Driving assistance device, driving assistance method, and computer program

Abstract

By accurately predicting the trajectory of a moving object heading towards a stationary object in front of the vehicle, the system appropriately assists in avoiding collisions between the vehicle and the moving object. [Solution] The driving assistance device includes an object detection unit 54 that detects a stationary object located in front of the vehicle and a first moving object moving toward the stationary object in front of the vehicle as objects around the vehicle 100, and a control execution unit 55 that performs collision avoidance support control to help avoid a collision between the vehicle and the first moving object. When the object detection unit detects a second moving object that is located further from the vehicle than the first moving object in a lateral direction perpendicular to the direction of extension of the driving lane in which the vehicle is traveling, in addition to the stationary object and the first moving object, the control execution unit performs collision avoidance support control based on the detection status of the second moving object.

Description

Technical Field

[0001] The present invention relates to a driving support device, a driving support method, and a computer program.

Background Art

[0002] Conventionally, when there is a possibility that a moving object (such as a pedestrian) in front of a vehicle may bypass a stationary object and enter the vehicle's travel lane, control for assisting in avoiding a collision with the moving object is executed on the vehicle (for example, Patent Documents 1 to 3). As a specific example of such control, Patent Document 1 describes that when it is determined that the time when the vehicle passes near the stationary object and the time when the moving object enters the travel lane are the same time, this fact is notified to the driver of the vehicle.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Patent Document 2

Patent Document 3

Summary of the Invention

Problems to be Solved by the Invention

[0004] The technique described in Patent Document 1 assumes that when a stationary object is located in front of the moving object, the moving object bypasses the stationary object and enters the vehicle's travel lane. However, in such a situation, there is a possibility that the moving object may bypass the stationary object from the opposite side of the travel lane, and the moving object does not necessarily enter the travel lane. Therefore, even when the moving object is bypassing the stationary object at a position far from the vehicle, an unnecessary warning is given to the driver of the vehicle, and there is a possibility that the driver may feel bothered by the warning.

[0005] Therefore, in view of the above problems, the object of the present invention is to appropriately support collision avoidance between a vehicle and a moving object by accurately predicting the path of a moving object moving toward a stationary object in front of the vehicle. [Means for solving the problem]

[0006] The gist of this disclosure is as follows:

[0007] (1) A driving assistance device for assisting the driving of a vehicle, comprising: an object detection unit that detects, as objects around the vehicle, a stationary object located in front of the vehicle and a first moving object moving toward the stationary object in front of the vehicle; and a control execution unit that performs collision avoidance support control to assist in avoiding a collision between the vehicle and the first moving object, wherein the control execution unit performs the collision avoidance support control based on the detection status of the second moving object when the object detection unit detects, in addition to the stationary object and the first moving object, a second moving object located further from the vehicle than the first moving object in a lateral direction perpendicular to the extending direction of the driving lane in which the vehicle is traveling and moving toward the stationary object.

[0008] (2) The driving assistance device according to (1) above, wherein the control execution unit relaxes the execution conditions for the collision avoidance support control when the second moving body is detected, compared to when the second moving body is not detected.

[0009] (3) The driving support device according to (1) above, wherein the control execution unit executes the collision avoidance support control when the second moving body is detected.

[0010] (4) The driving support device according to (1) above, wherein the control execution unit determines whether predetermined conditions are met based on the detection status of the second moving body, and when it determines that the predetermined conditions are met, it relaxes the execution conditions of the collision avoidance support control compared to when it determines that the predetermined conditions are not met.

[0011] (5) The driving support device according to (1) above, wherein the control execution unit determines whether predetermined conditions are met based on the detection status of the second moving body, and when it determines that the predetermined conditions are met, it executes the collision avoidance support control.

[0012] (6) The driving support device according to (4) or (5) above, wherein the predetermined condition is that at the timing when the second moving body is detected, the second moving body is located on the opposite side of the driving lane from the stationary object in the lateral direction.

[0013] (7) The driving support device according to (4) or (5) above, wherein the control execution unit determines whether or not the predetermined condition is met based on the relative speed of the first moving body and the second moving body.

[0014] (8) The driving support device according to (7) above, wherein the predetermined condition is that at the timing when the first moving body reaches the stationary object, the second moving body is positioned in the lateral direction opposite to the driving lane relative to the stationary object.

[0015] (9) The driving support device according to (7) above, wherein the predetermined condition is that at the timing when the first moving body reaches the stationary object, the distance between the first moving body and the second moving body in the direction of extension of the driving lane is less than or equal to a predetermined value.

[0016] (10) The driving support device according to (7) above, wherein the predetermined condition is that when the second moving body is located behind the first moving body at the time the first moving body and the second moving body are detected, the speed of the second moving body is faster than the speed of the first moving body.

[0017] (11) The driving support device according to (7) above, wherein the predetermined condition is that when the second moving body is located behind the first moving body at the time the first moving body and the second moving body are detected, the second moving body catches up to the first moving body before the first moving body reaches the stationary object.

[0018] (12) The driving support device according to (7) above, wherein the predetermined condition is that when the second moving body is positioned ahead of the first moving body at the timing when the first moving body and the second moving body are detected, the moving speed of the second moving body is slower than the moving speed of the first moving body.

[0019] (13) The driving support device according to (7) above, wherein the predetermined condition is that when the second moving body is positioned ahead of the first moving body at the timing when the first moving body and the second moving body are detected, the first moving body does not overtake the second moving body until the first moving body reaches the stationary object.

[0020] (14) The driving support device according to any one of (1) to (13) above, wherein the control execution unit changes the execution mode of the collision avoidance support control according to a first estimated arrival time from when the first moving body is detected until the first moving body reaches the stationary object.

[0021] (15) The driving support device according to any one of (1) to (13) above, wherein the control execution unit changes the execution mode of the collision avoidance support control according to a second estimated arrival time from when the second moving body is detected until the second moving body reaches the stationary object.

[0022] (16) The driving support device according to any one of (1) to (13) above, wherein the control execution unit changes the execution mode of the collision avoidance support control according to the relative positions of the first moving body, the second moving body, and the stationary object.

[0023] (17) The driving support device according to any one of (14) to (16) above, wherein the control execution unit executes automatic steering of the vehicle as the collision avoidance support control, and the execution mode is at least one of the steering amount and the steering start timing of the automatic steering.

[0024] (18) If the vehicle arrival time from when the first moving body and the second moving body are detected until the vehicle reaches the stationary object is equal to or longer than a predetermined time, the control execution unit executes automatic steering of the vehicle as the collision avoidance support control, and if the vehicle arrival time is less than the predetermined time, the control execution unit executes a warning to the driver of the vehicle as the collision avoidance support control. The driving support device according to any one of (1) to (17) above.

[0025] (19) A driving support method executed by a computer, the method including detecting an object around a vehicle, detecting a stationary object in front of the vehicle, a first moving body moving toward the stationary object, and a second moving body located farther from the vehicle than the first moving body in a lateral direction perpendicular to the extending direction of the driving lane in which the vehicle is traveling and moving toward the stationary object, and when the second moving body is detected, executing collision avoidance support control for supporting collision avoidance between the vehicle and the first moving body based on the detection situation of the second moving body.

[0026] (20) A computer program that causes a computer to detect an object around a vehicle, detect a stationary object in front of the vehicle, a first moving body moving toward the stationary object, and a second moving body located farther from the vehicle than the first moving body in a lateral direction perpendicular to the extending direction of the driving lane in which the vehicle is traveling and moving toward the stationary object, and when the second moving body is detected, execute collision avoidance support control for supporting collision avoidance between the vehicle and the first moving body based on the detection situation of the second moving body.

Advantages of the Invention

[0027] According to the present disclosure, by accurately predicting the path of a moving body moving toward a stationary object in front of a vehicle, it is possible to appropriately support collision avoidance between the vehicle and the moving body.

Brief Description of the Drawings

[0028] [Figure 1]Figure 1 is a schematic diagram of a driver assistance system including a driver assistance device according to an embodiment of the present invention. [Figure 2] Figure 2 is a functional block diagram of the ECU's processor. [Figure 3] Figure 3 shows whether or not collision avoidance support control is implemented for the vehicle in each driving situation. [Figure 4] Figure 4 shows whether or not collision avoidance support control is implemented for the vehicle in each driving situation. [Figure 5] Figure 5 shows whether or not collision avoidance support control is implemented for the vehicle in each driving situation. [Figure 6] Figure 6 shows whether or not collision avoidance support control is implemented for the vehicle in each driving situation. [Figure 7] Figure 7 shows whether or not collision avoidance support control is implemented for the vehicle in each driving situation. [Figure 8] Figure 8 shows whether or not collision avoidance support control is implemented for the vehicle in each driving situation. [Figure 9] Figure 9 shows whether or not collision avoidance support control is implemented for the vehicle in each driving situation. [Figure 10] Figure 10 is a flowchart showing the control routine for collision avoidance support control in this embodiment. [Modes for carrying out the invention]

[0029] Embodiments of the present invention will be described in detail below with reference to the drawings. In the following description, similar components will be given the same reference numerals.

[0030] Figure 1 is a schematic diagram of a driver assistance system 1 including a driver assistance device according to an embodiment of the present invention. The driver assistance system 1 is mounted on a vehicle 100 and performs various controls to assist in driving the vehicle 100. In particular, in this embodiment, the driver assistance system 1 predicts when a moving object, such as a pedestrian, will suddenly jump into the vehicle 100's lane and performs controls to assist in avoiding a collision with a moving object that is likely to jump in front of the vehicle 100.

[0031] As shown in Figure 1, the driver assistance system 1 includes a surrounding information acquisition sensor 10, a vehicle information acquisition sensor 20, a human-machine interface (HMI) 30, an actuator 40, and an electronic control unit (ECU) 50. The surrounding information acquisition sensor 10, the vehicle information acquisition sensor 20, the HMI 30, and the actuator 40 are electrically connected to the ECU 50 via an in-vehicle network compliant with standards such as CAN (Controller Area Network) or Ethernet.

[0032] The surrounding information acquisition sensor 10 acquires surrounding information of the vehicle 100 (the vehicle itself). At predetermined intervals, the surrounding information acquisition sensor 10 generates surrounding data of the vehicle 100 (for example, image data of objects around the vehicle 100, distance data, speed data, direction data, etc.) and transmits the surrounding data to the ECU 50. The surrounding information acquisition sensor 10 includes, for example, an external camera 11 and a distance measuring sensor 12.

[0033] The external camera 11 photographs the area around the vehicle 100 and generates image data of the area around the vehicle 100. In this embodiment, the external camera 11 includes at least a front camera that photographs the area in front of the vehicle 100 and generates image data of the area in front of the vehicle 100. Multiple cameras may be provided on the vehicle 100 as the external camera 11. For example, in addition to the front camera, the external camera 11 may include a left-side camera that photographs the left side of the vehicle 100 and generates image data of the left side of the vehicle 100, a right-side camera that photographs the right side of the vehicle 100 and generates image data of the right side of the vehicle 100, a rear camera that photographs the rear of the vehicle 100 and generates image data of the area behind the vehicle 100, and so on. Furthermore, the external camera 11 may be a monocular camera or a stereo camera.

[0034] The distance measuring sensor 12 detects the presence of objects around the vehicle 100 by irradiating the vehicle 100 with electromagnetic waves (millimeter waves or laser light) or ultrasonic waves, and measures the distance from the vehicle 100 to the objects. The distance measuring sensor 12 can also measure the speed and direction of objects around the vehicle 100. In other words, the distance measuring sensor 12 generates distance data, speed data, direction data, etc., of objects around the vehicle 100. The distance measuring sensor 12 includes, for example, at least one of millimeter-wave radar, LiDAR (Laser Imaging Detection And Ranging), and sonar (ultrasonic sensor).

[0035] The vehicle information acquisition sensor 20 acquires vehicle information (self-vehicle information). At predetermined intervals, the vehicle information acquisition sensor 20 generates vehicle data related to vehicle information (vehicle behavior data, self-position data, etc.) and transmits the vehicle data to the ECU 50. The vehicle information acquisition sensor 20 includes, for example, a vehicle behavior detection sensor 21 and a positioning sensor 22.

[0036] The vehicle behavior detection sensor 21 detects the behavior (driving state) of the vehicle 100 and generates vehicle behavior data for the vehicle 100. The vehicle behavior detection sensor 21 includes, for example, at least one of the following: a vehicle speed sensor for detecting the speed of the vehicle 100, an acceleration sensor for detecting the acceleration of the vehicle 100, a yaw rate sensor for detecting the rate of change of the yaw angle (yaw rate) when the vehicle 100 turns, and a steering angle sensor for detecting the steering angle of the vehicle 100 (steering angle of the steering wheels). In other words, the vehicle behavior detection sensor 21 generates vehicle behavior data such as vehicle speed data, acceleration data, yaw rate data, steering angle data, etc.

[0037] The positioning sensor 22 measures the vehicle 100's own position and generates the vehicle 100's own position data. For example, the positioning sensor 22 is a GNSS (Global Navigation Satellite System) receiver. A GNSS receiver detects the vehicle 100's current position (for example, the vehicle 100's latitude and longitude) based on positioning information obtained from multiple (for example, three or more) positioning satellites. A GPS receiver is a specific example of a GNSS receiver.

[0038] The HMI 30 is installed inside the vehicle and facilitates the exchange of information between the vehicle 100 and its occupants (e.g., the driver). The HMI 8 includes, for example, an input device 31 and an output device 32.

[0039] The input device 31 receives input from the occupants of the vehicle 100. The input device 31 includes at least one of a touch panel, an operation button, an operation switch, and a microphone. The HMI 30 transmits the input data entered into the input device 31 by the occupants of the vehicle 100 to the ECU 50.

[0040] The output device 32 provides notifications to the occupants of the vehicle 100. The output device 32 includes at least one of a display, a warning light, a speaker, a buzzer, and a vibration unit. The HMI 30 notifies the occupants of the vehicle 100 via the output device 32 of information corresponding to the signal transmitted from the ECU 50.

[0041] The actuator 40 operates the vehicle 100 in response to operations by the driver of the vehicle 100, instructions from the ECU 50, etc. The actuator 40 includes, for example, a drive actuator 41 that controls the acceleration of the vehicle 100 via the vehicle's drive system (e.g., at least one of an internal combustion engine and an electric motor), a brake actuator 42 that controls the braking of the vehicle 100, and a steering actuator 43 that controls the steering of the vehicle 100. The ECU 50 controls the actuator 40 to control the behavior of the vehicle 100 (e.g., the acceleration, braking, and steering of the vehicle 100).

[0042] The ECU 50 performs various controls on the vehicle 100. As shown in Figure 1, the ECU 50 includes a communication interface 51, a memory 52, and a processor 53. The communication interface 51 and the memory 52 are connected to the processor 53 via signal lines. In this embodiment, one ECU 50 is provided, but multiple ECUs may be provided for each function. Furthermore, the communication interface 51, the memory 52, and the processor 53 may be configured as a single integrated circuit, or they may be configured as separate circuits.

[0043] The communication interface 51 has an interface circuit for connecting the ECU 50 to the in-vehicle network. The ECU 50 is connected to other in-vehicle equipment via the communication interface 51. The communication interface 51 transmits signals received from the surrounding information acquisition sensor 10, the vehicle information acquisition sensor 20, and the input device 31 of the HMI 30 to the processor 53. The communication interface 51 also transmits signals output from the processor 53 to the output device 32 of the HMI 30 and the actuator 40.

[0044] Memory 52 includes, for example, volatile semiconductor memory (e.g., DRAM (Dynamic Random Access Memory), SRAM (Static Random Access Memory), etc.) and non-volatile semiconductor memory (e.g., ROM (Read Only Memory), EEPROM (Electrically Erasable Programmable Read Only Memory), flash memory, etc.). Memory 52 stores temporary data, computer programs used for various processes by the processor 53 (control programs for the ECU 50), ECU 50 setting data, log data, vehicle information, etc.

[0045] The processor 53 has one or more CPUs (Central Processing Units) and their peripheral circuits. The processor 53 executes computer programs stored in memory 52. ​​The processor 53 may also have other arithmetic circuits such as a logical operation unit, a numerical operation unit, or a graphics processing unit.

[0046] In this embodiment, the ECU 50 functions as a driver assistance device that assists in driving the vehicle 100. In particular, in this embodiment, the ECU 50 predicts when a moving object, such as a pedestrian, will suddenly appear in the vehicle 100's lane and performs control to assist in avoiding a collision with the moving object that is likely to appear in front of the vehicle 100. Note that the ECU 50 is just one example of a driver assistance device.

[0047] Figure 2 is a functional block diagram of the processor 53 of the ECU 50. As shown in Figure 2, the processor 53 has an object detection unit 54 and a control execution unit 55. The object detection unit 54 and the control execution unit 55 are functional modules that are realized by the execution of a computer program stored in the memory 52 of the ECU 50 by the processor 53 of the ECU 50. These functional modules may also be realized by dedicated arithmetic circuits provided in the processor 53.

[0048] The object detection unit 54 detects objects around the vehicle 100. For example, the object detection unit 54 detects objects around the vehicle 100 based on the output of the surrounding information acquisition sensor 10. Based on the output of the surrounding information acquisition sensor 10, the object detection unit 54 acquires object identification information (e.g., category, name, etc.), location information (e.g., latitude and longitude), speed information (e.g., relative speed to the vehicle 100), etc. Image analysis methods such as machine learning models may be used to acquire this information.

[0049] The control execution unit 55 performs driver assistance control to support the driving of the vehicle 100. In particular, in this embodiment, the control execution unit 55 predicts that the vehicle 100 will suddenly move into the driving lane due to the first moving object, which will be described later, and when there is a high probability that the first moving object will move in front of the vehicle 100, it performs collision avoidance support control (hereinafter also simply referred to as "collision avoidance support control") to avoid a collision between the vehicle 100 and the first moving object.

[0050] Figures 3 to 9 show whether or not collision avoidance support control is implemented for vehicle 100 under different driving conditions (Case 1 to Case 14). In the examples in Figures 3 to 9, when collision avoidance support control is implemented, automatic steering of vehicle 100 is performed as part of the collision avoidance support control.

[0051] In Cases 1 to 14, a vehicle 100 is traveling in a driving lane DL defined by a white dashed roadway center line CL and a white solid roadway outer line OL, and an object is present in the road shoulder RS ​​outside the roadway outer line OL (opposite side of the driving lane DL). In this specification, the direction in which the driving lane DL on which the vehicle 100 is traveling is referred to as the "longitudinal direction," and the direction perpendicular to the longitudinal direction, that is, the width direction of the driving lane DL, is referred to as the "lateral direction."

[0052] In this embodiment, the object detection unit 54 detects objects located outside the outer lane line OL (on the opposite side from the driving lane DL) as objects around the vehicle 100. That is, the object detection unit 54 detects objects located on the roadside, shoulder, or sidewalk as objects around the vehicle 100. In this embodiment, an object whose entire length is located outside the outer lane line OL is determined to be an object located outside the outer lane line OL.

[0053] Such objects include a stationary object located in front of the vehicle 100 (hereinafter also simply referred to as the "stationary object"), a moving object moving toward the stationary object, and an obstacle located on the opposite side of the driving lane DL from the stationary object (hereinafter also simply referred to as the "obstacle"). The moving object also includes a first moving object located in front of the vehicle 100 and moving toward the stationary object (hereinafter also simply referred to as the "first moving object"), and a second moving object located laterally further from the vehicle 100 than the first moving object and moving toward the stationary object (hereinafter also simply referred to as the "second moving object").

[0054] A stationary object is an object that obstructs the vertical movement of the first moving body, such as a parked vehicle, a utility pole, a sign, or a postbox. In this specification, the side of the driving lane DL relative to the stationary object is referred to as the "inside," and the side of the stationary object opposite the driving lane DL is referred to as the "outside."

[0055] The first moving object and the second moving object are objects that may move outside the outer edge line OL of the roadway, such as pedestrians, runners, bicycles, and motorcycles. In this embodiment, the first moving object and the second moving object are objects that are shorter in the longitudinal and lateral directions than the vehicle 100. Obstacles are objects that obstruct the lateral movement of the first moving object, such as walls, guardrails, and hedges.

[0056] The control of vehicle 100 in each case will be described in detail below. In cases 1 and 2 shown in Figure 3, a parked vehicle 200 is located on the roadside RS, and a pedestrian P is moving toward the parked vehicle 200 in the same direction as the vehicle 100 is traveling. In addition, the parked vehicle 200 and the pedestrian P are located in front of vehicle 100. In this case, the object detection unit 54 detects a stationary object and a first moving object as objects around vehicle 100. Specifically, the object detection unit 54 detects the parked vehicle 200 as a stationary object and the pedestrian P as the first moving object.

[0057] In Case 1, pedestrian P is located inside the line that passes through the center of the parked vehicle 200 and extends vertically (the dashed line in the diagram, also referred to hereafter as the "centerline of the parked vehicle 200"). In this case, the distance of the path that pedestrian P can take to bypass the parked vehicle 200 from the inside is shorter than the distance of the path that pedestrian P can take to bypass the parked vehicle 200 from the outside. Therefore, as indicated by the arrow in the diagram of Case 1, pedestrian P is likely to bypass the parked vehicle 200 from the inside in order to shorten the distance traveled. In other words, since the path that pedestrian P takes is expected to be inside the parked vehicle 200, the risk of pedestrian P entering the driving lane DL increases.

[0058] Therefore, the control execution unit 55 determines that there is a high probability that pedestrian P will enter the driving lane DL and executes collision avoidance support control. For example, the control execution unit 55 executes automatic steering of the vehicle 100 as collision avoidance support control. In this case, the control execution unit 55 controls the steering actuator 43 so that the vehicle 100 moves away from stationary objects in the lateral direction, that is, so that the vehicle 100 moves away from the outer edge line OL of the roadway. As a result, as shown by the arrow in the Figure of Case 1, the vehicle 100 takes a path closer to the center line CL of the roadway compared to when the vehicle 100 is traveling straight. Therefore, even if pedestrian P enters the driving lane DL, space is secured between the vehicle 100 and pedestrian P, and a collision between the vehicle 100 and pedestrian P is avoided.

[0059] On the other hand, in Case 2, pedestrian P is located outside the centerline of the parked vehicle 200. In this case, the distance of the path that pedestrian P can take to bypass the parked vehicle 200 from the outside is shorter than the distance of the path that pedestrian P can take to bypass the parked vehicle 200 from the inside. Therefore, as shown by the arrow in the diagram of Case 2, pedestrian P is likely to bypass the parked vehicle 200 from the outside in order to shorten the distance traveled. In other words, since the path outside the parked vehicle 200 is predicted as the path of pedestrian P, the risk of pedestrian P entering the driving lane DL is reduced.

[0060] Therefore, the control execution unit 55 determines that the possibility of pedestrian P entering the driving lane DL is low and does not execute collision avoidance support control. In this case, unless the driver of vehicle 100 performs steering operations, vehicle 100 will travel straight, as shown by the arrow in the diagram of Case 2. Thus, since preventative control to avoid a collision with pedestrian P is not executed despite the low risk of collision with pedestrian P, it is possible to suppress the driver of vehicle 100 from feeling annoyed.

[0061] In cases 3 and 4 shown in Figure 4, the utility pole 300 is located on the roadside RS, and the pedestrian P is moving toward the utility pole 300 in the same direction as the vehicle 100 is traveling. Also, the utility pole 300 and the pedestrian P are located in front of the vehicle 100. In this case, the object detection unit 54 detects a stationary object and a first moving object as objects around the vehicle 100. Specifically, the object detection unit 54 detects the utility pole 300 as a stationary object and the pedestrian P as the first moving object.

[0062] In Case 3, pedestrian P is located outside the line that passes through the center of the utility pole 300 and extends vertically (the dashed line in the diagram, also referred to hereafter as the "centerline of utility pole 300"). In this case, the distance of the path that pedestrian P can take to bypass utility pole 300 from the outside is shorter than the distance of the path that pedestrian P can take to bypass utility pole 300 from the inside. Therefore, as indicated by the arrow in the diagram of Case 3, pedestrian P is likely to bypass utility pole 300 from the outside in order to shorten the distance traveled. In other words, since the path outside utility pole 300 is predicted as the path of pedestrian P, the risk of pedestrian P entering the driving lane DL is reduced.

[0063] Therefore, the control execution unit 55 determines that the possibility of pedestrian P entering the driving lane DL is low and does not execute collision avoidance support control. In this case, unless the driver of vehicle 100 performs steering operations, vehicle 100 will travel straight, as indicated by the arrow in the diagram of Case 3. Thus, since preventative control to avoid a collision with pedestrian P is not executed despite the low risk of collision with pedestrian P, it is possible to suppress the driver of vehicle 100 from feeling annoyed.

[0064] On the other hand, in Case 4, pedestrian P is located inside the centerline of the utility pole 300. In this case, the distance of the path pedestrian P takes to bypass the utility pole 300 from the inside is shorter than the distance of the path pedestrian P takes to bypass the utility pole 300 from the outside. However, for small stationary objects like the utility pole 300, the difference between the distance of the inner path and the distance of the outer path is smaller compared to large stationary objects like the parked vehicle 200. Also, pedestrian P usually perceives the outer path, which is farther from the driving lane DL, as a safer path than the inner path, which is closer to the driving lane DL. Therefore, in Case 4, pedestrian P has less motivation to take the inner path, and thus the risk of pedestrian P entering the driving lane DL is also lower.

[0065] Therefore, the control execution unit 55 determines that the possibility of pedestrian P entering the driving lane DL is low and does not execute collision avoidance support control. In this case, unless the driver of vehicle 100 performs steering operations, vehicle 100 will travel straight, as indicated by the arrow in the diagram of Case 4. Thus, since preventative control to avoid a collision with pedestrian P is not executed despite the low risk of collision with pedestrian P, it is possible to suppress the driver of vehicle 100 from feeling annoyed.

[0066] In Case 5 shown in Figure 5, a parked vehicle 200 is located in the roadside area RS, which is defined by the outer edge line OL of the roadway and the wall W, and a pedestrian P is moving toward the parked vehicle 200 in the same direction as the vehicle 100 is traveling. Furthermore, both the parked vehicle 200 and the pedestrian P are located in front of the vehicle 100. In this case, the object detection unit 54 detects stationary objects, a first moving object, and an obstacle as objects around the vehicle 100. Specifically, the object detection unit 54 detects the parked vehicle 200 as a stationary object, the pedestrian P as the first moving object, and the wall W as an obstacle.

[0067] In Case 5, similar to Case 2, pedestrian P is located outside the centerline of the parked vehicle 200. Therefore, the distance of the path pedestrian P can take to bypass the parked vehicle 200 from the outside is shorter than the distance of the path pedestrian P can take to bypass the parked vehicle 200 from the inside. However, because wall W is close to the parked vehicle 200, the path pedestrian P can take to bypass the parked vehicle 200 from the outside is obstructed by wall W. For this reason, the path pedestrian P is expected to take is the one inside the parked vehicle 200, increasing the risk of pedestrian P entering the driving lane DL.

[0068] In Case 6 shown in Figure 5, a utility pole 300 is located in the roadside area RS, which is defined by the outer edge line OL of the roadway and the wall W, and a pedestrian P is moving toward the utility pole 300 in the same direction as the vehicle 100 is traveling. Furthermore, both the utility pole 300 and the pedestrian P are located in front of the vehicle 100. In this case, the object detection unit 54 detects stationary objects, a first moving object, and an obstacle as objects around the vehicle 100. Specifically, the object detection unit 54 detects the utility pole 300 as a stationary object, the pedestrian P as a first moving object, and the wall W as an obstacle.

[0069] In Case 6, similar to Case 3, pedestrian P is located outside the centerline of the utility pole 300. Therefore, the distance of the path pedestrian P can take to bypass the utility pole 300 from the outside is shorter than the distance of the path pedestrian P can take to bypass the utility pole 300 from the inside. However, because wall W is close to the utility pole 300, the path pedestrian P can take to bypass the utility pole 300 from the outside is obstructed by wall W. For this reason, the path pedestrian P is expected to take is the one inside the utility pole 300, increasing the risk of pedestrian P entering the driving lane DL.

[0070] Therefore, in cases 5 and 6, the control execution unit 55 determines that there is a high probability that pedestrian P will enter the driving lane DL and executes collision avoidance support control. That is, as in case 1, automatic steering of the vehicle 100 is performed, and the vehicle 100 takes a course toward the roadway center line CL so as to move away from the stationary object. As a result, even if pedestrian P enters the driving lane DL, a space is secured between the vehicle 100 and pedestrian P, and a collision between the vehicle 100 and pedestrian P is avoided.

[0071] In Case 5, even if pedestrian P is located inside the center line of the parked vehicle 200, the control execution unit 55 determines that there is a high probability that pedestrian P will enter the driving lane DL and executes collision avoidance support control. Similarly, in Case 6, even if pedestrian P is located inside the center line of the utility pole 300, the control execution unit 55 determines that there is a high probability that pedestrian P will enter the driving lane DL and executes collision avoidance support control.

[0072] As can be seen from Cases 1 and 2 described above, the control execution unit 55 determines whether or not to perform collision avoidance support control based on the positional relationship between the stationary object and the first moving body if the size of the stationary object is greater than or equal to a predetermined threshold. In this case, the control execution unit 55 performs collision avoidance support control when the first moving body is located within the predetermined support execution area AR, and does not perform collision avoidance support control when the first moving body is located outside the support execution area AR. The support execution area AR is the area inside a line that passes through the center of the stationary object and extends vertically (hereinafter also referred to as the "center line of the stationary object"), and is the area where the distance to the stationary object in the vertical direction is within a predetermined distance.

[0073] On the other hand, in cases 3 and 4, the support execution area AR is not set. That is, the control execution unit 55 does not set the support execution area AR if the size of the stationary object is less than the threshold. Therefore, if the size of the stationary object is less than the threshold, the control execution unit 55 does not perform collision avoidance support control regardless of the positional relationship between the stationary object and the first moving body.

[0074] Furthermore, as can be seen from Cases 5 and 6, the control execution unit 55 performs collision avoidance support control based on the obstacle detection status, regardless of the size of the stationary object. When an obstacle is detected, the control execution unit 55 relaxes the execution conditions for collision avoidance support control compared to when no obstacle is detected. For example, as shown in Figure 5, when an obstacle is detected, the control execution unit 55 expands the support execution area AR so that the area outside the centerline of the stationary object is included in the support execution area AR.

[0075] However, the factors determining the path of a first moving object, such as a pedestrian P, are not limited to the positional relationship between the stationary object and the first moving object, the size of the stationary object, and the presence or absence of obstacles. Referring to Figure 6 below, we will explain a case where the first moving object chooses an outer path even if an obstacle exists outside the stationary object.

[0076] In Case 7, shown in Figure 6, similar to Case 5, the object detection unit 54 detects the parked vehicle 200 as a stationary object, the pedestrian P as a first moving object, and the wall W as an obstacle. The positional relationship between the parked vehicle 200 and the pedestrian P in Case 7 is the same as in Case 5. However, unlike Case 5, in Case 7 the wall W is farther away from the parked vehicle 200, allowing the pedestrian P to pass outside the parked vehicle 200 (between the parked vehicle 200 and the wall W). Therefore, since the path of the pedestrian P is predicted to be outside the parked vehicle 200, the risk of the pedestrian P entering the driving lane DL is reduced.

[0077] In Case 8, shown in Figure 6, similar to Case 6, the object detection unit 54 detects the utility pole 300 as a stationary object, the pedestrian P as the first moving object, and the wall W as an obstacle. The positional relationship between the utility pole 300 and the pedestrian P in Case 8 is the same as in Case 6. However, unlike Case 6, in Case 8 the wall W is farther away from the utility pole 300, allowing the pedestrian P to pass outside the utility pole 300 (between the utility pole 300 and the wall W). Therefore, since the path of the pedestrian P is predicted to be outside the utility pole 300, the risk of the pedestrian P entering the driving lane DL is reduced.

[0078] Therefore, in cases 7 and 8, the control execution unit 55 determines that the possibility of pedestrian P entering the driving lane DL is low and does not execute collision avoidance support control. As a result, even though the risk of collision with pedestrian P is low, preventative control to avoid a collision with pedestrian P is avoided, thus reducing the inconvenience felt by the driver of vehicle 100.

[0079] In Case 7, since the size of the stationary object (parked vehicle 200) is greater than or equal to the threshold, the support execution area AR is set as the area inside the center line of the stationary object, similar to Cases 1 and 2. Therefore, if a pedestrian P is located in the support execution area AR, the control execution unit 55 determines that there is a high probability that the pedestrian P will enter the driving lane DL, similar to Case 1, and executes collision avoidance support control. On the other hand, in Case 8, since the size of the stationary object (utility pole 300) is less than the threshold, the support execution area is not set, similar to Cases 3 and 4. Therefore, even if the pedestrian P is located inside the center line of the utility pole 300, the control execution unit 55 determines that there is a low probability that the pedestrian P will enter the driving lane DL, similar to Case 4, and does not execute collision avoidance support control.

[0080] Furthermore, even if there is space outside a stationary object through which the first moving object can pass, the first moving object does not necessarily pass through that space. The following describes a case where, even if such space exists, the first moving object chooses an inner path, referring to Figures 7 and 8.

[0081] In Case 9 shown in Figure 7, a parked vehicle 200 is located on the roadside RS, and a pedestrian P and a bicycle B are moving toward the parked vehicle 200 in the same direction as the vehicle 100 is traveling. Furthermore, the parked vehicle 200, pedestrian P, and bicycle B are located in front of the vehicle 100. In this case, the object detection unit 54 detects a stationary object, a first moving object, and a second moving object as objects around the vehicle 100. Specifically, the object detection unit 54 detects the parked vehicle 200 as a stationary object, the pedestrian P as the first moving object, and the bicycle B as the second moving object.

[0082] In Case 9, similar to Case 2, pedestrian P is located outside the centerline of parked vehicle 200, and the distance of the path pedestrian P takes to bypass parked vehicle 200 from the outside is shorter than the distance of the path pedestrian P takes to bypass parked vehicle 200 from the inside. However, since bicycle B is about to pass outside parked vehicle 200, pedestrian P is likely to bypass parked vehicle 200 from the inside to avoid contact with bicycle B. In other words, since the path pedestrian P takes is expected to be inside parked vehicle 200, the risk of pedestrian P entering lane DL increases.

[0083] In Case 10 shown in Figure 7, the utility pole 300 is located on the roadside RS, and the pedestrian P and bicycle B are moving toward the utility pole 300 in the same direction as the vehicle 100 is traveling. Also, the utility pole 300, pedestrian P, and bicycle B are located in front of the vehicle 100. In this case, the object detection unit 54 detects stationary objects, a first moving object, and a second moving object as objects around the vehicle 100. Specifically, the object detection unit 54 detects the utility pole 300 as a stationary object, the pedestrian P as the first moving object, and the bicycle B as the second moving object.

[0084] In Case 10, similar to Case 3, pedestrian P is located outside the centerline of utility pole 300, and the distance of the path pedestrian P takes to bypass utility pole 300 from the outside is shorter than the distance of the path pedestrian P takes to bypass utility pole 300 from the inside. However, since bicycle B is about to pass outside utility pole 300, pedestrian P is likely to bypass utility pole 300 from the inside to avoid contact with bicycle B. In other words, the path inside utility pole 300 is predicted as pedestrian P's path, increasing the risk of pedestrian P entering lane DL.

[0085] Therefore, in cases 9 and 10, the control execution unit 55 determines that there is a high probability that pedestrian P will enter the driving lane DL and executes collision avoidance support control. That is, as in case 1, automatic steering of the vehicle 100 is performed, and the vehicle 100 takes a course toward the roadway center line CL so as to move away from the stationary object. As a result, even if pedestrian P enters the driving lane DL, a space is secured between the vehicle 100 and pedestrian P, and a collision between the vehicle 100 and pedestrian P is avoided.

[0086] In Case 11, shown in Figure 8, similar to Case 7, the object detection unit 54 detects the parked vehicle 200 as a stationary object, the pedestrian as a first moving object, and the wall W as an obstacle. However, unlike Case 7, in Case 11 the object detection unit 54 detects the bicycle B as a second moving object. Furthermore, the positional relationship between the parked vehicle 200, the pedestrian P, and the wall W in Case 11 is the same as in Case 7. That is, there is space between the parked vehicle 200 and the wall W through which the pedestrian P can pass. However, because the bicycle B is attempting to pass outside the parked vehicle 200, the pedestrian P is likely to detour around the parked vehicle 200 from the inside to avoid contact with the bicycle B. In other words, since the predicted path for the pedestrian P is inside the parked vehicle 200, the risk of the pedestrian P entering the driving lane DL increases.

[0087] In Case 12, shown in Figure 8, similar to Case 8, the object detection unit 54 detects the utility pole 300 as a stationary object, the pedestrian as a first moving object, and the wall W as an obstacle. However, unlike Case 8, in Case 12 the object detection unit 54 detects the bicycle B as a second moving object. Furthermore, the positional relationship between the utility pole 300, the pedestrian P, and the wall W in Case 12 is the same as in Case 8. That is, there is space between the utility pole 300 and the wall W through which the pedestrian P can pass. However, because the bicycle B is attempting to pass outside the utility pole 300, the pedestrian P is likely to detour around the utility pole 300 from the inside to avoid contact with the bicycle B. In other words, since the predicted path for the pedestrian P is inside the utility pole 300, the risk of the pedestrian P entering the driving lane DL increases.

[0088] Therefore, in cases 11 and 12, the control execution unit 55 determines that there is a high probability that pedestrian P will enter the driving lane DL and executes collision avoidance support control. That is, as in case 1, automatic steering of the vehicle 100 is performed, and the vehicle 100 takes a course toward the roadway center line CL so as to move away from the stationary object. As a result, even if pedestrian P enters the driving lane DL, a space is secured between the vehicle 100 and pedestrian P, and a collision between the vehicle 100 and pedestrian P is avoided.

[0089] As can be seen from cases 9 to 12 described above, when the object detection unit 54 detects a second moving object in addition to a stationary object and the first moving object, the control execution unit 55 performs collision avoidance support control based on the detection status of the second moving object. This makes it possible to accurately predict the path of the first moving object using information about the second moving object, and consequently, to appropriately support collision avoidance between the vehicle 100 and the first moving object.

[0090] For example, the control execution unit 55 determines whether predetermined conditions are met based on the detection status of the second moving object, and when it determines that the predetermined conditions are met, it relaxes the execution conditions for collision avoidance support control compared to when it determines that the predetermined conditions are not met. As a result, collision support control is more likely to be executed when there is a high probability that the first moving object will pass inside a stationary object due to the presence of the second moving object, thereby providing more appropriate support for collision avoidance between the vehicle 100 and the first moving object.

[0091] The predetermined conditions are those that increase the likelihood that the second moving object will obstruct the first moving object from the opposite side of the vehicle 100's driving lane DL, and are predetermined. Specific examples of the predetermined conditions include the following conditions 1 to 7. If the predetermined condition is any of conditions 2 to 7, the control execution unit 55 determines whether the predetermined condition is met based on the relative speed between the first moving object and the second moving object. Conditions 1 to 7 will be described in detail below.

[0092] The first condition is that, at the time the second moving object is detected, the second moving object is located laterally on the opposite side of the vehicle 100's driving lane DL from the stationary object. When the first condition is met, there is a high probability that the second moving object will pass outside the stationary object, and therefore a high probability that the second moving object will block the path outside the stationary object.

[0093] When the first condition is used, the control execution unit 55 relaxes the execution conditions for collision avoidance support control when it determines that, at the time the second moving object is detected, the second moving object is located on the opposite side of the vehicle 100's driving lane DL relative to the stationary object in the lateral direction (the first condition is met). The control execution unit 55 determines whether the first condition is met based on the initial position of the second moving object (the position of the second moving object when it is detected). For example, the control execution unit 55 determines that the second moving object is located on the opposite side of the vehicle 100's driving lane DL relative to the stationary object in the lateral direction if more than half of the second moving object is located outside the centerline of the stationary object. Alternatively, the control execution unit 55 may determine that the second moving object is located on the opposite side of the vehicle 100's driving lane DL relative to the stationary object in the lateral direction if the entire second moving object is located outside the centerline of the stationary object.

[0094] The second condition is that, at the time the first moving object reaches the stationary object, the second moving object is positioned laterally on the opposite side of the vehicle 100's lane DL from the stationary object. When the second condition is met, there is a very high probability that the first moving object's path toward the outside of the stationary object will be obstructed by the second moving object.

[0095] When the second condition is used, the control execution unit 55 relaxes the execution conditions for collision avoidance support control when it determines that, at the timing when the first moving body reaches the stationary object, the second moving body is positioned laterally on the opposite side of the vehicle 100's driving lane DL from the stationary object (the second condition is met). For example, the control execution unit 55 determines whether the second condition is met based on the relative speed between the first moving body and the second moving body, the position of the stationary object, the initial position of the first moving body (the position of the first moving body when the first moving body is detected), the initial position of the second moving body, and the direction of movement of the second moving body.

[0096] The third condition is that, at the moment the first moving object reaches the stationary object, the distance between the first and second moving objects in the vertical direction is less than or equal to a predetermined value. When the third condition is met, there is a high probability that the path of the first moving object toward the outside of the stationary object will be obstructed by the second moving object.

[0097] When the third condition is used, the control execution unit 55 relaxes the execution conditions for collision avoidance support control when it determines that the distance between the first moving body and the second moving body in the vertical direction is less than or equal to a predetermined value (the third condition is met) at the timing when the first moving body reaches the stationary object. For example, the control execution unit 55 calculates the distance between the first moving body and the second moving body in the vertical direction based on the relative speed of the first moving body and the second moving body, the position of the stationary object, the initial position of the first moving body, and the initial position of the second moving body, and determines whether the third condition is met. The predetermined value is set to a value of 1 m or less, for example. The predetermined value may also be zero. That is, the third condition may also be that the positions of the first moving body and the second moving body in the vertical direction are the same at the timing when the first moving body reaches the stationary object. In this case, when the first moving body and the second moving body overlap in the vertical direction, it is determined that the positions of the first moving body and the second moving body in the vertical direction are the same.

[0098] The fourth condition is that, at the time the first and second moving objects are detected, the second moving object is located behind the first moving object, and the speed of the second moving object is faster than the speed of the first moving object. When the fourth condition is met, the presence of the second moving object increases the likelihood that the first moving object will hesitate to move outside the stationary object.

[0099] When the fourth condition is used, the control execution unit 55 relaxes the execution conditions for collision avoidance support control when it determines that the second moving body is located behind the first moving body at the time the first and second moving bodies are detected, and that the speed of the second moving body is faster than the speed of the first moving body (the fourth condition is met). For example, the control execution unit 55 determines whether the fourth condition is met based on the relative speed between the first and second moving bodies, the initial position of the first moving body, and the initial position of the second moving body.

[0100] The fifth condition is that, when the second moving object is located behind the first moving object at the time the first and second moving objects are detected, the second moving object catches up to the first moving object before the first moving object reaches the stationary object. If the fifth condition is met, the presence of the second moving object makes it highly likely that the first moving object will hesitate to move outside the stationary object.

[0101] When the fifth condition is used, the control execution unit 55 relaxes the execution conditions for collision avoidance support control when it determines that the second moving body will catch up to the first moving body (the fifth condition is met) before the first moving body reaches the stationary object, at the time when the first moving body and the second moving body are detected and the second moving body is located behind the first moving body. For example, the control execution unit 55 determines whether the fifth condition is met based on the relative speed of the first moving body and the second moving body, the position of the stationary object, the initial position of the first moving body, and the initial position of the second moving body.

[0102] The sixth condition is that, when the first and second moving objects are detected, the second moving object is positioned ahead of the first moving object, and the speed of the second moving object is slower than the speed of the first moving object. When the sixth condition is met, the presence of the second moving object increases the likelihood that the first moving object will hesitate to move outside the stationary object.

[0103] When the sixth condition is used, the control execution unit 55 relaxes the execution conditions for collision avoidance support control when it determines that the second moving body is located ahead of the first moving body at the time the first and second moving bodies are detected, and that the speed of the second moving body is slower than the speed of the first moving body (the sixth condition is met). For example, the control execution unit 55 determines whether the sixth condition is met based on the relative speed between the first and second moving bodies, the initial position of the first moving body, and the initial position of the second moving body.

[0104] The seventh condition is that, when the second moving object is positioned ahead of the first moving object at the time the first and second moving objects are detected, the first moving object does not overtake the second moving object before the first moving object reaches the stationary object. If the seventh condition is met, the presence of the second moving object makes it highly likely that the first moving object will hesitate to move outside the stationary object.

[0105] When the seventh condition is used, the control execution unit 55 relaxes the execution conditions for collision avoidance support control when it determines that the first moving object will not overtake the second moving object (the seventh condition is met) before the first moving object reaches the stationary object, at the time when the second moving object is positioned ahead of the first moving object. For example, the control execution unit 55 determines whether the seventh condition is met based on the relative speed of the first moving object and the second moving object, the position of the stationary object, the initial position of the first moving object, and the initial position of the second moving object.

[0106] Furthermore, the control execution unit 55 may relax the execution conditions for collision avoidance support control when it determines that multiple conditions among the first to seventh conditions are met. For example, the control execution unit 55 may relax the execution conditions for collision avoidance support control when it determines that, at the timing when the first moving body reaches the stationary object, the second moving body is located on the opposite side of the vehicle 100's driving lane DL from the stationary object in the lateral direction, and the distance between the first moving body and the second moving body in the longitudinal direction is less than or equal to a predetermined value (the second and third conditions are met).

[0107] Furthermore, some of the conditions from the first to the seventh conditions may be omitted. For example, only one of the conditions from the first to the seventh conditions may be used. Also, other conditions different from the first to the seventh conditions may be used.

[0108] Incidentally, the first moving object does not necessarily move in the same direction as the vehicle 100. Even if the direction of movement of the first moving object is opposite to the direction of movement of the vehicle 100, it is desirable to perform collision avoidance support control if there is a high probability that the first moving object will enter the vehicle 100's driving lane DL. Figure 9 shows an example of a driving situation in which the direction of movement of the vehicle 100 and the direction of movement of the first moving object are opposite.

[0109] In Case 13, shown in Figure 9, similar to Case 11, the object detection unit 54 detects the parked vehicle 200 as a stationary object, the pedestrian as a first moving object, the wall W as an obstacle, and the bicycle B as a second moving object. In Case 13, the pedestrian P, moving in the opposite direction to the direction of travel of the vehicle 100, is located outside the centerline of the parked vehicle 200. Also, in Case 13, similar to Case 11, there is space between the parked vehicle 200 and the wall W that the pedestrian P can pass through. However, since the bicycle B is approaching the parked vehicle 200 in the same direction as the direction of travel of the vehicle 100, the pedestrian P is likely to detour around the parked vehicle 200 from the inside to avoid contact with the oncoming bicycle B. In other words, since the predicted path for the pedestrian P is one that goes inside the parked vehicle 200, the risk of the pedestrian P entering the driving lane DL increases.

[0110] In Case 14, shown in Figure 9, unlike Case 13, not only the first moving object but also the second moving object is moving in the opposite direction to the direction of travel of vehicle 100. In this case as well, pedestrian P is likely to detour around the parked vehicle 200 from the inside, fearing a collision with bicycle B. In other words, since the path of pedestrian P is expected to be on the inside of the parked vehicle 200, the risk of pedestrian P entering the driving lane DL increases.

[0111] Therefore, in cases 13 and 14, the control execution unit 55 determines that there is a high probability that pedestrian P will enter the driving lane DL and executes collision avoidance support control to assist vehicle 100 in avoiding a collision. That is, as in case 1, automatic steering of vehicle 100 is performed, and vehicle 100 takes a course toward the roadway center line CL so as to move away from stationary objects. As a result, even if pedestrian P enters the driving lane DL, a space is secured between vehicle 100 and pedestrian P, and a collision between vehicle 100 and pedestrian P is avoided. In case 14, even if pedestrian P is moving in the same direction as vehicle 100's direction of travel, the control execution unit 55 determines that there is a high probability that pedestrian P will enter the driving lane DL and executes collision avoidance support control to assist vehicle 100 in avoiding a collision.

[0112] Therefore, as can be seen from Cases 11 to 14, the direction of movement of the first and second moving bodies does not affect the decision of whether or not to perform collision avoidance support control. This also applies to Cases 1 to 10.

[0113] The following describes the processing flow for executing the collision avoidance support control described above, with reference to Figure 10. Figure 10 is a flowchart showing the control routine for collision avoidance support control in this embodiment. This control routine is repeatedly executed by the processor 53 of the ECU 50, for example, according to a computer program stored in the memory 52 of the ECU 50.

[0114] First, in step S101, the control execution unit 55 of the processor 53 determines whether the object detection unit 54 of the processor 53 has detected a stationary object and the first moving object. If it is determined that at least one of the stationary object and the first moving object has not been detected, the control routine terminates. On the other hand, if it is determined that both the stationary object and the first moving object have been detected, the control routine proceeds to step S102.

[0115] In step S102, the control execution unit 55 determines whether or not an obstacle has been detected by the object detection unit 54. If it is determined that an obstacle has been detected, the control routine proceeds to step S103.

[0116] In step S103, the control execution unit 55 determines whether the first moving object can pass between the stationary object and the obstacle. For example, the control execution unit 55 determines whether the first moving object can pass between the stationary object and the obstacle by comparing the lateral distance between the stationary object and the obstacle with the size (lateral length) of the first moving object.

[0117] If it is determined that the first moving object cannot pass between the stationary object and the obstacle (for example, in cases 5 and 6 of Figure 5), the control routine proceeds to step S106. In step S106, the control execution unit 55 relaxes the execution conditions for collision avoidance support control. Specifically, the control execution unit 55 sets the support execution area AR to a predetermined expanded area. The expanded area includes the area inside the centerline of the stationary object and the area outside the centerline of the stationary object.

[0118] On the other hand, if it is determined in step S103 that the first moving object can pass between the stationary object and the obstacle, the control routine proceeds to step S104. Also, if it is determined in step S102 that no obstacle has been detected, the control routine skips step S103 and proceeds to step S104.

[0119] In step S104, the control execution unit 55 determines whether or not the object detection unit 54 has detected the second moving object. If it is determined that the second moving object has been detected, the control routine proceeds to step S105.

[0120] In step S105, the control execution unit 55 determines whether predetermined conditions are met. For example, the control execution unit 55 determines whether any one of the first to seventh conditions described above is met. If it is determined that the predetermined conditions are met, the control routine proceeds to step S106. In step S106, the control execution unit 55 sets the support execution area AR to an expanded area.

[0121] On the other hand, if it is determined in step S104 that the second moving object has not been detected, or if it is determined in step S105 that the predetermined conditions are not met, the control routine proceeds to step S107.

[0122] In step S107, the control execution unit 55 determines whether the size of the stationary object is greater than or equal to a predetermined threshold. If the lateral length of the stationary object is used as the size of the stationary object, the threshold is set to, for example, the width (overall width) of a typical passenger car. On the other hand, if the longitudinal length of the stationary object is used as the size of the stationary object, the threshold is set to, for example, the length (overall length) of a typical passenger car. The control execution unit 55 may also determine whether at least one or both of the lateral length and longitudinal length of the stationary object are greater than or equal to the threshold.

[0123] If, in step S107, it is determined that the size of the stationary object is less than the threshold (for example, in cases 3 and 4 in Figure 4 and case 8 in Figure 6), it is predicted that the first moving body will bypass the stationary object from the opposite side of the vehicle 100's driving lane DL. Therefore, this control routine terminates without executing collision avoidance support control. On the other hand, if, in step S107, it is determined that the size of the stationary object is greater than or equal to the threshold (for example, in cases 1 and 2 in Figure 3 and case 7 in Figure 6), this control routine proceeds to step S108.

[0124] In step S108, the control execution unit 55 sets the support execution area AR to a predetermined initial setting area. The initial setting area includes the area inside the centerline of the stationary object, but does not include the area outside the centerline of the stationary object.

[0125] After step S106 or step S108, the control routine proceeds to step S109. In step S109, the control execution unit 55 determines whether the first mobile object is located in the support execution area AR.

[0126] If it is determined in step S109 that the first moving object is not located in the support execution area AR (for example, in Case 2 of Figure 3 and Case 7 of Figure 6), it is predicted that the first moving object will bypass the stationary object from the opposite side of the vehicle 100's driving lane DL. Therefore, this control routine terminates without executing collision avoidance support control.

[0127] On the other hand, if it is determined in step S109 that the first moving object is located in the support execution area AR (for example, in cases such as Case 1 in Figure 3, Cases 5 and 6 in Figure 5, and Cases 9 to 14 in Figures 7 to 9), it is predicted that the first moving object will detour around the stationary object from the driving lane DL side of the vehicle 100. For this reason, in step S110, the control execution unit 55 executes collision avoidance support control. After step S110, this control routine ends.

[0128] In this embodiment, the control execution unit 55 performs automatic steering of the vehicle 100 as collision avoidance support control. In this case, the control execution unit 55 controls the steering actuator 43, for example, so that the vehicle 100 moves away from a stationary object in the lateral direction. The control execution unit 55 may also perform automatic deceleration of the vehicle 100 as collision avoidance support control. In this case, the control execution unit 55 controls the braking actuator 42, for example, to decelerate the vehicle 100 in preparation for the first moving object suddenly appearing in the driving lane DL. The control execution unit 55 may also perform a warning to the driver of the vehicle 100 as collision avoidance support control. In this case, the control execution unit 55 provides the driver of the vehicle 100 with at least one of a visual warning and an auditory warning, for example, via the output device 32.

[0129] Furthermore, if there is insufficient time before collision avoidance support control is initiated, the vehicle 100's behavior due to automatic steering may become unstable. For this reason, the control execution unit 55 may execute automatic steering of the vehicle 100 as collision avoidance support control if the vehicle arrival time from the detection of the first moving object and the second moving object until the vehicle 100 reaches the stationary object is longer than a predetermined time, and may issue a warning to the driver of the vehicle 100 as collision avoidance support control if the vehicle arrival time is less than the predetermined time. This makes it possible to support collision avoidance between the vehicle 100 and the first moving object while avoiding unstable behavior of the vehicle 100.

[0130] Furthermore, various modifications and variations are possible to this control routine. For example, if the determination in step S105 is affirmative or the determination in step S103 is negative, this control routine may skip steps S106 and S109 and proceed to step S110. In other words, the control execution unit 55 may execute collision avoidance support control without setting the support execution area AR when predetermined conditions such as the first to seventh conditions described above are met. Also, the control execution unit 55 may execute collision avoidance support control without setting the support execution area AR when it determines that the first moving object cannot pass between a stationary object and an obstacle.

[0131] Furthermore, step S105 may be omitted. That is, when a second moving object is detected, the control execution unit 55 may relax the execution conditions for collision avoidance support control compared to when a second moving object is not detected. Also, if step S105 is omitted and step S104 is affirmed, step S110 may be executed. That is, when a second moving object is detected, the control execution unit 55 may execute collision avoidance support control without setting the support execution area AR.

[0132] Furthermore, step S107 may be omitted. That is, the control execution unit 55 may set the support execution area AR to the initial setting area even if the size of the stationary object is less than the threshold, as in Case 3 and Case 4 of Figure 4. Also, steps S102 and S103 may be omitted.

[0133] Although preferred embodiments of the present invention have been described above, the present invention is not limited to these embodiments, and various modifications and changes can be made within the scope of the claims.

[0134] For example, the control execution unit 55 may change the execution mode of collision avoidance support control according to predetermined parameters relating to the first moving body, the second moving body, or a stationary object. The execution mode of collision avoidance support control is, for example, at least one of the steering amount and steering start timing of the automatic steering of the vehicle 100.

[0135] The predetermined parameter is, for example, the first estimated arrival time from when the first moving object is detected until the first moving object reaches a stationary object. In this case, when the first estimated arrival time is short, the control execution unit 55 increases the amount of steering for automatic steering and starts the steering for automatic steering earlier, compared to when the first estimated arrival time is long.

[0136] Furthermore, the predetermined parameter may be the second estimated arrival time, which is the time from when the second moving object is detected until the second moving object reaches the stationary object. In this case, when the second estimated arrival time is short, the control execution unit 55 increases the amount of steering for automatic steering and starts the steering for automatic steering earlier, compared to when the second estimated arrival time is long.

[0137] Furthermore, the predetermined parameters may be the relative positions of the first moving body, the second moving body, and the stationary object. In this case, depending on the relative positions of the first moving body, the second moving body, and the stationary object, the control execution unit 55 will, when the risk of collision between the vehicle 100 and the first moving body is high, increase the amount of steering for automatic steering and advance the timing of the start of steering for automatic steering compared to when the risk of collision is low.

[0138] Furthermore, the execution mode of the collision avoidance support control may include at least one of the deceleration amount and deceleration timing of the automatic deceleration of the vehicle 100, or at least one of the warning intensity and warning timing of the warning to the driver of the vehicle 100.

[0139] Furthermore, the driving of the vehicle 100 may be controlled by the driver assistance system 1 even when collision avoidance support control is not performed. In this case, as in Case 2 of Figure 3, Cases 3 and 4 of Figure 4, and Cases 7 and 8 of Figure 6, the processor 53 of the ECU 50 controls the actuators 40 (particularly the steering actuator 43) so that the vehicle 100 drives in a straight line.

[0140] Furthermore, a server or the like, located outside the vehicle 100 and capable of communicating with the vehicle 100, may function as a driver assistance device. In this case, information for detecting objects around the vehicle 100, such as the output of the surrounding information acquisition sensor 10, is transmitted from the vehicle 100 to the server, and the vehicle 100's ECU 50 controls the steering actuator 43, etc., based on instructions from the server, so that collision avoidance support control is executed.

[0141] Furthermore, the computer program that enables a computer to implement the functions of each part of the processor 53 of the ECU 50 may be provided in the form of being stored on a recording medium readable by a computer, or in the form of being included in a computer program product. The recording medium readable by a computer may be, for example, a magnetic recording medium, an optical recording medium, or a semiconductor memory. [Explanation of symbols]

[0142] 50 Electronic Control Unit (ECU) 53 processors 54 Object detection unit 55 Control Execution Unit 100 vehicles 200 parked vehicles 300 utility poles P Pedestrian B Bicycle DL driving lane

Claims

1. A driver assistance device that assists in the operation of a vehicle, An object detection unit that detects objects in the vicinity of the vehicle, including a stationary object in front of the vehicle and a first moving object moving toward the stationary object in front of the vehicle, A control execution unit that performs collision avoidance support control to assist in avoiding a collision between the vehicle and the first moving body. Equipped with, The control execution unit is a driving assistance device that, when the object detection unit detects a second moving body in addition to the stationary object and the first moving body, is located further from the vehicle than the first moving body in a lateral direction perpendicular to the extending direction of the driving lane on which the vehicle is traveling, and is moving toward the stationary object, executes the collision avoidance support control based on the detection status of the second moving body.

2. The driving assistance device according to claim 1, wherein the control execution unit relaxes the execution conditions for the collision avoidance support control when the second moving body is detected, compared to when the second moving body is not detected.

3. The driving assistance device according to claim 1, wherein the control execution unit executes the collision avoidance support control when the second moving body is detected.

4. The control execution unit determines whether predetermined conditions are met based on the detection status of the second moving body, and when it determines that the predetermined conditions are met, it relaxes the execution conditions for the collision avoidance support control compared to when it determines that the predetermined conditions are not met, the driving support device according to claim 1.

5. The driving support device according to claim 1, wherein the control execution unit determines whether predetermined conditions are met based on the detection status of the second moving body, and when it determines that the predetermined conditions are met, it executes the collision avoidance support control.

6. The driving assistance device according to claim 4 or 5, wherein the predetermined condition is that at the timing when the second moving body is detected, the second moving body is located on the opposite side of the driving lane from the stationary object in the lateral direction.

7. The driving support device according to claim 4 or 5, wherein the control execution unit determines whether the predetermined condition is met based on the relative speed of the first moving body and the second moving body.

8. The driving assistance device according to claim 7, wherein the predetermined condition is that at the timing when the first moving body reaches the stationary object, the second moving body is positioned in the lateral direction opposite to the driving lane relative to the stationary object.

9. The driving support device according to claim 7, wherein the predetermined condition is that at the timing when the first moving body reaches the stationary object, the distance between the first moving body and the second moving body in the direction of extension of the driving lane is less than or equal to a predetermined value.

10. The driving support device according to claim 7, wherein the predetermined condition is that when the second moving body is located behind the first moving body at the time the first moving body and the second moving body are detected, the speed of the second moving body is faster than the speed of the first moving body.

11. The driving support device according to claim 7, wherein the predetermined condition is that when the second moving body is located behind the first moving body at the timing when the first moving body and the second moving body are detected, the second moving body catches up to the first moving body before the first moving body reaches the stationary object.

12. The driving support device according to claim 7, wherein the predetermined condition is that when the second moving body is located in front of the first moving body at the time the first moving body and the second moving body are detected, the speed of the second moving body is slower than the speed of the first moving body.

13. The driving support device according to claim 7, wherein the predetermined condition is that when the second moving body is located ahead of the first moving body at the timing when the first moving body and the second moving body are detected, the first moving body does not overtake the second moving body before the first moving body reaches the stationary object.

14. The driving support device according to claim 1, wherein the control execution unit changes the execution mode of the collision avoidance support control according to a first estimated arrival time from the time the first moving object is detected until the first moving object reaches the stationary object.

15. The driving support device according to claim 1, wherein the control execution unit changes the execution mode of the collision avoidance support control according to the second estimated arrival time from when the second moving body is detected until the second moving body reaches the stationary object.

16. The driving support device according to claim 1, wherein the control execution unit changes the execution mode of the collision avoidance support control according to the relative positions of the first moving body, the second moving body, and the stationary object.

17. The driving support device according to any one of claims 14 to 16, wherein the control execution unit performs automatic steering of the vehicle as collision avoidance support control, and the execution mode is at least one of the steering amount and the steering start timing of the automatic steering.

18. The driving support device according to any one of claims 1 to 5, wherein the control execution unit performs automatic steering of the vehicle as collision avoidance support control when the vehicle arrival time from the detection of the first moving body and the second moving body until the vehicle reaches the stationary object is equal to or greater than a predetermined time, and performs a warning to the driver of the vehicle as collision avoidance support control when the vehicle arrival time is less than the predetermined time.

19. A driving assistance method performed by a computer, Detecting objects around the vehicle, When a stationary object located in front of the vehicle, a first moving object moving toward the stationary object, and a second moving object located further away from the vehicle than the first moving object in a lateral direction perpendicular to the direction of extension of the lane the vehicle is traveling in, and moving toward the stationary object are detected, collision avoidance support control is performed to assist in avoiding a collision between the vehicle and the first moving object, based on the detection status of the second moving object. Driving assistance methods, including those mentioned above.

20. Detecting objects around the vehicle, When a stationary object located in front of the vehicle, a first moving object moving toward the stationary object, and a second moving object located further away from the vehicle than the first moving object in a lateral direction perpendicular to the direction of extension of the lane the vehicle is traveling in, and moving toward the stationary object are detected, collision avoidance support control is performed to assist in avoiding a collision between the vehicle and the first moving object, based on the detection status of the second moving object. A computer program that causes a computer to execute something.

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