target selection condition that selects targets within the straight-line region R1. Priority 4 is a target selection condition that selects targets within the adjacent straight-line regions R1n located to the left and right of the straight-line region R1.

[0040] Priority 5 is a target selection condition based on the intermediate region R3 between the straight-line travel trajectory T1 and the turning travel trajectory T2. In other words, priority 5 corresponds to a target selection condition that suppresses target selection omissions due to target selection along the straight-line travel trajectory T1 and target selection along the turning travel trajectory T2.

[0041] Next, we will explain the selection criteria for candidate targets to be controlled for AEB. Priorities 1 and 2 are target selection criteria along the straight-line travel trajectory T1. Specifically, priority 1 is a target selection criterion that selects targets within the straight-line region R1. Priority 2 is a target selection criterion that selects targets within the adjacent straight-line regions R1n located to the left and right of the straight-line region R1.

[0042] Priority 3 is a target selection condition based on the intermediate region R3 between the straight-line travel trajectory T1 and the turning travel trajectory T2. Priorities 4 and 5 are target selection conditions along the turning travel trajectory T2. Specifically, priority 4 is a target selection condition that selects targets within the turning region R2. Priority 5 is a target selection condition that selects targets within the adjacent turning regions R2n located to the left and right of the turning region R2.

[0043] Thus, according to this embodiment, by making it possible to set the target detected in the intermediate region R3 as the target to be controlled, it is possible to effectively suppress target selection errors caused by target selection along the straight-line travel trajectory T1 and target selection along the turning travel trajectory T2. Therefore, according to this embodiment, it is possible to accurately set the target to be controlled. Furthermore, according to this embodiment, by changing the setting conditions for the target to be controlled according to the content of the driving assistance control, it is possible to achieve even more accurate setting of the target to be controlled.

[0044] (modified version) The present invention is not limited to the embodiments and specific examples described above. Therefore, the embodiments and the like can be modified as appropriate. Representative modifications are described below. In the description of the modifications below, the differences from the embodiments and the like will be mainly described. Also, parts that are the same or equivalent in the embodiments and the modifications below are denoted by the same reference numerals. Therefore, in the description of the modifications below, with respect to components that have the same reference numerals as in the embodiments and the like, the descriptions in the embodiments and the like can be appropriately referenced unless there is a technical contradiction or additional explanation to be given.

[0045] The present invention is not limited to the specific applications or device configurations shown in the embodiments described above. That is, for example, there are no particular limitations on the type of vehicle; for example, it may be a so-called ordinary automobile or a so-called heavy vehicle. Furthermore, the vehicle may be a conventional vehicle equipped only with an internal combustion engine as a power source, an electric vehicle equipped with a drive motor, or a hybrid vehicle equipped with both an internal combustion engine and a drive motor. Electric vehicles include not only those that use only a battery as a power source, but also fuel cell vehicles.

[0046] The present invention is not limited to the system configuration shown in Figure 1. That is, for example, the vehicle may be equipped with sensors other than the illustrated sensor as the vehicle state sensor 2. The same applies to the target detection sensor 3.

[0047] The computer program according to the present invention, which enables the execution of various operations, procedures, or processes described in the above embodiments, can be downloaded or upgraded via V2X communication using a communication device. V2X is an abbreviation for Vehicle to X. Alternatively, such a computer program can be downloaded or upgraded via terminal equipment installed at the vehicle's manufacturing plant, repair shop, dealership, etc. Any non-transitional physical storage medium, such as a memory card, optical disk, or magnetic disk, can be used as the storage location for such a computer program.

[0048] The target determination device 4 may be configured with all or part of a digital circuit, such as an ASIC or FPGA, that is capable of realizing the functions or operations described above. ASIC stands for Application Specific Integrated Circuit. FPGA stands for Field Programmable Gate Array. In other words, the on-board microcomputer and the digital circuit can coexist in the target determination device 4.

[0049] Thus, each of the above functional configurations and processes may be realized by a dedicated computer provided by configuring a processor and memory programmed to execute one or more functions embodied by a computer program. Alternatively, each of the above functional configurations and processes may be realized by a dedicated computer provided by configuring a processor by one or more dedicated hardware logic circuits. Alternatively, each of the above functional configurations and processes may be realized by one or more dedicated computers configured by a combination of one or more processors programmed to execute one or more functions, one or more memories, and one or more other processors configured by one or more hardware logic circuits. Furthermore, the computer program may be stored in a computer-readable non-transitional substantial storage medium as instructions to be executed by the computer. That is, each of the above functional configurations and processes can also be represented as a computer program including procedures for realizing it, or as a non-transitional substantial storage medium storing said computer program.

[0050] The present invention is not limited to the specific functions and operating modes shown in the above embodiments. That is, for example, the detection or recognition of an image target may be performed by the camera ECU provided in the forward camera 31, or by the target determination device 4. The same applies to forward millimeter-wave targets and forward-side millimeter-wave targets.

[0051] The widths d of the straight-line region R1 and the turning region R2 may be the same or different. Furthermore, the width d may be a predetermined invariant value or a variable value. Also, the width d may be constant regardless of the distance from the vehicle, or it may be a value that changes according to the distance from the vehicle. Specifically, for example, the width d may be increased at a distance where the calculation error of the turning trajectory T2 becomes large. In this case, the width d may be changed in steps at a predetermined distance from the vehicle (e.g., 50m), or it may be changed gradually within a predetermined distance range from the vehicle (e.g., 40-80m).

[0052] In the above embodiment, the calculation, or setting, of the straight-line region R1, the turning region R2, the intermediate region R3, the adjacent straight-line region R1n, and the adjacent turning region R2n corresponds to the operation of the travel trajectory estimation unit 402. However, the present invention is not limited to this embodiment. That is, these calculations, or settings, may also correspond to the operation of the control target setting unit 405.

[0053] In the above embodiment, the target selection condition along the turning trajectory T2 was given a higher priority for ACC than the target selection condition along the straight-ahead trajectory T1 or the target selection condition based on the intermediate region R3. However, the present invention is not limited to this embodiment. That is, for example, the priority can be changed depending on the driving conditions of the vehicle. Specifically, for example, when the vehicle speed is low, the target selection condition along the straight-ahead trajectory T1 may be set to the highest priority. The same applies to AEB.

[0054] In the above embodiment, the ratio of controlled targets between ACC and AEB was set to N1:N2. This ratio may be constant or changed according to the vehicle's driving conditions (e.g., urgency level, driving scene, etc.). Specifically, for example, if there are many targets with a small TTC (i.e., below the threshold) (i.e., more than a predetermined number), the number of controlled targets corresponding to AEB may be increased. Alternatively, for example, if the vehicle's speed is low (i.e., below a predetermined speed), the likelihood of ACC activating decreases, so the number of controlled targets corresponding to AEB may be increased. In this modified example, ACC corresponds to a first type of driver assistance control, and AEB corresponds to a second type of driver assistance control.

[0055] It goes without saying that the elements constituting the above embodiments are not necessarily essential unless explicitly stated to be particularly essential or considered to be fundamentally essential. Furthermore, when numerical values ​​such as the number of components, numerical values, quantities, or ranges are mentioned, the present invention is not limited to those specific numbers unless explicitly stated to be particularly essential or considered to be fundamentally limited to those specific numbers. Similarly, when the shape, direction, positional relationship, etc., of components are mentioned, the present invention is not limited to those shapes, directions, positional relationships, etc., unless explicitly stated to be particularly essential or considered to be fundamentally limited to those specific shapes, directions, positional relationships, etc.

[0056] Similar expressions such as "acquisition," "calculation," "estimation," "detection," and "detection" can be appropriately substituted for each other within the limits of what is technically consistent. Similarly, "exceeding the threshold" and "above the threshold" can be appropriately substituted for each other within the limits of what is technically consistent. The same applies to "below the threshold" and "below the threshold."

[0057] The variations are not limited to the examples given above. For example, all or part of one of the variations may be combined with all or part of another, as long as it does not technically contradict the others. [Explanation of symbols]

[0058] 3. Target detection sensor 4 Target object identification device 402 Track acquisition unit 403 Target information acquisition unit 405 Control Target Setting Unit T1 Straight-line driving trajectory T2 turning trajectory R1 Straight-line area R2 turning area R3 intermediate area

Claims

1. A control target setting device (4) for setting a control target that is subject to the driver assistance control of the vehicle, A trajectory estimation unit (402) estimates the planned trajectory of the vehicle, A control target setting unit (405) sets the control target based on the detection results of targets located in the direction of travel of the vehicle along the planned travel trajectory, Equipped with, The aforementioned trajectory estimation unit estimates a straight-line trajectory (T1), which is the planned trajectory when the vehicle travels in a straight line, and a turning trajectory (T2), which is the planned trajectory when the vehicle travels in a turning direction. The control target setting unit is configured to set the target detected in the intermediate region (R3), which is the region between the straight-line travel trajectory and the turning travel trajectory, as the control target target. A device for setting target objects.

2. The control target setting unit determines the priority order for setting the target detected in the straight-line region (R1) along the straight-line travel trajectory, the target detected in the turning region (R2) along the turning travel trajectory, and the target detected in the intermediate region as the target to be controlled. A device for setting a target object to be controlled, as described in claim 1.

3. The aforementioned target of control is the preceding vehicle that is the subject of follow-up control. A device for setting a target object to be controlled, as described in claim 1.

4. The control target setting unit changes the setting conditions for the control target according to the content of the driving assistance control. A device for setting a target object to be controlled, as described in claim 1.

5. The control target setting unit changes the number of targets assigned between the control target target corresponding to the first type of driving assistance control and the control target target corresponding to the second type of driving assistance control, according to the driving conditions of the vehicle. A control target setting device according to any one of claims 1 to 4.

6. A control target setting device (4) for setting a control target that is subject to the driver assistance control of the vehicle, A trajectory estimation unit (402) estimates the planned trajectory of the vehicle, A control target setting unit (405) sets the control target based on the detection results of targets located in the direction of travel of the vehicle along the planned travel trajectory, Equipped with, The control target setting unit changes the setting conditions for the control target according to the content of the driving assistance control. A device for setting target objects.

7. A control target setting device (4) for setting a control target that is subject to the driver assistance control of the vehicle, A trajectory estimation unit (402) estimates the planned trajectory of the vehicle, A control target setting unit (405) sets the control target based on the detection results of targets located in the direction of travel of the vehicle along the planned travel trajectory, Equipped with, The control target setting unit changes the number of targets assigned between the control target target corresponding to the first type of driving assistance control and the control target target corresponding to the second type of driving assistance control, according to the driving conditions of the vehicle. A device for setting target objects.

8. A control target setting program is executed by a control target target setting device (4) which sets control target targets that are the subject of driver assistance control of the vehicle, The process performed by the aforementioned controlled target setting device is: The process for estimating the planned trajectory of the vehicle, A process to set the target to be controlled based on the detection result of an object located in the direction of travel of the vehicle along the planned travel trajectory, Includes, In the process of estimating the planned trajectory, a straight-ahead trajectory (T1), which corresponds to the planned trajectory when the vehicle travels in a straight line, and a turning trajectory (T2), which corresponds to the planned trajectory when the vehicle travels in a turn, are estimated. In the process of setting the target object to be controlled, the object detected in the intermediate region (R3), which is the region between the straight-ahead travel trajectory and the turning travel trajectory, can be set as the target object to be controlled. A program for setting target objects to be controlled.

9. A control target setting program is executed by a control target target setting device (4) which sets control target targets that are the subject of driver assistance control of the vehicle, The process performed by the aforementioned controlled target setting device is: The process for estimating the planned trajectory of the vehicle, A process to set the target to be controlled based on the detection result of an object located in the direction of travel of the vehicle along the planned travel trajectory, Includes, In the process of setting the target object to be controlled, the setting conditions for the target object to be controlled are changed according to the content of the driver assistance control. A program for setting target objects to be controlled.

10. A control target setting program is executed by a control target target setting device (4) which sets control target targets that are the subject of driver assistance control of the vehicle, The process performed by the aforementioned controlled target setting device is: The process of estimating the planned trajectory of the vehicle, A process to set the target to be controlled based on the detection result of an object located in the direction of travel of the vehicle along the planned travel trajectory, Includes, In the process of setting the control target, the number of targets assigned between the control target corresponding to the first type of driving assistance control and the control target corresponding to the second type of driving assistance control is changed according to the driving conditions of the vehicle. A program for setting target objects to be controlled.

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