Driving Support Devices

Abstract

To provide a drive support device which can reduce a risk of the occurrence of an accident by moving an own vehicle to a poison which is easily visually confirmed from vehicles which may exist in dead angle regions in a situation that a plurality of the dead angle regions exist.SOLUTION: A drive support device comprises: a synthesized dead angle region calculation part for setting latent vehicles in own-vehicle dead angle regions being dead angle regions viewed from an own vehicle which are formed of a plurality of shielding products existing around the own vehicle, and calculating a synthesized dead angle region which is formed of at least two regions out of the latent vehicle dead angle regions being the dead angle regions viewed from the latent vehicles; and a drive condition setting part for setting a plurality of routes for moving the own vehicle to the outside of the synthesized dead angle regions, and setting a drive condition of the own vehicle on the basis of a certain route out of the plurality of routes.SELECTED DRAWING: Figure 9

Description

[Technical field]

[0001] The present disclosure relates to a driving assistance device that assists in driving a vehicle so as to avoid collision with surrounding obstacles. [Background technology]

[0002] In recent years, vehicles equipped with driving assistance functions such as Autonomous Emergency Brake (AEB) have been put into practical use, mainly for the purpose of reducing traffic accidents. For example, a device is known that detects obstacles around the vehicle based on information detected by various sensors such as an exterior camera and LiDAR (Light Detection and Ranging) installed in the vehicle, and assists the driving of the vehicle to avoid collision between the vehicle and the obstacle. However, some traffic accidents are difficult to avoid unless preliminary actions such as deceleration are taken in anticipation of an accident, such as a sudden jump from a blind spot.

[0003] In response to this, for example, Patent Document 1 proposes a vehicle control device that can appropriately control the vehicle depending on the situation when the host vehicle is traveling in a situation with a blind spot. Specifically, Patent Document 1 discloses a vehicle control device that detects a blind spot area that is a blind spot for the host vehicle, determines the relative priority between the path of a moving object that may appear from the blind spot area and the path of the host vehicle, and outputs a control signal for the host vehicle based on the determined priority. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] JP 2016-122308 A Summary of the Invention [Problem to be solved by the invention]

[0005] However, the vehicle control device in Patent Document 1 does not take into consideration the case where there are multiple blind spot areas. Therefore, when there are multiple blind spot areas, the vehicle cannot be appropriately controlled, and when there is a vehicle or the like in any of the blind spot areas, the risk of a collision with the vehicle or the like cannot be reduced.

[0006] The present disclosure has been made in consideration of the above problems, and an object of the present disclosure is to provide a driving assistance device that, in a situation where multiple blind spot areas exist, can reduce the risk of an accident by moving the vehicle to a position where it is more easily visible from vehicles that may exist in each blind spot area. [Means for solving the problem]

[0007] In order to solve the above problems, according to one aspect of the present disclosure, there is provided a driving assistance device that assists in driving a vehicle, the driving assistance device including a composite blind spot area calculation unit that sets potential vehicles in each of the host vehicle's blind spot areas, which are each blind spot area seen from the host vehicle and are created by a plurality of obstructions present around the host vehicle, and calculates a composite blind spot area formed by at least two of the potential vehicle blind spot areas, which are each blind spot area seen from the potential vehicles and created by the obstructions, and a driving condition setting unit that sets a plurality of routes for moving the host vehicle out of the composite blind spot area and sets driving conditions for the host vehicle based on one of the plurality of routes. Effect of the Invention

[0008] As described above, according to the present disclosure, in a situation where multiple blind spot areas exist, the risk of an accident occurring can be reduced by moving the vehicle to a position where it is more easily visible to vehicles that may exist in each blind spot area. [Brief description of the drawings]

[0009] [Figure 1] 1 is a schematic diagram showing an example of the overall configuration of a vehicle equipped with a driving assistance device according to each embodiment of the present disclosure. [Diagram 2]1 is a block diagram showing a configuration example of a driving assistance device according to a first embodiment. [Diagram 3] 4 is a flowchart showing a main routine of a control process performed by the driving assistance device according to the embodiment. [Figure 4] 5 is a flowchart showing an example of a synthetic blind spot area calculation process performed by the driving assistance device according to the embodiment. [Diagram 5] 5 is a flowchart showing an example of a driving condition setting process performed by the driving assistance device according to the embodiment. [Figure 6] 1 is an explanatory diagram showing a blind spot area of ​​a host vehicle in an application example of the embodiment. FIG. [Figure 7] 1 is an explanatory diagram showing a potential vehicle blind spot area in an application example of the embodiment. FIG. [Figure 8] 11 is an explanatory diagram showing a synthetic blind spot area in an application example of the embodiment. FIG. [Figure 9] FIG. 11 is an explanatory diagram showing a route selection method in an application example of the embodiment. [Figure 10] FIG. 11 is an explanatory diagram showing another synthetic blind spot area in an application example of the embodiment. [Figure 11] FIG. 11 is a block diagram showing a configuration example of a driving assistance device according to a second embodiment. [Figure 12] 5 is a flowchart showing an example of a driving condition setting process performed by the driving assistance device according to the embodiment. [Figure 13] 1 is an explanatory diagram showing a blind spot area of ​​a host vehicle in an application example of the embodiment. FIG. [Figure 14] FIG. 11 is an explanatory diagram showing a route selection method in an application example of the embodiment. [Figure 15] 10 is an explanatory diagram showing accident severity levels in an application example of the embodiment. FIG. DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0010] Hereinafter, preferred embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. In this specification and the drawings, components having substantially the same functional configurations are denoted by the same reference numerals, and redundant description will be omitted.

[0011] <1. Overall vehicle configuration> First, an example of the overall configuration of a vehicle to which the driving assistance device according to each embodiment of the present disclosure can be applied will be described.

[0012] FIG. 1 is a schematic diagram showing an example of the configuration of a vehicle 1 equipped with a driving support device 50. As shown in FIG. 1 is configured as a four-wheel drive vehicle in which a driving torque output from a driving force source 9 that generates a driving torque for the vehicle is transmitted to a left front wheel 3LF, a right front wheel 3RF, a left rear wheel 3LR, and a right rear wheel 3RR (hereinafter collectively referred to as "wheels 3" unless a distinction is required). The driving force source 9 may be an internal combustion engine such as a gasoline engine or a diesel engine, a driving motor, or may include both an internal combustion engine and a driving motor.

[0013] The vehicle 1 may be an electric vehicle equipped with two drive motors, for example a front-wheel drive motor and a rear-wheel drive motor, or an electric vehicle equipped with drive motors corresponding to each of the wheels 3. If the vehicle 1 is an electric vehicle or a hybrid electric vehicle, the vehicle 1 is equipped with a secondary battery that stores power supplied to the drive motors, and a generator such as a motor or fuel cell that generates power to charge the battery.

[0014] The vehicle 1 is equipped with a driving force source 9, an electric steering device 15, and brake devices 17LF, 17RF, 17LR, 17RR (hereinafter collectively referred to as "brake devices 17" unless a distinction is required) as devices used to control the operation of the vehicle 1. The driving force source 9 outputs a driving torque that is transmitted to the front drive shaft 5F and the rear drive shaft 5R via a transmission, a front wheel differential mechanism 7F, and a rear wheel differential mechanism 7R (not shown). The operation of the driving force source 9 and the transmission is controlled by a vehicle control unit 41 that includes one or more electronic control units (ECUs: Electronic Control Units).

[0015] The front-wheel drive shaft 5F is provided with an electric steering device 15. The electric steering device 15 includes an electric motor and a gear mechanism (not shown), and is controlled by a vehicle control unit 41 to adjust the steering angles of the left front wheel 3LF and the right front wheel 3RF. During manual driving, the vehicle control unit 41 controls the electric steering device 15 based on the steering angle of the steering wheel 13 by the driver. During automatic driving, the vehicle control unit 41 controls the electric steering device 15 based on a set driving trajectory.

[0016] Brake devices 17LF, 17RF, 17LR, and 17RR apply braking forces to the front, rear, left, and right drive wheels 3LF, 3RF, 3LR, and 3RR, respectively. Brake devices 17 are configured as hydraulic brake devices, for example, and generate a predetermined braking force by controlling the hydraulic pressure supplied to each brake device 17 by the vehicle control unit 41. When the vehicle 1 is an electric vehicle or a hybrid electric vehicle, brake devices 17 are used in combination with regenerative braking by a drive motor.

[0017] The vehicle control unit 41 includes one or more electronic control devices that control the driving of the driving force source 9 that outputs the driving torque of the vehicle 1, the electric steering device 15 that controls the steering angle of the steering wheel or the steering wheels, and the brake device 17 that controls the braking force of the vehicle 1. The vehicle control unit 41 may have a function of controlling the driving of a transmission that changes the speed of the output output from the driving force source 9 and transmits it to the wheels 3. The vehicle control unit 41 is configured to be able to acquire information transmitted from the driving assistance device 50, and is configured to be able to execute automatic driving control of the vehicle 1.

[0018] The vehicle 1 also includes front photographing cameras 31LF, 31RF, a rear photographing camera 31R, a LiDAR (Light Detection And Ranging) 31S, a vehicle state sensor 35, a GPS (Global Positioning System) sensor 37, and an HMI (Human Machine Interface) 43.

[0019] The front photographing cameras 31LF, 31RF, the rear photographing camera 31R, and the LiDAR 31S constitute an ambient environment sensor for acquiring information on the ambient environment of the vehicle 1. The front photographing cameras 31LF, 31RF and the rear photographing camera 31R photograph the front or rear of the vehicle 1 and generate image data. The front photographing cameras 31LF, 31RF and the rear photographing camera 31R are equipped with imaging elements such as CCDs (Charged-Coupled Devices) or CMOSs ​​(Complementary Metal-Oxide-Semiconductors), and transmit the generated image data to the driving assistance device 50.

[0020] 1, the front photographing cameras 31LF, 31RF are configured as a stereo camera including a pair of left and right cameras, and the rear photographing camera 31R is configured as a so-called monocular camera, but each may be either a stereo camera or a monocular camera. In addition to the front photographing cameras 31LF, 31RF and the rear photographing camera 31R, the vehicle 1 may be equipped with cameras that are provided on the side mirrors 11L, 11R, for example, to photograph the left rear or right rear.

[0021] The LiDAR 31S transmits optical waves and receives reflected waves of the optical waves, and detects an object and the distance to the object based on the time from transmitting the optical waves to receiving the reflected waves. The LiDAR 31S transmits the detection data to the driving assistance device 50. In addition, the vehicle 1 may be equipped with one or more sensors of a radar sensor such as a millimeter wave radar and an ultrasonic sensor as a surrounding environment sensor for acquiring information about the surrounding environment.

[0022] The vehicle state sensor 35 is composed of at least one sensor that detects the operation state and behavior of the vehicle 1. The vehicle state sensor 35 includes at least one of a steering angle sensor, an accelerator position sensor, a brake stroke sensor, a brake pressure sensor, and an engine speed sensor, and detects the operation state of the vehicle 1, such as the steering angle of the steering wheel or steering wheels, the accelerator opening, the brake operation amount, and the engine speed. The vehicle state sensor 35 also includes at least one of a vehicle speed sensor, an acceleration sensor, and an angular velocity sensor, and detects the behavior of the vehicle, such as the vehicle speed, longitudinal acceleration, lateral acceleration, and yaw rate. The vehicle state sensor 35 transmits a sensor signal including the detected information to the driving assistance device 50.

[0023] The GPS sensor 37 receives satellite signals from GPS satellites. The GPS sensor 37 transmits position information on the map data of the vehicle 1, which is included in the received satellite signals, to the driving assistance device 50. Note that instead of the GPS sensor 37, an antenna for receiving satellite signals from other satellite systems that identify the position of the vehicle 1 may be provided.

[0024] The HMI 43 is driven by the driving support device 50 and presents various information to the driver by means of image display, audio output, etc. The HMI 43 includes, for example, a display device provided in an instrument panel and a speaker provided in the vehicle. The display device may be a display device of a navigation system. The HMI 43 may also include a HUD (head-up display) that displays information on the front window by superimposing it on the scenery around the vehicle 1.

[0025] <2. First embodiment> Next, the driving support device 50 according to the first embodiment will be described.

[0026] (2-1. Example of the configuration of a driving support device) FIG. 2 is a block diagram showing an example of the configuration of the driving support device 50 according to this embodiment. The driving support device 50 is connected to an ambient environment sensor 31, a vehicle state sensor 35, and a GPS sensor 37 directly or via communication means such as a controller area network (CAN) or a local inter net (LIN). A vehicle control unit 41 and an HMI 43 are also connected to the driving support device 50. Note that the driving support device 50 is not limited to an electronic control device mounted on the vehicle 1, and may be a terminal device such as a smartphone or a wearable device.

[0027] The driving support device 50 includes a control unit 51 and a storage unit 53. The control unit 51 includes one or more processors such as CPUs. A part or all of the control unit 51 may be configured with an updatable firmware or the like, or may be a program module or the like executed by instructions from the CPU or the like. The storage unit 53 includes a storage element such as a RAM (Random Access Memory) or a ROM (Read Only Memory). However, the number and type of the storage units 53 are not particularly limited. The storage unit 53 stores information such as computer programs executed by the control unit 51, various parameters used in arithmetic processing, detection data, and arithmetic results.

[0028] (2-2. Functional configuration of the control unit) Next, the functional configuration of the control unit 51 of the driving support device 50 according to this embodiment will be described in detail. The control unit 51 includes a surrounding environment detection unit 61, a composite blind spot area calculation unit 63, and a driving condition setting unit 65. The functions of these units are realized by the execution of a computer program by a processor. Note that some or all of the surrounding environment detection unit 61, the composite blind spot area calculation unit 63, and the driving condition setting unit 65 may be configured by hardware.

[0029] (Ambient environment detection section) The surrounding environment detection unit 61 detects the surrounding environment of the host vehicle 1 based on the detection data transmitted from the surrounding environment sensor 31. Specifically, the surrounding environment detection unit 61 detects surrounding vehicles, people, bicycles, and other obstacles around the host vehicle 1 using object detection technology by performing image processing on image data transmitted from the front photographing cameras 31LF, 31RF and the rear photographing camera 31R. The surrounding environment detection unit 61 also detects obstacles based on detection data transmitted from the LiDAR 31S. The surrounding environment detection unit 61 also calculates the positions of surrounding vehicles, people, etc. as viewed from the host vehicle 1, the distance from the host vehicle 1 to the surrounding vehicles, people, etc., and the relative speed of the surrounding vehicles, people, etc. with respect to the host vehicle 1.

[0030] (Synthetic blind spot area calculation unit) The composite blind spot calculation unit 63 assumes that a potential vehicle exists in each of the host vehicle blind spot areas, which are blind spot areas seen from the host vehicle 1 and are caused by a plurality of obstructions existing around the host vehicle 1, and calculates a composite blind spot area formed by at least two of the potential vehicle blind spot areas, which are blind spot areas seen from the potential vehicles and are caused by the obstructions.

[0031] Specifically, the composite blind spot area calculation unit 63 detects an obstruction based on the detection result by the surrounding environment detection unit 61. Representative examples of the obstruction include parked vehicles and buildings such as side walls and hedges, but are not limited to these obstructions as long as they can block the presence of other vehicles, pedestrians, bicycles, and other moving objects from the host vehicle 1. The composite blind spot area calculation unit 63 may detect the obstruction using information on the position of the host vehicle 1 on the map data acquired via the GPS sensor 37, road information ahead in the traveling direction, and information acquired from an information processing device other than the host vehicle 1. The composite blind spot area calculation unit 63 sets the host vehicle blind spot area for the host vehicle 1 caused by each of the detected obstructions.

[0032] Furthermore, the composite blind spot area calculation unit 63 sets a potential vehicle in each of the set own vehicle blind spot areas, and sets a potential vehicle blind spot area which is a blind spot area for the potential vehicle. A potential vehicle is a virtual vehicle that has not been detected by the surrounding environment detection unit 61, or has been detected with low accuracy, and it is not known whether or not it actually exists. A potential vehicle blind spot area is an area that is a blind spot for the potential vehicle, which is generated by an obstruction that generates the own vehicle blind spot area in which the potential vehicle is set.

[0033] Then, the composite blind spot area calculation unit 63 calculates a composite blind spot area formed by at least two of the potential vehicle blind spot areas set for each potential vehicle. The composite blind spot area is an area corresponding to at least one of the at least two selected potential vehicle blind spot areas, and refers to an entire blind spot area formed by overlapping at least two potential vehicle blind spot areas in a plane. The number of potential vehicle blind spot areas when calculating the composite blind spot area may be two, or may be three or more depending on the number of all potential vehicle blind spot areas, that is, the number of potential vehicles. For example, when calculating a composite blind spot area formed by two of a plurality of potential vehicle blind spot areas, the composite blind spot area calculation unit 63 calculates a composite blind spot area for a combination of all potential vehicle blind spot areas. The specific processing of the composite blind spot area calculation unit 63 will be described in detail later.

[0034] (Operation condition setting section) The driving condition setting unit 65 sets a plurality of routes for moving the host vehicle 1 out of the composite blind spot area, and sets the driving conditions of the host vehicle 1 based on one of the plurality of routes. The driving conditions include conditions for a target steering angle and a target acceleration / deceleration of the host vehicle 1. In this embodiment, the driving condition setting unit 65 sets the driving conditions of the host vehicle 1 based on a route among the plurality of routes that requires the host vehicle 1 to move out of the composite blind spot area in the shortest time.

[0035] The driving condition setting unit 65 transmits information on the set target steering angle and target acceleration / deceleration to the vehicle control unit 41. The vehicle control unit 41 controls the traveling of the host vehicle 1 based on the acquired information on the target steering angle and target acceleration / deceleration. At this time, the driving condition setting unit 65 may set the target steering angle and the target acceleration / deceleration so as not to exceed a preset upper limit value of the steering angular speed or an upper limit value of the acceleration / deceleration. This makes it possible to prevent the host vehicle 1 from being suddenly turned and from being suddenly decelerated or accelerated. The specific processing of the driving condition setting unit 65 will be described in detail later.

[0036] (2-3. Operation of driving support device) Next, an example of the operation of the driving support device 50 according to this embodiment will be specifically described with reference to a flowchart.

[0037] 3 to 5 are flowcharts showing an example of the operation of the driving support device 50. First, when the in-vehicle system including the driving assistance device 50 is started (step S11), the surrounding environment detection unit 61 of the control unit 51 acquires detection data transmitted from the surrounding environment sensor 31, and detects the surrounding environment of the host vehicle 1 based on the detection data (step S13). In this embodiment, the surrounding environment detection unit 61 detects other vehicles, people, buildings, traffic signs, white lines, etc. present around the host vehicle 1 based on the detection data transmitted from the front photographing cameras 31LF, 31RF, the rear photographing camera 31R, and the LiDAR 31S.

[0038] Next, the synthetic blind spot area calculation unit 63 of the control unit 51 determines whether or not there is an obstruction around the host vehicle 1 that may cause a blind spot as viewed from the host vehicle 1 (step S15). For example, the synthetic blind spot area calculation unit 63 calculates the size and position of each object detected by the surrounding environment detection unit 61 and the relative speed of each object with respect to the host vehicle 1, and determines whether or not there is an object that may cause a blind spot as viewed from the host vehicle 1. For example, for a moving object whose position in real space changes, the synthetic blind spot area calculation unit 63 determines that the object corresponds to an obstruction when the object's width, height, and depth are each equal to or larger than a preset dimension, the object exists within a preset distance from the planned travel path of the host vehicle 1, and the relative speed is equal to or smaller than a preset speed threshold. In addition, for stationary objects whose position in real space does not change, the synthetic blind spot area calculation unit 63 determines that the object is an obstruction if the object's width, height, and depth are each equal to or greater than predetermined dimensions, the object is located within a predetermined distance from the planned trajectory of the host vehicle 1, and the relative speed is the same value as the vehicle speed of the host vehicle 1.

[0039] When it is determined that there is no obstruction that may cause a blind spot (S15 / No), the synthetic blind spot area calculation unit 63 returns to step S13 and repeats the process of detecting the surrounding environment (step S13) and the process of determining whether or not there is an obstruction (step S15). On the other hand, when it is determined that there is an obstruction that may cause a blind spot (S15 / Yes), the synthetic blind spot area calculation unit 63 executes the process of calculating a synthetic blind spot area (step S17).

[0040] FIG. 4 is a flowchart showing the synthetic blind spot area calculation process. First, the composite blind spot area calculation unit 63 calculates the host vehicle's blind spot area caused by an obstruction (step S41). For example, the composite blind spot area calculation unit 63 acquires information on the size, position, and relative speed of an object determined to be an obstruction, and calculates the host vehicle's blind spot area based on the acquired information. Specifically, the composite blind spot area calculation unit 63 sets the area located behind the obstruction as seen from the host vehicle 1 as the host vehicle's blind spot area. For example, the host vehicle's blind spot area can be a two-dimensional blind spot area obtained by looking down on the surrounding environment including the obstruction. The composite blind spot area calculation unit 63 calculates the host vehicle's blind spot area for all obstructions detected around the host vehicle 1.

[0041] Next, the composite blind spot area calculation unit 63 sets a potential vehicle in each of the set own vehicle blind spot areas (step S43). The set potential vehicle is assumed to be in the set own vehicle blind spot area, and is set at a position that can enter within a range that the own vehicle 1 can move. Although multiple potential vehicles may be set in each own vehicle blind spot area, it is preferable to set a potential vehicle that is closest to the own vehicle 1 in the own vehicle blind spot area for the own vehicle 1. The size of the potential vehicle is not particularly limited, but the smaller the size of the potential vehicle, the more areas in which the potential vehicle can be set, and the higher the risk of the potential vehicle being hidden in the own vehicle blind spot area can be set. At this time, depending on the size of the own vehicle blind spot area calculated in step S41, there may be an own vehicle blind spot area in which no potential vehicle is set.

[0042] Next, the composite blind spot area calculation unit 63 calculates potential vehicle blind spot areas, which are blind spot areas seen from each of the set potential vehicles (step S45). Specifically, the composite blind spot area calculation unit 63 calculates, for each potential vehicle, an area that is a blind spot seen from the potential vehicle due to an obstruction that generates the set host vehicle blind spot area of ​​the potential vehicle. The potential vehicle blind spot area can also be a two-dimensional blind spot area seen from a bird's-eye view of the surrounding environment including the obstruction, similar to the host vehicle blind spot area. For example, the composite blind spot area calculation unit 63 sets the area located behind the obstruction as seen from an appropriate position, such as the front center of the set potential vehicle, as the potential vehicle blind spot area. The composite blind spot area calculation unit 63 calculates the potential vehicle blind spot areas for all the set potential vehicles.

[0043] Next, the composite blind spot area calculation unit 63 calculates a composite blind spot area formed by at least two of the calculated potential vehicle blind spot areas (step S47). For example, the composite blind spot area calculation unit 63 calculates a composite blind spot area formed by two potential vehicle blind spot areas for all combinations of potential vehicle blind spot areas. However, the number of potential vehicle blind spot areas when calculating the composite blind spot area may be three or more, and may be varied depending on the number of potential vehicles or potential vehicle blind spot areas.

[0044] Returning to FIG. 3, after the synthetic blind spot area is calculated in step S17, the driving condition setting unit 65 of the control unit 51 executes a process of setting the driving conditions of the host vehicle 1 (step S19).

[0045] FIG. 5 is a flowchart showing a driving condition setting process for moving the host vehicle 1 out of the composite blind spot area in the shortest time. First, the driving condition setting unit 65 calculates a route and a required time for moving the host vehicle 1 out of each synthetic blind spot area calculated in step S17 (step S51). Specifically, the driving condition setting unit 65 sets one or more target positions and routes for moving the host vehicle 1 out of the synthetic blind spot area for each synthetic blind spot area, and calculates a required time for moving along each route. The target position to which the host vehicle 1 is moved may be, for example, a position that is closest in a straight line distance from the current position of the host vehicle 1, or may be a position that is closest in a straight line distance from the current position of the host vehicle 1 in an area where a predetermined distance or more is secured between the host vehicle and other obstacles. The number of routes to be set for each synthetic blind spot area is not particularly limited.

[0046] Furthermore, the driving condition setting unit 65 calculates the time required for moving the host vehicle 1 to the target position along each route, based on information on the current vehicle speed, acceleration / deceleration, and steering angle of the host vehicle 1. At this time, the driving condition setting unit 65 may further use information on the upper limit value of the amount of change in the acceleration / deceleration or steering angle set in advance to calculate the time required for moving the host vehicle 1 to the target position along each route, without causing sudden steering, sudden deceleration, or sudden acceleration.

[0047] Next, the driving condition setting unit 65 selects a route that requires the shortest time from among the routes set for all the composite blind spot areas to move the host vehicle 1 out of the composite blind spot area (step S53). Next, the driving condition setting unit 65 sets a target steering angle and a target acceleration / deceleration for driving the host vehicle 1 along the selected route (step S55). The driving condition setting unit 65 transmits information on the set target steering angle and target acceleration / deceleration to the vehicle control unit 41. The vehicle control unit 41 controls the driving of the host vehicle 1 based on the acquired information on the target steering angle and target acceleration / deceleration.

[0048] 3, after the driving conditions are set by the driving condition setting unit 65 in step S19, the driving condition setting unit 65 determines whether the in-vehicle system including the driving assistance device 50 has stopped (step S21). If the in-vehicle system has not stopped (S21 / No), the driving assistance device 50 returns to step S13 and repeats the processing of each step described above. On the other hand, if the in-vehicle system has stopped (S21 / Yes), the driving assistance device 50 stops operating.

[0049] In this way, the driving support device 50 according to the present embodiment sets a route for moving the host vehicle 1 outside the composite blind spot area in the shortest time, and sets driving conditions for moving the host vehicle 1 along the route. The driving support device 50 sets a route and driving conditions for each calculation cycle of the control unit 51, and sequentially executes a process of transmitting information on the set driving conditions to the vehicle control unit 41, thereby finally moving the host vehicle 1 outside the potential vehicle blind spot area. By setting a route for moving the host vehicle 1 outside the composite blind spot area, rather than a route for moving the host vehicle 1 outside all potential vehicle blind spot areas, the host vehicle 1 can be moved to a position visible from at least two potential vehicles. Since the selected route is a route for moving the host vehicle 1 outside any of the composite blind spot areas in the shortest time, the host vehicle 1 can be quickly moved to a position visible from at least two potential vehicles. Therefore, the risk of an accident or near-miss between the host vehicle 1 and the potential vehicle can be quickly reduced.

[0050] (2-4. Application Examples) So far, the driving support device 50 according to this embodiment has been described. Hereinafter, an example of a driving scene to which the driving support device 50 according to this embodiment is applied will be described.

[0051] 6 to 9 are diagrams for explaining application examples of the driving assistance device 50 according to this embodiment, and are explanatory diagrams showing driving scenes in which the host vehicle 1 traveling on a road with three lanes in each direction passes through an intersection.

[0052] As shown in Fig. 6, the host vehicle 1 is traveling in the right lane of a road with three lanes in each direction. There is another vehicle 82a waiting to turn right in the oncoming lane at the intersection ahead of the host vehicle 1. There is also another vehicle 82b traveling in the center lane of the road with three lanes in each direction to the left front of the host vehicle 1, and there is another vehicle 82c traveling in the center lane of the road with three lanes in each direction to the left rear of the host vehicle 1.

[0053] In this driving scene, the composite blind spot area calculation unit 63 of the control unit 51 detects other vehicles 82a, 82b, and 82c from the surrounding environment detected by the surrounding environment detection unit 61 as obstacles that cause blind spots seen from the host vehicle 1. The composite blind spot area calculation unit 63 also sets the host vehicle blind spot areas 84a, 84b, and 84c that are caused by the other vehicles 82a, 82b, and 82c detected as obstacles. Furthermore, the composite blind spot area calculation unit 63 sets potential vehicles 83a, 83b, and 83c in the respective host vehicle blind spot areas 84a, 84b, and 84c. In FIG. 6, one potential vehicle 83a, 83b, and 83c is set in each of the host vehicle blind spot areas 84a, 84b, and 84c.

[0054] Next, as shown in FIG. 7, the composite blind spot area calculation unit 63 sets potential vehicle blind spot areas 85a, 85b, and 85c for the set potential vehicles 83a, 83b, and 83c, respectively.

[0055] Specifically, as shown in the upper part of Fig. 7, the host vehicle blind spot area 84a in which the latent vehicle 83a is set is caused by the other vehicle 82a, and the potential vehicle blind spot area 85a seen from the latent vehicle 83a is set as the blind spot area for the latent vehicle 83a caused by the other vehicle 82a. Similarly, as shown in the middle part of Fig. 7, the host vehicle blind spot area 84b in which the latent vehicle 83b is set is caused by the other vehicle 82b, and the potential vehicle blind spot area 85b seen from the latent vehicle 83b is set as the blind spot area for the latent vehicle 83b caused by the other vehicle 82b. Also, as shown in the lower part of Fig. 7, the host vehicle blind spot area 84c in which the latent vehicle 83c is set is caused by the other vehicle 82c, and the potential vehicle blind spot area 85c seen from the latent vehicle 83c is set as the blind spot area for the latent vehicle 83c caused by the other vehicle 82c.

[0056] Next, as shown in Fig. 8, the driving condition setting unit 65 of the control unit 51 calculates composite blind spot areas 86a, 86b, and 86c formed by the respective potential vehicle blind spot areas 85a, 85b, and 85c. In the example shown in Fig. 8, the composite blind spot areas 86a, 86b, and 86c formed by any two of the three potential vehicle blind spot areas 85a, 85b, and 85c are calculated.

[0057] Specifically, as shown in the upper part of Fig. 8, an area formed by a potential vehicle blind spot area 85a for a potential vehicle 83a and a potential vehicle blind spot area 85b for a potential vehicle 83b is calculated as a composite blind spot area 86a. Also, as shown in the middle part of Fig. 8, an area formed by a potential vehicle blind spot area 85b for a potential vehicle 83b and a potential vehicle blind spot area 85c for a potential vehicle 83c is calculated as a composite blind spot area 86b. Furthermore, as shown in the lower part of Fig. 8, an area formed by a potential vehicle blind spot area 85a for a potential vehicle 83a and a potential vehicle blind spot area 85c for a potential vehicle 83c is calculated as a composite blind spot area 86c.

[0058] Next, as shown in Fig. 9, the driving condition setting unit 65 sets one or more target positions 1aa, 1ab, 1ba, 1ca, 1cb and routes 87aa, 87ab, 87ba, 87ca, 87cb for moving the host vehicle 1 out of the composite blind spot areas 86a, 86b, 86c for each of the composite blind spot areas 86a, 86b, 86c. In the example shown in Fig. 9, one or more target positions 1aa, 1ab, 1ba, 1ca, 1cb are set in an area that is a predetermined distance or more away from the other vehicles 82b, 82c traveling around the host vehicle 1.

[0059] Specifically, as shown in the upper part of Fig. 9, two target positions 1aa and 1ab are set for the composite blind spot area 86a. Also, as shown in the middle part of Fig. 9, one target position 1ba is set for the composite blind spot area 86b. Furthermore, as shown in the lower part of Fig. 9, two target positions 1ca and 1cb are set for the composite blind spot area 86c.

[0060] The driving condition setting unit 65 calculates the time required to move the vehicle 1 to the target positions 1aa, 1ab, 1ba, 1ca, 1cb along each of the routes 87aa, 87ab, 87ba, 87ca, 87cb based on the current vehicle speed, acceleration / deceleration, and steering angle information of the vehicle 1 and the upper limit of the amount of change in the acceleration / deceleration or steering angle that can be set, so as not to cause abrupt steering, sudden deceleration, or sudden acceleration. Note that although each of the routes 87aa, 87ab, 87ba, 87ca, 87cb is shown as a straight line in FIG. 9, the route to be set is not limited to a straight line.

[0061] The driving condition setting unit 65 selects the route with the shortest required time from among the multiple set routes 87aa, 87ab, 87ba, 87ca, and 87cb. In the example shown in Fig. 9, for example, the route 87ba is selected. The driving condition setting unit 65 sets a target steering angle and a target acceleration / deceleration for driving the host vehicle 1 along the selected route 87ba, and transmits information on the target steering angle and the target acceleration / deceleration to the vehicle control unit 41.

[0062] FIG. 10 shows an example in which a composite blind spot area 88 formed by three potential vehicle blind spot areas 85a, 85b, and 85c is calculated. In this case, the driving condition setting unit 65 calculates the composite blind spot area 88 formed by each of the potential vehicle blind spot areas 85a, 85b, and 85c, and sets one or more target positions 1a, 1b and routes 89a, 89b for moving the host vehicle 1 out of the composite blind spot area 88. Specifically, in FIG. 10, two target positions 1a, 1b are set in the composite blind spot area 88. The driving condition setting unit 65 calculates the required time for moving the host vehicle 1 to the target positions 1a, 1b along each route 89a, 89b based on the information on the current vehicle speed, acceleration / deceleration, and steering angle of the host vehicle 1 and the upper limit value of the amount of change in acceleration / deceleration or steering angle that can be set, so as not to cause abrupt steering, sudden deceleration, or sudden acceleration. The set route is not limited to a straight line.

[0063] The driving condition setting unit 65 selects the route with the shortest required time from among the multiple set routes 89a, 89b. In the example shown in Fig. 10, for example, the route 89a is selected. The driving condition setting unit 65 sets a target steering angle and a target acceleration / deceleration for driving the host vehicle 1 along the selected route 89a, and transmits information on the target steering angle and the target acceleration / deceleration to the vehicle control unit 41.

[0064] In this manner, the driving support device 50 sets the target steering angle and the target acceleration / deceleration in each calculation cycle, and supports the driving of the host vehicle 1. As a result, when there are two or more host vehicle blind spot areas 84a, 84b, 84c as viewed from the host vehicle 1, the host vehicle 1 can be quickly moved so that the host vehicle 1 is recognized by at least two or more of the potential vehicles 83a, 83b, 83c that may exist in each of the host vehicle blind spot areas 84a, 84b, 84c. In addition, the driving support device 50 sequentially executes the process of setting the target steering angle and the target acceleration / deceleration in each calculation cycle, and finally moves the host vehicle 1 out of the potential vehicle blind spot areas 85a, 85b, 85c. Therefore, it is possible to reduce the risk of collision or near-miss between the host vehicle 1 and the potential vehicles 83a, 83b, 83c that may exist in the host vehicle blind spot areas 84a, 84b, 84c.

[0065] <3. Second embodiment> Next, a driving assistance device according to a second embodiment will be described. The driving support device according to the second embodiment is configured to set driving conditions for the host vehicle 1 based on a route for moving the host vehicle 1 outside the synthetic blind spot area where the severity of an accident would be the greatest if a collision accident between the host vehicle 1 and a potential vehicle were to occur. The driving support device according to the second embodiment will be described below, focusing mainly on the differences from the driving support device according to the first embodiment.

[0066] (3-1. Example of the configuration of a driving support device) FIG. 11 is a block diagram showing an example of the configuration of a driving support device 50A according to this embodiment. The driving support device 50A includes a control unit 51, a storage unit 53, and an accident seriousness level database 55. The accident seriousness level database 55 is configured with a storage element such as a RAM or a ROM, or a storage medium such as a HDD, a CD, a DVD, an SSD, a USB flash, or a storage device. The accident seriousness level database 55 is a database that accumulates data on seriousness levels, which indicate the degree of bodily injury and property damage in accidents that have occurred in the past, in association with the traffic conditions and vehicle type at the time of the accident. The seriousness levels are divided into multiple stages (for example, five stages).

[0067] For example, the accident severity level database 55 may be a database that searches for similar events from a database that accumulates data on accidents, using the collision location of the vehicle at the time of the accident, the collision speed, the collision angle, the weight of the object collided, the seating position of the vehicle's occupants, and whether or not the seat belt is fastened as variables, and calculates the severity level based on the damage to the vehicle or the occupants of the vehicle in the similar events. The accident severity level database 55 may be a database that accumulates data on severity levels evaluated based on data on accident images collected by drive recorders mounted on multiple vehicles, or may be a database constructed by an insurance institution or the like. The accident severity level database 55 may not be provided inside the driving support device 50A, and may be configured to be accessible from the driving support device 50A via wireless communication means such as mobile communication.

[0068] The control unit 51 and the storage unit 53 can be configured in the same manner as the driving support device 50 according to the first embodiment, and therefore a description thereof will be omitted here.

[0069] (3-2. Functional configuration of the control unit) The control unit 51 of the driving support device 50A according to this embodiment includes, like the driving support device 50A according to the first embodiment, a surrounding environment detection unit 61, a composite blind spot area calculation unit 63, and a driving condition setting unit 65. Among these, the surrounding environment detection unit 61 and the composite blind spot area calculation unit 63 execute the same calculation processing as the surrounding environment detection unit 61 and the composite blind spot area calculation unit 63 of the driving support device 50 according to the first embodiment.

[0070] On the other hand, in the driving assistance device 50A according to the present embodiment, the driving condition setting unit 67 refers to the accident severity level database 55 to obtain the severity level of an accident between the host vehicle 1 and each potential vehicle, which is assumed based on the driving action that the host vehicle 1 can take and the driving action that each potential vehicle can take. The driving condition setting unit 67 also sets a plurality of routes for moving the host vehicle 1 out of each composite blind spot area, and selects one of the routes based on the obtained severity level. In the present embodiment, the driving condition setting unit 67 calculates the severity of the composite blind spot area, which is the highest severity level among the severity levels of an accident assumed between the host vehicle 1 and a potential vehicle set in the potential vehicle blind spot area constituting the composite blind spot area, for each composite blind spot area, and selects a route for moving the host vehicle 1 out of the composite blind spot area with the highest severity. Specific processing of the driving condition setting unit 67 will be described in detail later.

[0071] (3-3. Operation of driving support device) Next, an example of the operation of the driving support device 50A according to this embodiment will be specifically described with reference to a flowchart.

[0072] The control unit 51 of the driving support device 50A according to this embodiment basically executes calculation processing in accordance with the flowchart shown in Fig. 3. In each step other than step S19 in which the driving condition setting processing is executed, processing similar to that of the control unit 51 of the driving support device 50 according to the first embodiment is executed.

[0073] FIG. 12 is a flowchart showing the driving condition setting process executed in step S19 for moving the host vehicle 1 out of the combined blind spot area where the severity of an anticipated accident would be at its maximum.

[0074] First, for each of the synthetic blind spot areas calculated in step S17, the driving condition setting unit 67 calculates a route that the host vehicle 1 can take to move the host vehicle 1 out of the synthetic blind spot area (step S61). Specifically, for each of the synthetic blind spot areas, the driving condition setting unit 67 sets one or more target positions and routes for moving the host vehicle 1 out of the synthetic blind spot area. The target position to which the host vehicle 1 is moved may be, for example, a position that is closest in a straight line distance from the current position of the host vehicle 1, or may be a position that is closest in a straight line distance from the current position of the host vehicle 1 in an area where a predetermined distance or more is secured between the host vehicle and other obstacles. The number of routes to be set for each of the synthetic blind spot areas is not particularly limited.

[0075] Next, the driving condition setting unit 67 calculates the severity of each composite blind spot area (step S63). For example, the driving condition setting unit 67 sets driving actions that the host vehicle 1 and the potential vehicle can take. The driving actions of the host vehicle 1 can be set based on information such as the current vehicle speed, acceleration / deceleration, steering angle, running position, and direction of the host vehicle 1, as well as the positions of surrounding objects, the distance to the surrounding objects, and the relative speed. The driving actions set for the host vehicle 1 are not limited to one, and multiple driving actions may be set. In addition, the driving actions that the potential vehicles can take can be set based on information such as the size of the host vehicle blind spot area in which each potential vehicle is set, the position of the potential vehicle, and the positions of objects around the potential vehicle.

[0076] The driving condition setting unit 67 verifies whether or not the events registered in the accident severity level database 55 are likely to occur when the host vehicle 1 moves along the routes set based on the driving actions that the host vehicle 1 and the potential vehicle can take, in descending order of severity level, and extracts the event with the highest severity level for each composite blind spot area. The driving condition setting unit 67 calculates the severity level of the extracted event with the highest severity level for each composite blind spot area as the severity of the composite blind spot area.

[0077] Next, the driving condition setting unit 67 selects a route for moving the vehicle 1 out of the combined blind spot area with the highest calculated severity from among the multiple routes set in step S61 (step S65). When multiple routes for moving the vehicle 1 out of the combined blind spot area with the highest calculated severity are set, the driving condition setting unit 67 may execute the required time calculation process executed by the driving assistance device 50 according to the first embodiment, and select a route with the shortest required time from among the multiple routes.

[0078] Next, the driving condition setting unit 67 sets the steering angle and acceleration / deceleration for driving the host vehicle 1 along the selected route (step S67). The driving condition setting unit 67 transmits information on the set driving trajectory and acceleration / deceleration to the vehicle control unit 41. The vehicle control unit 41 controls the driving of the host vehicle 1 based on the acquired information on the target steering angle and target acceleration / deceleration.

[0079] In this way, the driving support device 50A according to the present embodiment sets a plurality of routes for moving the host vehicle 1 outside the composite blind spot area, and refers to the accident severity level database 55 to determine the severity level of an accident between the host vehicle 1 and a potential vehicle that is assumed for each composite blind spot area. The driving support device 50A then preferentially selects a route for moving the host vehicle 1 outside the composite blind spot area that maximizes the severity level, which is the sum of the severity levels of the assumed accidents, and sets driving conditions for moving the host vehicle 1 along the selected route. The driving support device 50A sets a route and driving conditions for each calculation cycle of the control unit 51, and sequentially executes a process of transmitting information on the set driving conditions to the vehicle control unit 41, thereby finally moving the host vehicle 1 outside the potential vehicle blind spot area. Since the selected route is a route for moving the host vehicle 1 outside the composite blind spot area that maximizes the severity of an assumed accident, even if an accident occurs, the damage of the accident can be reduced.

[0080] (3-4. Application Examples) So far, the driving support device 50A according to this embodiment has been described. Hereinafter, an example of a driving scene to which the driving support device 50A according to this embodiment is applied will be described.

[0081] Figures 13 and 14 are diagrams for explaining an application example of the driving assistance device 50A according to this embodiment, and are explanatory diagrams showing a driving scene in which the vehicle 1 traveling on a road with three lanes in each direction passes through an intersection with poor visibility.

[0082] 13, the host vehicle 1 is traveling in the center lane of a road with three lanes on each side. In front of the host vehicle 1, there is another vehicle 82d also traveling in the center lane, and behind the host vehicle 1, there is another vehicle 82e also traveling in the center lane. In addition, a structure 91 such as a side wall is present on the right side of the road leading up to the intersection ahead of the host vehicle 1.

[0083] In this traveling scene, the composite blind spot area calculation unit 63 of the host vehicle 1 detects the other vehicles 82d, 82e and the building 91 as obstructions that cause blind spots from the host vehicle 1, from among the surrounding environment detected by the surrounding environment detection unit 61. The composite blind spot area calculation unit 63 also sets the host vehicle blind spot areas 84d, 84e, 84f that are caused by the other vehicles 82d, 82e and the building 91 detected as obstructions. Furthermore, the composite blind spot area calculation unit 63 sets potential vehicles 83d, 83e, 83f in the respective host vehicle blind spot areas 84d, 84e, 84f. In FIG. 13, one potential vehicle 83d, 83e, 83f is set in each of the host vehicle blind spot areas 84d, 84e, 84f.

[0084] 14 shows a plurality of routes 87da, 87db, 87ea, 87fa, and 87fb for moving the host vehicle 1 out of each of the composite blind spot areas 86d, 86e, and 86f set according to the procedure described in the first embodiment. When the process for selecting the route with the shortest required time is executed as described in the first embodiment, for example, the route 87da or the route 87db is selected. On the other hand, in this embodiment, the severity of each of the composite blind spot areas 86d, 86e, and 86f is calculated, and a route for moving the host vehicle 1 out of the composite blind spot area with the maximum severity is selected.

[0085] FIG. 15 shows the severity levels of accidents between the host vehicle 1 and potential vehicles 83d, 83e, and 83f, which are assumed based on driving actions that the host vehicle 1 may take and driving actions that each of the potential vehicles 83d, 83e, and 83f may take.

[0086] The upper part of FIG. 15 shows an assumed accident between the host vehicle 1 and a potential vehicle 83d set in the host vehicle blind spot area 84d caused by another vehicle 82d traveling ahead of the host vehicle 1. For example, the host vehicle 1 changes lanes to the right lane or the left lane while accelerating in order to overtake the other vehicle 82d. If the potential vehicle 83d then changes lanes to the same right lane or the left lane as the host vehicle 1 while decelerating, the host vehicle 1 will collide with the potential vehicle 83d from behind. The accident severity level database 55 stores, for example, "severity level = 3" as data on the severity level of an accident that occurred in a similar driving scene in the past.

[0087] The middle part of FIG. 15 shows an assumed accident between the host vehicle 1 and a potential vehicle 83e set in the host vehicle blind spot area 84e caused by another vehicle 82e traveling behind the host vehicle 1. For example, the host vehicle 1 changes lanes to the right lane or the left lane while maintaining the vehicle speed. If the potential vehicle 83e accelerates to pass the other vehicle 82e and changes lanes to the same right lane or the left lane as the host vehicle 1, the potential vehicle 83e will collide with the host vehicle 1 from the rear. The accident severity level database 55 stores, for example, "severity level = 1" as data on the severity level of an accident that occurred in a similar driving scene in the past.

[0088] The lower part of FIG. 15 shows an assumed accident between the host vehicle 1 and a potential vehicle 83f set in the host vehicle blind spot area 84f caused by a building 91. The host vehicle 1 continues to drive as it does not recognize the potential vehicle 83f. If the potential vehicle 83f enters an intersection at a predetermined vehicle speed, the host vehicle 1 and the potential vehicle 83f will collide. The accident severity level database 55 stores, for example, "severity level = 5" as data on the severity level of an accident that occurred in a similar driving scene in the past.

[0089] As shown in the upper part of Fig. 14, for a composite blind spot area 86d formed by a potential vehicle blind spot area 85d seen from a potential vehicle 83d and a potential vehicle blind spot area 85e seen from a potential vehicle 83e, the severity of the composite blind spot area 86d is the sum "4" of the severity level "3" of an accident assumed between the potential vehicle 83d and the own vehicle 1 and the severity level "1" of an accident assumed between the potential vehicle 83e and the own vehicle 1. Also, as shown in the middle part of Fig. 14, for a composite blind spot area 86e formed by a potential vehicle blind spot area 85e seen from a potential vehicle 83e and a potential vehicle blind spot area 85f seen from a potential vehicle 83f, the severity of the composite blind spot area 86e is the sum "6" of the severity level "5" of an accident assumed between the potential vehicle 83f and the own vehicle 1 and the severity level "1" of an accident assumed between the potential vehicle 83e and the own vehicle 1. Furthermore, as shown in the lower part of Figure 14, for a composite blind spot area 86f formed by a potential vehicle blind spot area 85d seen from a potential vehicle 83d and a potential vehicle blind spot area 85f seen from a potential vehicle 83f, the severity of the composite blind spot area 86f is the sum of the severity level "3" of an accident assumed between the potential vehicle 83d and the host vehicle 1 and the severity level "5" of an accident assumed between the potential vehicle 83f and the host vehicle 1, that is, "8."

[0090] Therefore, the driving condition setting unit 67 selects a route 87fa or a route 87fb for moving the host vehicle 1 out of the combined blind spot area 86f where the severity is the highest. At that time, the driving condition setting unit 67 selects a route 87fb that allows the host vehicle 1 to move to the target position 1fb in a shorter time. Alternatively, the driving condition setting unit 67 may select the route 87fb by comparing and determining the distance from the host vehicle blind spot area 84f caused by the structure 91. The driving condition setting unit 67 sets a target steering angle and a target acceleration / deceleration for driving the host vehicle 1 along the selected route 87fb, and transmits information on the target steering angle and the target acceleration / deceleration to the vehicle control unit 41.

[0091] The driving support device 50A according to the present embodiment thus sets the target steering angle and the target acceleration / deceleration in each calculation cycle, and supports the driving of the host vehicle 1. As a result, when there are two or more host vehicle blind spot areas 84d, 84e, 84f seen from the host vehicle 1, the host vehicle 1 can be quickly moved out of the composite blind spot area in which the severity of the expected accident is the greatest. In addition, the driving support device 50A sequentially executes the process of setting the target steering angle and the target acceleration / deceleration in each calculation cycle, and finally moves the host vehicle 1 out of the potential vehicle blind spot areas 85d, 85e, 85f. Therefore, it is possible to reduce the risk of collision between the potential vehicles 83d, 83e, 83f that may be present in the host vehicle blind spot areas 84d, 84e, 84f and the host vehicle 1, or the occurrence of a near-miss event. In addition, even if an accident occurs between the potential vehicles 83d, 83e, 83f and the host vehicle 1, the damage of the accident can be reduced.

[0092] Although the preferred embodiment of the present disclosure has been described in detail above with reference to the attached drawings, the technology of the present disclosure is not limited to such examples. It is clear that a person having ordinary knowledge in the technical field to which the present disclosure belongs can conceive of various modified or amended examples within the scope of the technical ideas described in the claims, and it is understood that these also naturally belong to the technical scope of the present disclosure.

[0093] The following forms also fall within the technical scope of the present disclosure. The processor: Setting potential vehicles in each of the host vehicle's blind spot areas, which are blind spot areas seen from the host vehicle and are caused by a plurality of obstructions present around the host vehicle; Calculating a composite blind spot area formed by at least two of the potential vehicle blind spot areas, which are blind spot areas seen from each potential vehicle and are caused by an obstruction; A computer program that executes a process including setting multiple routes for moving a vehicle outside a synthetic blind spot area, and setting driving conditions for the vehicle based on one of the multiple routes, and a recording medium having the computer program recorded thereon. [Explanation of symbols]

[0094] 1...vehicle (own vehicle), 1aa, 1ab, 1ba, 1ca, 1cb, 1da, 1db, 1ea, 1fa, 1fb...target position (own vehicle), 31...surrounding environment sensor, 35...vehicle state sensor, 41...vehicle control unit, 50 and 50A...driving assistance device, 51...control unit, 53...storage unit, 55...accident severity level database, 61...surrounding environment detection unit, 63...synthetic blind spot area calculation unit, 65...driving condition setting unit, 82a, 82b, 82c, 82d, 82e...other vehicles (obstruction), 83a, 83b, 83c, 83d, 83e, 83f... potential vehicles, 84a, 84b, 84c, 84d, 84e, 84f... vehicle blind spot area, 85a, 85b, 85c, 85d, 85e, 85f... potential vehicle blind spot area, 86a, 86b, 86c, 86d, 86e, 86f... composite blind spot area, 87aa, 87ab, 87ba, 87ca, 87cb, 87da, 87db, 87ea, 87fa, 87fb... route, 91... building (obstruction)

Claims

1. A driving assistance device that assists driving of a vehicle, a composite blind spot calculation unit that sets potential vehicles in respective host vehicle blind spot areas, which are blind spot areas seen from the host vehicle and are caused by a plurality of obstacles existing around the host vehicle, and calculates a composite blind spot area formed by at least two of the potential vehicle blind spot areas, which are respective blind spot areas seen from the potential vehicles and are caused by the obstacles; a driving condition setting unit that sets a plurality of routes for moving the host vehicle out of the synthetic blind spot area and sets a driving condition of the host vehicle based on any one of the plurality of routes; A driving assistance device equipped with the above.

2. The driving assistance device according to claim 1 , wherein the driving condition setting unit sets the driving conditions of the host vehicle based on a route among the plurality of routes that requires the host vehicle to move out of the synthetic blind spot area in the shortest time.

3. the composite blind spot calculation unit calculates the composite blind spot area formed by at least two of the plurality of potential vehicle blind spot areas for all combinations of the potential vehicle blind spot areas, The driving assistance device according to claim 2 , wherein the driving condition setting unit calculates the plurality of routes and the required times for all of the composite blind spot areas, and selects a route that provides the shortest required time.

4. 2. The driving assistance device according to claim 1, wherein the driving condition setting unit determines a severity level of an accident between the host vehicle and each of the potential vehicles, which is assumed based on driving actions that the host vehicle can take and driving actions that each of the potential vehicles can take, and selects a route for the host vehicle based on the severity level.

5. the composite blind spot calculation unit calculates the composite blind spot area formed by at least two of the plurality of potential vehicle blind spot areas for all combinations of the potential vehicle blind spot areas, 5. The driving assistance device according to claim 4, wherein the driving condition setting unit calculates, for each of the composite blind spot areas, a severity of the composite blind spot area which is the sum of the severity levels of an accident anticipated to occur between the potential vehicle set in the potential vehicle blind spot area which constitutes the composite blind spot area and the host vehicle, and selects a route for moving the host vehicle out of the composite blind spot area with the greatest severity.

Images