Driving Support Devices

Abstract

To effectively reduce a computational processing load on a control device for executing collision avoidance support while effectively executing collision avoidance support in a driving support device that performs collision avoidance support, which is support for avoiding a collision between the own vehicle and a collision risk target when it is determined that there is the collision risk target which is determined to have a high possibility of colliding with the own vehicle.SOLUTION: Among targets detected by a front side radar, a target is used as a target for determining a possibility of collision with the own vehicle based on information acquired by the front side radar, in which the target that does not exist in a target detection range of a forward radar and where a predicted travel trajectory of the target and the predicted travel trajectory of the own vehicle intersect at a position within a predetermined distance from the own vehicle on a front side of the own vehicle.SELECTED DRAWING: Figure 4

Description

[Technical field]

[0001] The present invention relates to a driving assistance device, and more particularly to a driving assistance device that can effectively reduce the computational processing load in a control device for executing collision avoidance assistance while effectively executing collision avoidance assistance. [Background technology]

[0002] In the technical field, a driving assistance device is known that detects targets present in the vicinity of a vehicle and, when it is determined that there is a high possibility of a collision between the target and the vehicle, provides assistance in avoiding a collision between the target and the vehicle (hereinafter, this may be referred to as "collision avoidance assistance").

[0003] However, because the angle of view of forward radar, which has conventionally been used as a means for detecting targets present around the vehicle, is narrow, it has been difficult for the forward radar to quickly detect targets approaching the vehicle from the side, for example, at an intersection, etc. In light of this, radars that detect targets present on the front sides (front right and front left) of the vehicle (hereinafter sometimes referred to as "front-side radars") have been widely introduced in recent years for the purpose of quickly detecting targets approaching the vehicle from the side.

[0004] Fig. 1 is a schematic diagram showing a state in which another vehicle approaches from the side of a host vehicle equipped with a forward radar and a front-side radar. In Fig. 1, an area F where a target can be detected by a forward radar (not shown) equipped on the host vehicle 10 is hatched with vertical stripes, and an area S where a target can be detected by a front-side radar (not shown) equipped on the host vehicle 10 is hatched with horizontal stripes. As a result, the area where the area F and the area S overlap is hatched with a vertical and horizontal grid.

[0005] As shown by region F, the angle of view of the forward radar is narrow, so it is difficult for the forward radar to detect another vehicle 20 approaching the vehicle 10 from the side at an early stage. However, by introducing a front-side radar having a wide angle of view toward the front side of the vehicle 10 at an early stage as shown by region S, the other vehicle 20 can be detected at an early stage. As shown in FIG. 1, in this specification, the traveling direction of the vehicle is defined as the positive direction of the X axis, and the direction from the right side to the left side of the vehicle is defined as the positive direction of the Y axis. Although not shown, the position of the vehicle is defined as the origin.

[0006] By introducing the front-side radar as described above, it becomes possible to perform collision avoidance assistance more reliably, but the calculation processing load on the control device for performing collision avoidance assistance increases due to an increase in the number of targets detected as targets existing around the vehicle. If an attempt is made to increase the calculation processing capacity of the control device to deal with such an increase in the calculation processing load, it may lead to an increase in the cost of the driving assistance device that performs the collision avoidance assistance. Therefore, there is an increasing need to reduce the calculation processing load by excluding targets that are determined to have a low possibility of colliding with the vehicle from the target of collision avoidance assistance.

[0007] For example, Patent Document 1 discloses a vehicle control device including a surrounding information receiving unit that receives surrounding information about the host vehicle, a vehicle information receiving unit that receives vehicle information about the host vehicle, a surrounding situation determining unit that determines the surrounding situation of the host vehicle based on the surrounding information and the vehicle information, and a vehicle control unit that controls an actuator of the host vehicle based on the surrounding situation. In The surrounding information receiving unit includes a data receiving unit that performs reception processing of data transmitted from the surrounding information sensor, a data conversion unit that performs conversion processing of the received and processed data into a format that can be used by the surrounding situation determination unit, and an excluded data determination unit that determines data to be excluded from the target of reception processing or data to be excluded from the target of conversion processing based on the received and processed data. This is said to reduce the load on the processing of data transmitted from the sensor.

[0008] In the above-mentioned conventional technology, a specific method for determining data to be excluded from the reception process or conversion process includes, for example, excluding data output from a sensor having a predetermined reliability lower than a certain threshold, or a sensor that detects a target having a predetermined reliability lower than a certain threshold, or a target that exists on the opposite side of the traveling direction of the vehicle. However, it cannot be said that the possibility that a target detected by a sensor having a reliability lower than a threshold, a target having a reliability lower than a threshold, and / or a target that exists on the opposite side of the traveling direction of the vehicle will collide with the vehicle is necessarily low.

[0009] On the other hand, according to the above method, for example, a sensor whose predetermined reliability is higher than a predetermined threshold and a target whose predetermined reliability is higher than a predetermined threshold are detected. or Data output from a sensor that detects a target object on the same side as the vehicle's traveling direction is not excluded from the reception process or conversion process. Therefore, targets detected by a sensor having a reliability higher than a threshold, targets having a reliability higher than a threshold, and / or targets on the same side as the vehicle's traveling direction are not excluded from the reception process or conversion process even if they are unlikely to collide with the vehicle, so the load on the processing of data transmitted from the sensor cannot necessarily be reduced.

[0010] That is, in this technical field, there is a demand for a technique that can effectively reduce the calculation processing load in a control device for executing collision avoidance assistance while effectively executing collision avoidance assistance. [Prior art documents] [Patent documents]

[0011] [Patent Document 1] JP 2020-119183 A Summary of the Invention [Problem to be solved by the invention]

[0012] As described above, there is a demand in the technical field for a technique that can effectively reduce the computational processing load in a control device for executing collision avoidance assistance while effectively executing collision avoidance assistance. [Means for solving the problem]

[0013] Therefore, as a result of intensive research, the inventors have found that the above problem can be solved by determining, from among targets detected by the front-side radar, the possibility of a collision with the host vehicle based on information acquired by the front-side radar, for targets that are not within the target detection range of the front radar and whose predicted travel trajectory intersects with the host vehicle's predicted travel trajectory at a position forward of the host vehicle within a predetermined distance from the host vehicle.

[0014] Specifically, the driving assistance device according to the present invention (hereinafter, may be referred to as "the present invention device") is a driving assistance device including a first target information acquisition means, a second target information acquisition means, and a collision avoidance assistance control means. The first target information acquisition means acquires first information which is information about targets existing in a forward area of ​​the host vehicle. The second target information acquisition means acquires second information which is information about targets existing in a front lateral area of ​​the host vehicle. The collision avoidance assistance control means executes collision avoidance assistance which is assistance for avoiding a collision between the host vehicle and the collision risk target when it is determined that there is a collision risk target which is a target determined to have a high probability of colliding with the host vehicle based on at least one of the first information and the second information.

[0015] Furthermore, in the device of the present invention, the collision avoidance assistance control means includes a collision determination object selection unit that selects a collision determination object, which is a second object for which a possibility of a collision with the host vehicle is to be determined based on the second information, from among the second objects, which are objects for which the second information has been acquired. The collision determination object selection unit selects, as the collision determination object, a second object for which all conditions included in a first collision determination condition group, which is a condition group consisting of the first to third conditions listed below, are simultaneously satisfied.

[0016] The first condition is that the second target is present within a specific range which is a range from the second range, which is the target detection range of the second target information acquisition means, to a third range, which is a range where the first range, which is the target detection range of the first target information acquisition means, and the second range overlap. The second condition is a condition that a first trajectory, which is a predicted travel trajectory of the host vehicle, and a second trajectory, which is a predicted travel trajectory of the second target, intersect with each other. The third condition is that the first and second loci intersect at a position on the first locus that is within a predetermined distance from the host vehicle on the front side of the host vehicle. Effect of the Invention

[0017] As described above, in the device of the present invention, the second target for which all of the first to third conditions are satisfied simultaneously is selected as the target for collision determination. In other words, in the device of the present invention, the second target for which any one of the first to third conditions is not satisfied is not selected as the target for collision determination. In this way, in the device of the present invention, the second target that is unlikely to collide with the host vehicle can be excluded from the target for collision avoidance assistance. Therefore, according to the device of the present invention, it is possible to effectively reduce the calculation processing load in the control device for executing the collision avoidance assistance while effectively executing the collision avoidance assistance.

[0018] Other objects, features and attendant advantages of the present invention will become readily apparent from the following description of the embodiments of the present invention which are given with reference to the accompanying drawings. [Brief description of the drawings]

[0019] [Figure 1] 1 is a schematic diagram showing a state in which another vehicle approaches from the side of a host vehicle equipped with a front radar and a front-side radar; [Diagram 2] 1 is a schematic block diagram showing an example of a configuration of a driving assistance device (first device) according to a first embodiment of the present invention. [Diagram 3]4 is a schematic diagram illustrating a determination (simplified intersection determination) of whether or not a first trajectory, which is a predicted travel trajectory of the host vehicle, and a second trajectory, which is a predicted travel trajectory of a second target, intersect with each other. FIG. [Figure 4] 5 is a flowchart showing an example of the flow of various processes in a collision determination object selection routine executed in the first device. [Diagram 5] FIG. 11 is a schematic diagram showing an example of a first range, a second range, a third range, and a specific range in a driving assistance device (second device) according to a second embodiment of the present invention. [Figure 6] FIG. 13 is a schematic diagram illustrating a coordinate system used in a preferred embodiment of a driving support device (third device) according to the third embodiment of the present invention. [Figure 7] FIG. 13 is a schematic diagram illustrating the intersection angle θ that is an index for determining whether or not the third condition is satisfied in the third device according to a preferred embodiment. [Figure 8] 13 is a flowchart showing an example of the flow of various processes in a collision determination object selection routine executed in a driving assistance device (fourth device) according to a fourth embodiment of the present invention. [Figure 9] 13 is a flowchart showing an example of the flow of various processes in a collision determination object selection routine executed in a driving assistance device (fifth device) according to a fifth embodiment of the present invention. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0020] First Embodiment A driving assistance device according to a first embodiment of the present invention (hereinafter, may be referred to as a "first device") will be described below with reference to the drawings.

[0021] Fig. 2 is a schematic block diagram showing an example of the configuration of a first device. The dashed arrows in Fig. 2 represent the flow of information (including data signals) in the first device illustrated in Fig. 2.

[0022] The first device 101 is a driving support device including a first target information acquisition means 110, a second target information acquisition means 120, and a collision avoidance support control means 130. The first target information acquisition means 110 acquires first information I1, which is information about targets existing in a forward area of ​​the vehicle. The first target information acquisition means 110 is, for example, a radar device such as a millimeter wave radar configured to detect targets existing in a forward area of ​​the vehicle (hereinafter, may be referred to as a "forward radar"). The first information I1 includes, for example, information about the position, speed, and traveling direction of the target detected by the first target information acquisition means 110.

[0023] The second target information acquisition means 120 acquires second information I2, which is information about targets existing in a front-side area of ​​the vehicle. The second target information acquisition means 120 is, for example, a radar device such as a millimeter wave radar configured to detect targets existing in a front-side area of ​​the vehicle (hereinafter, may be referred to as a "front-side radar"). The second information I2 includes, for example, information about the position, speed, and traveling direction of the target detected by the second target information acquisition means 120.

[0024] The collision avoidance support control means 130 executes collision avoidance support, which is support for avoiding a collision between the host vehicle and the collision risk object when it is determined that there is a collision risk object, which is an object determined to have a high possibility of colliding with the host vehicle based on at least one of the first information I1 and the second information I2. The collision avoidance support includes, for example, a warning to the driver and vehicle control for avoiding a collision. Specific examples of the warning include, for example, generation of sound, light, and vibration, and display of an image and / or text.

[0025] The sound as the alarm can be generated from a sound generating device, which is a device that generates sound, such as an audio device and / or a buzzer, provided in the vehicle. Specific examples of such sounds include acoustics (such as an alarm sound), voice (including synthetic voice), and music. The light as the alarm can be generated from a light bulb and / or a light emitting element (such as a light emitting diode (LED)) provided in a light generating device, which is a device that generates light, such as a warning light provided in the vehicle.

[0026] The vibration as the warning can be generated from a vibration generating device, which is a device that generates vibration, such as a motor and / or a vibrator built into the vehicle so as to vibrate the steering wheel and / or a seat, etc. The image and / or text as the warning can be displayed by an image display device that displays images and / or text, such as a multi-information display (MID) and / or a display of a multimedia (MM) device, etc., that the vehicle is equipped with. Specific examples of such images include still images (e.g., figures, patterns, marks, etc.) and moving images (e.g., animations, etc.).

[0027] Specific examples of vehicle control include automatic braking and automatic steering, etc. Such vehicle control can be performed by operating a braking mechanism and a steering mechanism provided in the host vehicle by an actuator or the like controlled by the collision avoidance assistance control means.

[0028] Furthermore, in the first device 101, even if a target is detected by the second target information acquisition means 120, a target that is unlikely to collide with the host vehicle is excluded in advance from targets for collision avoidance support. In other words, in the first device 101, a target that is likely to collide with the host vehicle among targets detected by the second target information acquisition means 120 is set as a target for determining the possibility of collision with the host vehicle based on the second information I2.

[0029] Specifically, the collision avoidance assistance control means 130 includes a collision determination object selection unit 131 that selects a collision determination object, which is a second object for which a possibility of a collision with the vehicle is to be determined based on the second information I2, from among second objects, which are objects for which the second information I2 has been acquired. The collision determination object selection unit 131 selects, as a collision determination object, a second object for which all conditions included in a first collision determination condition group, which is a condition group consisting of the first to third conditions listed below, are simultaneously satisfied.

[0030] The first condition is that the second target exists in a specific range that is a range from the second range, which is the target detection range of the second target information acquisition means 120, to a third range, which is a range where the first range, which is the target detection range of the first target information acquisition means 110, and the second range overlap. The first range is a range where the first target information acquisition means 110 can detect a target existing in a forward area of ​​the vehicle, for example, the area F illustrated in FIG. 1. The second range is a range where the second target information acquisition means 120 can detect a target existing in a forward lateral area of ​​the vehicle, for example, the area S illustrated in FIG. 1. The third range is a range where the first range and the second range overlap, for example, the range where the area F and the area S illustrated in FIG. 1 overlap (the range hatched with vertical and horizontal grids). The specific range is the range excluding the second range to the third range, for example, the range excluding the area hatched with vertical stripes from the entire area (area F) in Figure 1 hatched with a vertical and horizontal grid (the area where area F and area S overlap).

[0031] As described above, the third range is a range where the first range and the second range overlap. That is, the second targets present in the third range are targets detected not only by the second target information acquisition means 120 but also by the first target information acquisition means 110. Therefore, from the viewpoint of reducing the computational processing load associated with the execution of the collision avoidance support, it is desirable to exclude the second targets present in the third range among the second targets detected by the second target information acquisition means 120 from the targets for which the possibility of collision with the host vehicle is determined based on the second information I2. In other words, from the viewpoint of reducing the computational processing load associated with the execution of the collision avoidance support, it is desirable to exclude only the second targets present in the third range among the second targets detected by the second target information acquisition means 120 from the targets for which the possibility of collision with the host vehicle is determined based on the second information I2. Therefore, in the first device, as one of the conditions for determining the possibility of a collision with the host vehicle based on the second information I2, a condition (first condition) that the second target is present in a specific range that is a range from the second range excluding the third range is imposed.

[0032] However, not all second targets present in the specific range are necessarily likely to collide with the vehicle. For example, if the predicted travel trajectory of the second target does not intersect with the predicted travel trajectory of the vehicle, it can be determined that the second target is unlikely to collide with the vehicle. Therefore, in the first device, the first collision determination condition group, which is a condition group for selecting the second target to be the collision determination target target, includes the following second condition in addition to the above-mentioned first condition.

[0033] The second condition is a condition that a first trajectory, which is a predicted travel trajectory of the host vehicle, intersects with a second trajectory, which is a predicted travel trajectory of the second target. The first trajectory can be calculated, for example, based on vehicle information of the host vehicle (for example, position, vehicle speed, traveling direction, and / or steering angle, etc.). The second trajectory can be calculated, for example, based on second information I2 of the second target. As described later, a routine for selecting a second target to be a collision determination target target is repeatedly executed at a predetermined short time interval (for example, 0.05 seconds). From the viewpoint of accurately determining whether the second condition is satisfied or not, it is desirable to calculate a first trajectory and a second trajectory that accurately match the actual moving paths of the host vehicle and the second target every time the above routine is executed. However, in this case, there is a risk that the calculation processing load for determining whether the second condition is satisfied or not becomes excessive. On the other hand, since the period required for the vehicle and the second target to pass each other is extremely short, even if the first and second trajectories are calculated assuming that they are straight lines, the deviation between the actual first and second trajectories and the first and second trajectories assumed to be straight lines may be considered to be small.

[0034] Fig. 3 is a schematic diagram for explaining whether the above-mentioned second condition is satisfied, that is, whether the first trajectory, which is the predicted travel trajectory of the host vehicle, and the second trajectory, which is the predicted travel trajectory of the second target, intersect (hereinafter, may be referred to as "simplified intersection judgment"). In the example shown in Fig. 3, when the host vehicle 10 continues to travel straight in the positive direction of the X-axis, and the other vehicle 20, which is the second target, travels along a straight line (dashed line) represented by the formula "x = ay + b" as shown by a thick solid arrow, the first trajectory (X-axis), which is the predicted travel trajectory of the host vehicle 10, and the second trajectory (dashed line), which is the predicted travel trajectory of the second target (other vehicle 20), intersect at point p on the X-axis. That is, in this case, the second condition is satisfied.

[0035] On the other hand, when the vehicle 10 travels along a first locus in the shape of a circular arc having a center at a point c on the Y axis and a radius R, as represented by a curve drawn by a dashed line, the formula "x 2 +(yR) 2 =R 2" does not intersect with the second locus (dashed line), which is the predicted travel locus of the second target (other vehicle 20). That is, in this case, the second condition is not met. However, even when the host vehicle 10 travels along the arc-shaped first locus (dashed line) in this way, if the second target, other vehicle 20, travels along a second locus different from the above as shown by the thick dashed arrow, the first locus and second locus may intersect, as exemplified by point q. In this case, the second condition is met.

[0036] As is clear from the above, it can be said that the determination of whether or not the first trajectory, which is the predicted travel trajectory of the host vehicle, intersects with the second trajectory, which is the predicted travel trajectory of the second target (simplified intersection determination) is determined by whether or not the simultaneous equations representing the first trajectory and the second trajectory have a real solution. As illustrated in FIG. 3, when the host vehicle 10 is in a state where the equation "x 2 +(yR) 2 =R 2 " and the second target, another vehicle 20, travels along a linear second locus represented by the formula "x = ay + b" 2 +(yR) 2 =R 2 Whether or not the first locus intersects with the second locus can be determined depending on whether or not the simultaneous equations of "x=ay+b" and "x=ay+b" have a real solution.

[0037] In addition, in consideration of the fact that the period required for the host vehicle and the second target to pass each other is extremely short as described above, when performing simplified intersection determination by regarding the first and second loci as straight lines, both the first and second loci may be expressed by linear expressions. In this case, the simplified intersection determination can be performed by solving simultaneous equations (simultaneous linear equations) consisting of two linear expressions, so that the calculation processing load associated with the execution of collision avoidance assistance can be reduced.

[0038] However, not all second targets that exist in a specific range and are determined as having the first and second loci intersecting as a result of the simplified intersection determination are likely to collide with the vehicle. For example, when the first and second loci intersect far ahead of the vehicle and when the first and second loci intersect behind the vehicle, it can be determined that the second target traveling along the second locus is unlikely to collide with the vehicle. Therefore, in the first device, the first collision determination condition group, which is a condition group for selecting the second target to be the collision determination target, includes the following third condition in addition to the above-mentioned first and second conditions.

[0039] The third condition is that the first and second loci intersect at a position on the first locus that is within a predetermined distance from the host vehicle on the front side of the host vehicle. Whether or not the third condition is satisfied, i.e., whether or not the first and second loci intersect at a position on the first locus that is within a predetermined distance from the host vehicle on the front side of the host vehicle, can be determined based on, for example, the positions, speeds, and traveling directions of the host vehicle and the second target. A specific method of this determination will be described in detail later in the description of other embodiments of the present invention.

[0040] Hereinafter, the routine in which the collision determination target selection unit 131 selects the second target for which all of the first to third conditions included in the first collision determination condition group are simultaneously satisfied as the collision determination target is referred to as a "collision determination target selection routine." Fig. 4 is a flowchart showing an example of the flow of various processes in the collision determination target selection routine executed in the first device. In the first device 101, the collision determination target selection routine, which will be described in detail below, is repeatedly executed at a predetermined short time interval (for example, 0.05 seconds).

[0041] When the collision determination target object selection routine is started, in step S10, it is determined whether the above-mentioned first condition is satisfied (i.e., whether the second target exists in the specific range). The position of the second target can be specified based on the second information I2 acquired by the second target information acquisition means 120. If the first condition is satisfied (step S10: Yes), in the next step S20, it is determined whether the above-mentioned second condition is satisfied (i.e., whether the first trajectory, which is the predicted travel trajectory of the host vehicle, intersects with the second trajectory, which is the predicted travel trajectory of the second target). As described above, the first trajectory can be calculated based on, for example, vehicle information of the host vehicle (e.g., position, vehicle speed, traveling direction, and / or steering angle, etc.), and the second trajectory can be calculated based on, for example, the second information I2 of the second target.

[0042] If the second condition is satisfied (step S20: Yes), then in the next step S30, it is determined whether the above-mentioned third condition is satisfied (i.e., whether the first and second loci intersect at a position on the first locus that is within a predetermined distance from the host vehicle on the front side of the host vehicle). As described above, whether the third condition is satisfied, i.e., whether the first and second loci intersect at a position on the first locus that is within a predetermined distance from the host vehicle on the front side of the host vehicle, can be determined based on, for example, the positions, speeds, and traveling directions of the host vehicle and the second target.

[0043] If the third condition is satisfied (step S30: Yes), all of the conditions included in the first collision determination condition group, which is a condition group consisting of the first condition to the third condition described above, are satisfied at the same time. Therefore, in the next step S40, opposition The second target is selected as a target for collision determination. On the other hand, if the result of the determination is "No" in any of step S10 for determining whether the first condition is satisfied, step S20 for determining whether the second condition is satisfied, and step S30 for determining whether the third condition is satisfied, the collision determination target selection routine is temporarily terminated at that point in time. Therefore, the second target for which at least one of the first condition to the third condition is not satisfied is not selected as a target for collision determination.

[0044] That is, in the first device, of the second targets detected by the second target information acquisition means, those that are unlikely to collide with the vehicle are excluded in advance from targets for collision avoidance assistance. As a result, the first device can effectively perform collision avoidance assistance while effectively reducing the computational processing load on the control device for performing the collision avoidance assistance.

[0045] The above-mentioned functions of the first device can be realized, for example, by an ECU mounted on the vehicle. In this specification, "ECU" is an electronic control unit having a microcomputer as a main part, and is also called "controller". The microcomputer includes a CPU (processor), a ROM, a RAM, a non-volatile memory, and an interface. The CPU is configured to realize various functions by executing instructions (programs, routines) stored in the ROM. These various functions may be executed by one specific ECU constituting the first device, or may be executed in a distributed manner by multiple ECUs. In the latter case, the multiple ECUs can be configured to be connected to each other via a CAN (Controller Area Network) and be able to communicate with each other.

[0046] Second Embodiment A driving assistance device according to a second embodiment of the present invention (hereinafter, may be referred to as a "second device") will be described below with reference to the drawings.

[0047] As described above, in the first device, a second target for which all conditions included in the first collision determination condition group, which is a condition group consisting of the first condition to the third condition described above, are simultaneously satisfied is selected as a collision determination target target (a second target for which a possibility of a collision with the host vehicle is determined based on the second information). In other words, in the first device, a second target for which any one or more of the first condition to the third condition described above is not satisfied is not selected as a collision determination target target. Therefore, according to the first device, it is possible to effectively reduce the calculation processing load in the control device for executing the collision avoidance assistance while effectively executing the collision avoidance assistance.

[0048] However, the target detection accuracy of the first target information acquisition means that acquires the first information, which is information about targets existing in the area ahead of the vehicle, is not necessarily uniform over the entire target detection range. For example, the target detection accuracy in ranges near both ends of the angle of view corresponding to the target detection range may be lower than the target detection accuracy in other ranges included in the target detection range.

[0049] As described above, if the range in which the target detection accuracy of the first target information acquisition means is low is excluded from the second range as part of the third range (a range in which the first range, which is the target detection range of the first target information acquisition means, and the second range, which is the target detection range of the second target information acquisition means, overlap), targets present in that range will be detectable only by the first target information acquisition means (in which the target detection accuracy is low). Therefore, from the viewpoint of performing collision avoidance assistance more reliably and effectively, it is desirable not to include the range in which the target detection accuracy of the first target information acquisition means is low as described above in the third range (excluded from the second range, which is the target detection range by the second target information acquisition means).

[0050] Therefore, the second device is the above-mentioned first device, which is a driving assistance device characterized in that the range in which the target detection accuracy of the first target information acquisition means is less than a predetermined threshold value is excluded from the third range.

[0051] Fig. 5 is a schematic diagram showing an example of the first range, the second range, the third range, and the specific range in the second device. In Fig. 5, the area F (first range) where the target can be detected by the first target information acquisition means (e.g., a forward radar) equipped in the vehicle 10 is hatched with vertical stripes. On the other hand, the area S (second range) where the target can be detected by the second target information acquisition means (e.g., a front side radar) equipped in the vehicle 10 is hatched with horizontal stripes. As a result, the area (third range) where the area F and the area S overlap is hatched with a vertical and horizontal grid.

[0052] In the first device described above, the specific range is the range (the range of area S hatched only with horizontal stripes) from the second range (the range hatched with horizontal stripes) excluding the third range (the range hatched with vertical and horizontal grids). Therefore, the second target existing in the third range is excluded from the target for which the possibility of collision with the host vehicle is judged based on the second information I2. As a result, the first device can effectively perform collision avoidance assistance while effectively reducing the calculation processing load on the control device for performing collision avoidance assistance.

[0053] However, as described above, the target detection accuracy of the first target information acquisition means that acquires the first information, which is information about targets existing in the area ahead of the vehicle, is not necessarily uniform throughout the target detection range. For example, the target detection accuracy in ranges near both ends of the angle of view corresponding to the target detection range may be lower than the target detection accuracy in other ranges included in the target detection range.

[0054] In the example shown in FIG. 5, the target detection accuracy in the ranges near both ends of the angle of view corresponding to the target detection range of the first target information acquisition means is lower than the target detection accuracy in other ranges included in the target detection range. Specifically, the range with a gray background color in FIG. 5 is the range in which the target detection accuracy of the first target information acquisition means is lower than a predetermined threshold value. As described above, if the range in which the target detection accuracy of the first target information acquisition means is low is removed from the second range as a part of the third range, the targets present in the range will be detectable only by the first target information acquisition means. From the viewpoint of performing collision avoidance assistance more reliably and effectively, it is desirable to treat the range in which the target detection accuracy of the first target information acquisition means is low as a part of the specific range in which the second target is selected as the collision determination target target, rather than as the third range.

[0055] Therefore, in the second device, the range with a gray background in Fig. 5, i.e., the range where the target detection accuracy of the first target information acquisition means is less than a predetermined threshold, is excluded from the third range. In other words, the range where the target detection accuracy of the first target information acquisition means is equal to or greater than a predetermined threshold and the second range overlap is treated as the third range. As a result, according to the second device, it is possible to avoid a situation where even a range where the target detection accuracy of the first target information acquisition means is low is excluded from the second range as part of the third range, and targets present in the range become detectable only by the first target information acquisition means. Therefore, according to the second device, it is possible to more reliably and effectively execute collision avoidance assistance.

[0056] Furthermore, the threshold value of the target detection accuracy by the first target information acquisition means, which is the criterion for determining which range among the ranges in which targets can be detected by the first target information acquisition means should be excluded from the third range, can be set appropriately, for example, depending on the target detection accuracy required for proper execution of collision avoidance assistance and / or laws and regulations regarding collision avoidance assistance in the destination country of the vehicle in which the second device is installed.

[0057] Third Embodiment Hereinafter, a driving assistance device according to a third embodiment of the present invention (hereinafter, may be referred to as a "third device") will be described with reference to the drawings.

[0058] As described above, in the first device and the second device, it is determined that the third condition is satisfied when the first and second loci intersect at a position on the first locus that is within a predetermined distance from the host vehicle on the front side of the host vehicle. Whether the third condition is satisfied, i.e., whether the first and second loci intersect at a position on the first locus that is within a predetermined distance from the host vehicle on the front side of the host vehicle, can be determined based on, for example, the positions, speeds, and traveling directions of the host vehicle and the second target.

[0059] However, from the viewpoint of reducing the computational processing load associated with executing collision avoidance assistance, it is desirable to use a simpler method to determine whether the first trajectory and the second trajectory intersect at a position on the first trajectory within a predetermined distance from the vehicle on the forward side of the vehicle.

[0060] Therefore, the third device is a driving assistance device which is the above-mentioned first device or second device, and is characterized in that the collision determination target selection unit determines that the third condition is satisfied when the angle between the traveling direction of the vehicle and the traveling direction of the second target is within a predetermined range.

[0061] For example, when the traveling direction of the second target, which exists at a position a predetermined distance away from the host vehicle in a direction (horizontal direction) perpendicular to the traveling direction (longitudinal direction) of the host vehicle, is parallel to the traveling direction of the host vehicle, the predicted traveling trajectory (first trajectory) of the host vehicle and the predicted traveling trajectory (second trajectory) of the second target do not intersect. On the other hand, when the traveling direction of the second target is perpendicular to the traveling direction of the host vehicle, the first trajectory and the second trajectory may intersect. In addition, when the traveling direction of the second target is between the vertical direction and the horizontal direction, the possibility that the first trajectory and the second trajectory will intersect changes depending on, for example, the angle between the traveling direction of the host vehicle and the traveling direction of the second target, the positional relationship and the speed of the host vehicle and the second target, etc. Therefore, the range of the angle between the traveling direction of the host vehicle and the traveling direction of the second target, which is used as a reference for the collision determination target selection unit to determine when the third condition is satisfied, may vary depending on, for example, the angle between the traveling direction of the host vehicle and the traveling direction of the second target, the positional relationship between the host vehicle and the second target, the speed, etc. Alternatively, the range of the angle may be a fixed range determined depending on, for example, the angle between the traveling direction of the host vehicle and the traveling direction of the second target assumed in a situation where there is a high possibility of a collision between the host vehicle and the second target, the positional relationship between the host vehicle and the second target, the speed, etc.

[0062] In a third device according to a preferred embodiment, the vehicle is moved in the direction of travel (longitudinal axis) and the longitudinal direction. shaft Depending on which quadrant the second target is in in a coordinate system whose coordinate axis is the direction perpendicular to the direction (the horizontal axis direction), when the third condition is satisfied, the range of the angle between the traveling direction of the vehicle and the traveling direction of the second target, which serves as a basis for the collision determination target selection unit to make a judgment, is determined.

[0063] That is, in a preferred embodiment of the third device, the collision determination target selection unit is configured to determine that the third condition is satisfied when the intersection angle θ is within a predetermined range defined according to the quadrant in which the second target exists in a predetermined XY coordinate system.

[0064] Specifically, the XY coordinate system has the position of the vehicle as the origin, the traveling direction of the vehicle as the positive direction of the X axis, and the direction perpendicular to the X axis toward the left side of the vehicle as the positive direction of the Y axis. In the XY coordinate system, the range where X>0 and Y<0 is the first quadrant, the range where X>0 and Y>0 is the second quadrant, the range where X<0 and Y>0 is the third quadrant, and the range where X<0 and Y<0 is the fourth quadrant. The intersection angle θ is an angle calculated from the X-axis component Vx and the Y-axis component Vy of the relative speed V (vector) of the second target with respect to the vehicle by the following formula (1).

[0065]

number

[0066] Furthermore, in a third device according to a preferred embodiment, the collision determination target selection unit determines that the third condition is met when the intersection angle θ satisfies "-50°≦θ≦45°" when the second target is present in the first or second quadrant, and when the intersection angle θ satisfies "0°≦θ≦45°" when the second target is present in the third or fourth quadrant.

[0067] Fig. 6 is a schematic diagram illustrating a coordinate system used in the third device according to a preferred embodiment. The XY coordinate system illustrated in Fig. 6 is a coordinate system in which the position of the vehicle 10 is the origin O, the traveling direction of the vehicle 10 is the positive direction of the X axis, and the direction perpendicular to the X axis and toward the left side of the vehicle 10 is the positive direction of the Y axis. In the XY coordinate system, the range where X>0 and Y<0 is the first quadrant, the range where X>0 and Y>0 is the second quadrant, the range where X<0 and Y>0 is the third quadrant, and the range where X<0 and Y<0 is the fourth quadrant.

[0068] Next, Fig. 7 is a schematic diagram for explaining the intersection angle θ serving as an index for determining whether or not the third condition is satisfied in the third device according to a preferred embodiment. The XY coordinate system illustrated in Fig. 7 is also a coordinate system in which the position of the vehicle 10 is the origin O, the traveling direction of the vehicle 10 is the positive direction of the X axis, and the direction perpendicular to the X axis and toward the left side of the vehicle 10 is the positive direction of the Y axis, as in Fig. 6. Also, as in Fig. 6, the range where X>0 and Y<0 is the first quadrant, the range where X>0 and Y>0 is the second quadrant, the range where X<0 and Y>0 is the third quadrant, and the range where X<0 and Y<0 is the fourth quadrant.

[0069] 7, the other vehicle 20a is present in the first quadrant. That is, if the coordinates indicating the position of the other vehicle 20a are (xa, ya), then xa>0 and ya<0. In addition, if the X-axis component and the Y-axis component of the relative speed Va (vector) of the other vehicle 20a with respect to the host vehicle 10 are Vxa and Vya, respectively, then the intersection angle θa of the other vehicle 20a can be expressed by the following formula (1a), similar to the above-mentioned formula (1).

number

[0070] Moreover, the other vehicle 20b is present in the second quadrant. That is, if the coordinates indicating the position of the other vehicle 20b are (xb, yb), then xb>0 and yb>0. Furthermore, if the X-axis component and the Y-axis component of the relative speed Vb (vector) of the other vehicle 20b with respect to the host vehicle 10 are Vxb and Vyb, respectively, then the intersection angle θb of the other vehicle 20b can be expressed by the following formula (1b), similar to the above-mentioned formula (1).

number

[0071] 7, when the X-axis component Vx of the relative velocity V (vector) is directed in the negative direction of the X-axis, the intersection angle θ is a negative value. In this case, if the value of the intersection angle θ is excessively small (the absolute value is excessively large), the other vehicle may not be able to detect the intersection angle θ from the host vehicle. 10Passing behind the vehicle 10 On the other hand, when the X-axis component Vx of the relative velocity V (vector) is directed in the positive direction of the X-axis, the intersection angle θ takes a positive value. In this case, if the value of the intersection angle θ is excessively large (the absolute value is excessively large), it is considered that there is a high possibility that the other vehicle will pass in front of the host vehicle and will not collide with the host vehicle.

[0072] Therefore, for other vehicles that exist in the first or second quadrant, if the value of the intersection angle θ is between a predetermined lower limit value that is a negative value and a predetermined upper limit value that is a positive value, it is considered that there is a possibility of collision with the host vehicle. As a result of intensive research based on this viewpoint, the present inventor has found that it is desirable to configure the collision determination target selection unit so as to determine that the third condition is established when the intersection angle θ satisfies "-50°≦θ≦45°" when the second target exists in the first or second quadrant.

[0073] On the other hand, although not shown, the coordinates indicating the position of other vehicles in the third quadrant are x<0 and y>0, and the coordinates indicating the position of other vehicles in the fourth quadrant are x<0 and y<0. If the X-axis component and the Y-axis component of the relative speed V (vector) of these other vehicles with respect to the host vehicle are Vx and Vy, respectively, the intersection angle θ of these other vehicles can also be expressed in a manner similar to the above-mentioned equation (1).

[0074] When the X-axis component Vx of the relative speed V (vector) of these other vehicles is oriented in the negative direction of the X-axis, the intersection angle θ will be a negative value, and it is considered highly likely that the other vehicles will pass behind the host vehicle and will not collide with the host vehicle. On the other hand, when the X-axis component Vx of the relative speed V (vector) is oriented in the positive direction of the X-axis, the intersection angle θ will be a positive value. In this case, if the value of the intersection angle θ is excessively large (the absolute value is excessively large), it is considered highly likely that the other vehicles will pass in front of the host vehicle and will not collide with the host vehicle.

[0075] Therefore, for other vehicles that exist in the third or fourth quadrant, if the value of the intersection angle θ is a positive value up to a predetermined upper limit value, it is considered that there is a possibility of collision with the host vehicle. As a result of intensive research based on this viewpoint, the present inventor has found that it is desirable to configure the collision determination target selection unit so as to determine that the third condition is established when the intersection angle θ satisfies "0°≦θ≦45°" when the second target exists in the third or fourth quadrant.

[0076] As described above, the third device can determine whether the first and second trajectories intersect at a position on the front side of the host vehicle within a predetermined distance from the host vehicle by a simple method based on the angle between the traveling direction of the host vehicle and the traveling direction of the second target. Therefore, the third device can effectively reduce the calculation processing load associated with the execution of collision avoidance assistance.

[0077] In the examples shown in Figures 6 and 7, the center of the front of the vehicle 10 is taken as the position of the vehicle, and this position is taken as the origin 0, but the position of the vehicle 10 can be any position other than the center of the front.

[0078] Fourth Embodiment A driving assistance device according to a fourth embodiment of the present invention (hereinafter, may be referred to as a "fourth device") will be described below with reference to the drawings.

[0079] As described above, in the driving support device according to the present invention (the device of the present invention) including the first device to the third device, the second object for which all of the first condition to the third condition are satisfied simultaneously is selected as the object for collision determination. In other words, in the device of the present invention, the second object for which at least one of the first condition to the third condition is not satisfied is not selected as the object for collision determination. In this way, in the device of the present invention, the second object that is unlikely to collide with the host vehicle can be excluded from the object for collision avoidance support. Therefore, according to the device of the present invention, it is possible to effectively reduce the calculation processing load in the control device for performing the collision avoidance support while effectively performing the collision avoidance support.

[0080] However, even if all of the first to third conditions are satisfied at the same time, that is, even if the predicted travel trajectory (second trajectory) of the second target existing in the specific range and the predicted travel trajectory (first trajectory) of the host vehicle intersect at a position within a predetermined distance ahead of the host vehicle, for example, depending on the speed at which the second target approaches ahead of the host vehicle and the distance between the second target and the host vehicle in a direction (lateral direction) perpendicular to the traveling direction of the host vehicle, it may take a long time for the second target to reach the intersection of the second trajectory and the first trajectory, and the host vehicle may pass the intersection before the second target reaches the intersection. Therefore, from the viewpoint of reducing the calculation processing load associated with the execution of the collision avoidance support by reliably excluding the second target that is unlikely to collide with the host vehicle from the target of the collision avoidance support, it is desirable to prevent the second target that takes a longer time to reach ahead of the host vehicle than a predetermined threshold from being selected as a target for collision determination.

[0081] Therefore, the fourth device is a driving assistance device which is any one of the first device to the third device described above, characterized in that the first collision judgment condition group further includes, in addition to the first condition to the third condition described above, a fourth condition described below.

[0082] The fourth condition is that the ECT value calculated based on the relative speed of the second target with respect to the host vehicle and the positional relationship between the second target and the host vehicle in a predetermined XY coordinate system is equal to or smaller than a predetermined threshold value.

[0083] Specifically, the XY coordinate system has the position of the host vehicle as the origin, the traveling direction of the host vehicle as the positive direction of the X axis, and the direction perpendicular to the X axis toward the left side of the host vehicle as the positive direction of the Y axis. The ECT value is a value calculated by the following formula (2) from the Y axis component Vy of the relative speed V of the second target with respect to the host vehicle and the difference Δy between the Y coordinate of the second target and the Y coordinate of the host vehicle.

[0084]

number

[0085] The "predetermined threshold" that is the standard for determining whether the fourth condition is satisfied based on the ECT value may be a value that changes depending on, for example, the positional relationship between the host vehicle and the second target (for example, the distance between the host vehicle and the intersection of the first and second trajectories) and the speed of the host vehicle, etc. Alternatively, the "predetermined threshold" may be a fixed value that is determined depending on, for example, the positional relationship between the host vehicle and the second target (for example, the distance between the host vehicle and the intersection of the first and second trajectories) that is assumed in a situation where there is a high possibility of a collision between the host vehicle and the second target and the speed of the host vehicle, etc.

[0086] Fig. 8 is a flowchart showing an example of the flow of various processes in a collision determination object selection routine executed by the fourth device. The flowchart shown in Fig. 8 is the same as the flowchart shown in Fig. 4, except that step S35 of determining whether the above-mentioned fourth condition is satisfied is added after step S30 of determining whether the above-mentioned third condition is satisfied.

[0087] That is, in the collision risk elimination routine executed by the fourth device represented by the flowchart illustrated in Fig. 8, steps S10 to S30 are similar to those in the flowchart illustrated in Fig. 4. Then, after step S30, in step S35, it is determined whether or not the fourth condition is established, that is, whether or not the ECT value is equal to or less than a predetermined threshold value.

[0088] If the fourth condition is satisfied (step S35: Yes), all of the conditions included in the first collision determination condition group, which is a condition group consisting of the first condition to the fourth condition described above, are satisfied at the same time. Therefore, in the next step S40, oppositionThe second target is selected as a target for collision determination. On the other hand, if the result of the determination is "No" in any of step S10 for determining whether the first condition is satisfied, step S20 for determining whether the second condition is satisfied, step S30 for determining whether the third condition is satisfied, and step S35 for determining whether the fourth condition is satisfied, the routine for selecting a target for collision determination is temporarily terminated at that point in time. Therefore, the second target for which at least one of the first condition to the fourth condition is not satisfied is not selected as a target for collision determination.

[0089] As described above, in the fourth device, the second object that satisfies not only the first to third conditions but also the fourth condition is selected as the collision determination object. That is, the second object that exists in a specific range and satisfies the conditions that the predicted travel trajectory (second trajectory) and the predicted travel trajectory (first trajectory) of the host vehicle intersect at a position within a predetermined distance ahead of the host vehicle, and the time required to reach the front of the host vehicle is equal to or less than a predetermined threshold is selected as the collision determination object. As a result, according to the fourth device, the second object that is unlikely to collide with the host vehicle can be more reliably excluded from the target of the collision avoidance support, and the calculation processing load associated with the execution of the collision avoidance support can be more effectively reduced.

[0090] Fifth Embodiment A driving assistance device according to a fifth embodiment of the present invention (hereinafter, may be referred to as a "fifth device") will be described below.

[0091] As described above, in the driving support device according to the present invention (the device of the present invention) including the first device to the fourth device, the collision determination object selection unit selects, as the collision determination object, a second object for which all the conditions included in the first collision determination condition group including the above-mentioned first condition to third condition or the first collision determination condition group including the above-mentioned first condition to fourth condition are simultaneously satisfied. As a result, according to the device of the present invention, it is possible to effectively reduce the calculation processing load in the control device for executing the collision avoidance assistance while effectively executing the collision avoidance assistance.

[0092] However, the number of targets for which second information is acquired by the second target information acquisition means is not always large, and even if the number of targets for which second information is acquired by the second target information acquisition means is large, the number of second targets selected as collision determination target targets is not always large. In other words, depending on the number and / or state of targets detected by the second target information acquisition means, the number of second targets selected as collision determination target targets may be small, and the control device may have a margin of computational processing capacity for executing collision avoidance assistance relative to the computational processing load associated with the execution of collision avoidance assistance.

[0093] In the above case, at least some of the second targets that were not selected as the collision determination target targets because all the conditions included in the first collision determination condition group were not satisfied at the same time may be further selected as the collision determination target targets. In particular, for the second targets that were not selected as the collision determination target targets because they exist in a third range, which is a range where the first range, which is the target detection range of the first target information acquisition means, and the second range, which is the target detection range of the second target information acquisition means, overlap (the first condition is not satisfied), there is a possibility that the predicted running trajectory (second trajectory) of the second target and the predicted running trajectory (first trajectory) of the host vehicle will intersect at a position within a predetermined distance ahead of the host vehicle, similar to the second targets that exist in a specific range. For the targets that exist in such a third range, the first information is acquired by the first target information acquisition means, and the targets that are determined to have a high possibility of colliding with the host vehicle are subject to collision avoidance support.

[0094] However, from the viewpoint of preventing unforeseen circumstances, such as a detection failure by the first target information acquisition means, and more reliably executing collision avoidance support, it is necessary to ability When there is sufficient clearance, it is also preferable to determine whether or not the predicted travel trajectory (second trajectory) of the second target existing in the third range intersects with the predicted travel trajectory (first trajectory) of the host vehicle at a position within a predetermined distance ahead of the host vehicle, i.e., whether or not the second condition and the third condition are satisfied. When these conditions are satisfied, it is preferable to select the second target as a target for collision determination and to make it a target for collision avoidance assistance.

[0095] A fifth device is a driving support device that is any one of the first to fourth devices described above, characterized in that, when the number of second targets selected as collision determination target targets by the collision determination target selection unit is less than a predetermined threshold, the collision determination target selection unit further selects, as collision determination target targets, at least a part of the second targets for which all conditions included in a second collision determination condition group are satisfied at the same time. The second collision determination condition group is a first collision determination condition group that includes, instead of the first condition, a fifth condition that is a condition that the second target is present in a third range.

[0096] That is, the second collision determination condition group includes the fifth condition, the second condition, and the third condition, and, like the first collision determination condition group, can further include a fourth condition that the ECT value is equal to or less than a predetermined threshold value.

[0097] Fig. 9 is a flowchart showing an example of the flow of various processes in a collision determination object selection routine executed by the fifth device. The flowchart shown in Fig. 9 is the same as the flowchart shown in Fig. 4, except that steps S50 to S90 are added after step S40 in which a second object satisfying all conditions included in the first collision determination condition group is selected as a collision determination object. Note that in order to make it possible to depict the entire collision determination object selection routine in Fig. 9, Steps Although steps S10 to S30 are described as one step, the processing executed in these three steps is similar to that described with reference to the flowchart illustrated in FIG.

[0098] In the collision risk elimination routine executed by the fifth device and represented by the flowchart shown in Fig. 9, steps S10 to S40 are similar to those in the flowchart shown in Fig. 4. Then, after step S40, it is determined whether or not the number of second targets selected in step S40 as collision determination object targets is smaller than a predetermined threshold, that is, whether or not the calculation processing capacity of the control device for executing the collision avoidance assistance has a margin for the calculation processing load associated with the execution of the collision avoidance assistance.

[0099] If the number of second targets selected as collision determination objects in step S40 is less than a predetermined threshold (step S50: Yes), it is determined in the following steps S60 to S80 whether all conditions included in the second collision determination condition group are satisfied simultaneously. In step S60, it is determined whether the above-mentioned fifth condition is satisfied (i.e., whether the second targets are present in the third range).

[0100] If the fifth condition is satisfied (step S60: Yes), then in the next step S70, it is determined whether the second condition described above is satisfied (i.e., whether the first trajectory, which is the predicted travel trajectory of the vehicle, intersects with the second trajectory, which is the predicted travel trajectory of the second target). That is, the process executed in step S70 is the same as the process executed in step S20 described above, except for the range in which the second target to be processed exists.

[0101] If the second condition is satisfied (step S70: Yes), then in the next step S80, it is determined whether the above-mentioned third condition is satisfied (i.e., whether the first and second loci intersect at a position on the first locus that is within a predetermined distance from the host vehicle ahead of the host vehicle). That is, the process executed in step S80 is the same as the process executed in the above-mentioned step S30, but the range in which the second target to be processed exists is different.

[0102] If the third condition is satisfied (step S80: Yes), all of the conditions included in the second collision determination condition group, which is a condition group consisting of the fifth condition, the second condition, and the third condition, are satisfied at the same time. Therefore, in the next step S90, oppositionThe second target is further selected (added) as a target for collision determination. On the other hand, if the result of the determination is "No" in any of step S60 for determining whether the fifth condition is satisfied, step S70 for determining whether the second condition is satisfied, and step S80 for determining whether the third condition is satisfied, the collision determination target selection routine is temporarily terminated at that point in time. Therefore, the second target for which at least one of the fifth condition, the second condition, and the third condition is not satisfied is not added to the targets for collision determination.

[0103] That is, in the fifth device, when the number of second targets selected as collision determination target targets is less than a predetermined threshold, second targets existing in the third range for which the second condition and the third condition are satisfied are added to the collision determination target targets. Therefore, in the fifth device, when the calculation processing capacity of the control device for executing the collision avoidance support is sufficient for the calculation processing load accompanying the execution of the collision avoidance support, the possibility of collision with the host vehicle is also determined based on the second information for second targets existing in the third range where the second trajectory and the first trajectory may intersect at a position within a predetermined distance forward of the host vehicle. As a result, according to the fifth device, the collision avoidance support can be executed more effectively within the range of the calculation processing capacity of the control device for executing the collision avoidance support.

[0104] 9, the first collision determination condition group includes the first to third conditions, and the second collision determination condition group includes the fifth, second, and third conditions. However, as described above, the first collision determination condition group can further include a fourth condition in addition to the first to third conditions. Similarly, the second collision determination condition group can further include the fourth condition in addition to the fifth, second, and third conditions.

[0105] For the purpose of explaining the present invention, several embodiments having specific configurations have been described above, sometimes with reference to the attached drawings. However, the scope of the present invention should not be construed as being limited to these exemplary embodiments, and it goes without saying that appropriate modifications can be made within the scope of the claims and the matters described in the specification. [Explanation of symbols]

[0106] 10…Own vehicle 20, 20a, 20b...Second target (other vehicle) 101... Driving assistance device (first device) 110...First target information acquisition means 120…Second target information acquisition means 130...Collision avoidance assistance control means 131…Collision judgment target selection unit

Claims

1. a first target information acquisition means for acquiring first information which is information about a target present in a forward area of ​​the host vehicle; a second target information acquisition means for acquiring second information about a target present in a front side area of ​​the host vehicle; a collision avoidance support control means for executing a collision avoidance support, which is a support for avoiding a collision between the host vehicle and the collision risk object when it is determined that there is a collision risk object, which is an object that is determined to have a high possibility of colliding with the host vehicle based on at least one of the first information and the second information; A driving assistance device comprising: the collision avoidance assistance control means includes a collision determination object selection unit that selects, from among second objects that are the objects for which the second information has been acquired, a collision determination object that is the second object and is a target for determining a possibility of a collision with the host vehicle based on the second information, the collision determination target selection unit selects the second target as the collision determination target target, the second target for which all conditions included in a first collision determination condition group, which is a condition group consisting of a plurality of conditions, are simultaneously satisfied; The first collision determination condition group is a first condition being a condition that the second target is present in a specific range that is a range from a second range that is a target detection range of the second target information acquisition means to a third range that is a range where a first range that is a target detection range of the first target information acquisition means and the second range overlap; a second condition that a first trajectory, which is a predicted travel trajectory of the host vehicle, and a second trajectory, which is a predicted travel trajectory of the second target, intersect with each other; a third condition that the first locus and the second locus intersect at a position on the first locus that is within a predetermined distance from the host vehicle on a forward side of the host vehicle; It consists of: The collision determination target selection unit, In an X-Y coordinate system in which the position of the host vehicle is defined as an origin, the traveling direction of the host vehicle is defined as the positive direction of the X-axis, a direction perpendicular to the X-axis and toward the left side of the host vehicle is defined as the positive direction of the Y-axis, a range where X>0 and Y<0 is defined as a first quadrant, a range where X>0 and Y>0 is defined as a second quadrant, a range where X<0 and Y>0 is defined as a third quadrant, and a range where X<0 and Y<0 is defined as a fourth quadrant, the third condition is determined to be satisfied when an intersection angle θ, which is an angle calculated from an X-axis component Vx and a Y-axis component Vy of a relative velocity V of the second target with respect to the host vehicle by the following formula (1), satisfies −50°≦θ≦45° when the second target is present in the first quadrant or the second quadrant, or satisfies 0°≦θ≦45° when the second target is present in the third quadrant or the fourth quadrant. [0010] A driving assistance device comprising:

2. A driving assistance device according to claim 1, a range in which the target detection accuracy of the first target information acquisition means is less than a predetermined threshold is excluded from the third range; A driving assistance device comprising:

3. A driving assistance device according to claim 1 or 2, The first collision determination condition group includes, in addition to the first condition to the third condition, a fourth condition that, in an X-Y coordinate system in which the position of the host vehicle is defined as the origin, the traveling direction of the host vehicle is defined as the positive direction of the X axis, and a direction perpendicular to the X axis and toward the left side of the host vehicle is defined as the positive direction of the Y axis, an ECT value calculated by the following formula (2) from a Y-axis component Vy of a relative speed V of the second target with respect to the host vehicle and a difference Δy between the Y coordinate of the second target and the Y coordinate of the host vehicle is equal to or less than a predetermined threshold value; [0025] Further comprising: A driving assistance device comprising:

4. A driving assistance device according to any one of claims 1 to 3, When the number of the second targets selected as the collision determination object targets by the collision determination object selection unit is less than a predetermined threshold value, the collision determination object selection unit further selects, as the collision determination object targets, at least some of the second targets for which all conditions included in a second collision determination condition group, which is the first collision determination condition group and which includes a fifth condition, which is a condition that the second targets are present in the third range, instead of the first condition, are simultaneously satisfied. A driving assistance device comprising:

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