Vehicle driving control device

Abstract

To provide a vehicle travel control device which reconfigures a new target travel route in consideration of a puddle and the like recognized on the road surface.SOLUTION: A vehicle travel control device 1 performing a lane keeping travel support control traveling a vehicle along a specified target travel route comprises: a surrounding environment information acquisition device 21d, 20b; a section line detection part 21d; and a target travel route setting part 22b. It also includes: a normal road surface brightness estimation part 21d which estimates a normal road surface brightness; a planar obstacle estimation part 21d which detects high brightness region compared with the normal road surface brightness, estimates surface shape per high brightness region, and acquires puddle information on the road surface; and a wheel passing position estimation part 22c which estimates a wheel passing position of an own vehicle when the own vehicle travels along the target travel route set based on the surrounding environment information including the puddle information, the road information, and the own vehicle information. The target travel route setting part resets a new target travel route in consideration of the puddle based on the puddle information and the wheel passing position information.SELECTED DRAWING: Figure 1

Description

[Technical field]

[0001] The present invention relates to a vehicle driving control device capable of executing lane keeping driving assist control for driving a vehicle along a target driving route set within a driving lane. [Background technology]

[0002] In recent years, automatic driving control technology has been developed for vehicles such as automobiles, which allows the vehicle to travel automatically without the driver's operation. In addition, various driving control devices that can execute various driving controls to assist the driver's driving operation by utilizing this type of automatic driving control technology have been proposed and are becoming generally put into practical use.

[0003] In conventional driving control devices, a vehicle equipped with the driving control device recognizes markings, etc. (e.g., center lines, outer lanes, lane boundaries, etc.) marked on the road on which the vehicle is traveling using image data acquired by an imaging device (camera), and based on various information regarding the recognized markings, etc., information acquired using various other sensing devices, or various information acquired from external devices (map information, etc.), a target driving route to be targeted when traveling the vehicle is set within the traveling lane in which the vehicle is traveling, and by causing the vehicle to travel along the set target driving route, driving control is performed to maintain traveling within a specified driving lane, thereby assisting the driver in driving operations.Various proposals for lane keeping driving assistance control have been made, for example in Patent Publication No. 2020-32802, and are generally in practical use.

[0004] In addition, in conventional driving control devices, when a three-dimensional obstacle such as a parked vehicle is recognized within a driving lane including a set target driving route or on the side edge of the driving lane (such as a road shoulder), various driving control technologies are being considered that reset a new target driving route to avoid the vehicle colliding with or coming into contact with the recognized three-dimensional obstacle while traveling. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] JP 2020-32802 A Summary of the Invention [Problem to be solved by the invention]

[0006] However, in the conventional lane keeping driving assist control described above, the main target for collision avoidance is generally obstacles that are recognized and that may pose a danger to the vehicle or may impede the vehicle's travel (e.g., three-dimensional obstacles).

[0007] On typical roads, for example, minute irregularities may form on the road surface due to deterioration over time, which may result in the appearance of planar obstacles such as puddles that temporarily form on the road surface when certain conditions occur, such as during rainfall (hereinafter referred to as planar obstacles).

[0008] However, such flat obstacles such as puddles are considered to pose a relatively small risk to the vehicle or to impede the vehicle's travel, etc. For this reason, the conventional lane keeping cruise assist control does not take these flat obstacles into consideration much, that is, it sets a target travel route regardless of the road surface condition.

[0009] However, for example, when the wheels of a vehicle pass over a flat obstacle such as a puddle formed on the road surface, splashes of mud, dirty water, etc. may be scattered around. In this case, for example, if a pedestrian is walking near the traveling vehicle, there is a possibility that the mud, dirty water, etc. from the puddle may be splashed on the pedestrian.

[0010] In this way, when a vehicle is traveling along a set target driving route, if the vehicle drives through a puddle or the like without avoiding it, causing splashes of mud, sewage, etc. from the puddle, etc., causing inconvenience to others, there is a problem in that the driver of the vehicle may be held liable for a traffic violation under the Road Traffic Act.

[0011] Furthermore, puddles and the like formed on a road may be formed, for example, by a depression or step having a certain depth caused by damage to a part of the road surface, etc. In such a situation, if a vehicle recognizes a puddle and the like formed by the depression or step but passes over it without avoiding it, a vehicle accident may occur in some cases.

[0012] The present invention has been made in consideration of the above-mentioned points, and its object is to provide a vehicle driving control device that can re-set a new target driving route that takes into account puddles, etc. that are recognized on the road surface ahead in the driving lane when performing lane keeping driving assist control that causes the vehicle to drive along a target driving route set within the driving lane. [Means for solving the problem]

[0013] In order to achieve the above object, a vehicle driving control device according to one aspect of the present invention includes a surrounding environment information acquisition device that acquires surrounding environment information of a vehicle, Peripheral ring a lane keeping driving assist control for a vehicle that has a lane marking detection unit that recognizes left and right lane marks based on boundary information, and a target driving route setting unit that estimates a driving lane of a host vehicle based on the left and right lane marks recognized by the lane marking detection unit and sets a target driving route within the driving lane, and that causes the vehicle to drive along the set target driving route, Before being acquired by the surrounding environment information acquisition device Note Peripheral ring border information Based on the image data contained in Based on A road surface luminance average value in the driving lane is calculated for each of the image data, and a forward road surface luminance average value for a predetermined time period is calculated based on the road surface luminance average value. a normal road surface luminance estimation unit for estimating a normal road surface luminance in the driving lane; For each image data, broth , the detected high Estimate the surface shape for each brightness region If the estimated surface shape of the estimated high-luminance area does not match the surface shape of a predetermined planar obstacle, the estimated high-luminance area is estimated to be a puddle. and a wheel passing position estimating unit that estimates positions through which wheels of the host vehicle will pass when the host vehicle travels along the target travel route set within the travel lane, based on the surrounding environment information including puddle information related to the puddle, road information related to the road on which the host vehicle is traveling, and host vehicle information related to the host vehicle. The target travel route setting unit estimates positions through which wheels of the host vehicle will pass when the host vehicle travels along the target travel route set within the travel lane, based on the puddle information and the surrounding environment information including road information related to the road on which the host vehicle is traveling, Information on the position where the ring passes Based on the information, a new target driving route is reset, taking the puddles into consideration. Effect of the Invention

[0014] According to the present invention, when lane keeping driving assistance control is performed to drive the vehicle along a target driving route set within the driving lane, a vehicle driving control device can be provided that can reset a new target driving route taking into account puddles, etc. that are recognized on the road surface ahead within the driving lane. [Brief description of the drawings]

[0015] [Figure 1] FIG. 1 is a block diagram showing a schematic configuration of a driving control device according to an embodiment of the present invention; [Diagram 2] 1 is a display example of one frame of an image captured by a camera unit of a driving control device according to the present embodiment. [Diagram 3] FIG. 1 is a conceptual diagram showing an example of a situation when the driving control device of the present embodiment performs driving control to avoid puddles, etc. (an example of steering avoidance within the own lane); [Figure 4] FIG. 13 is a conceptual diagram showing another example of a situation when the driving control device of the present embodiment performs driving control to avoid puddles, etc. (an example of avoiding crossing over the own lane); [Diagram 5] FIG. 13 is a conceptual diagram showing another example of a situation when the driving control device of the present embodiment performs driving control to avoid puddles, etc. (an example of avoiding running into an oncoming lane); [Figure 6]A flowchart for setting a target driving route taking into consideration puddles, etc. in a driving control device according to an embodiment of the present invention. [Figure 7] A flowchart showing a subroutine of the process of step S12 in FIG. 6 (target driving route setting process). [Figure 8] A flowchart showing a subroutine of the process of step S14 in FIG. 6 (processing for estimating puddles, etc.) [Figure 9] A flowchart showing a subroutine of the process of step S18 in FIG. 6 (target travel route re-setting process). [Figure 10] A flowchart showing a subroutine of the process of step S58 in FIG. 9 (a process of setting an avoidance route within the range of the own lane). [Figure 11] A flowchart showing a subroutine of the process of step S55 in FIG. 9 (a process of setting a route to avoid running into an oncoming lane). [Figure 12] A flowchart showing a subroutine of the process of step S59 in FIG. 9 (processing for setting a route passing through a puddle area within the own lane range). [Figure 13] A flowchart showing a subroutine of the processes (deceleration control process) of steps S93, S98, S99, 105, and 106 of FIG. [Figure 14] A flowchart showing a subroutine of the process of steps S97 and S100 in FIG. 12 (the process of setting travel routes corresponding to second and third shape patterns (left and right)). [Figure 15] A flowchart showing a part of the flowchart of FIG. 12 (a processing sequence after branching from the processing of step S102 of FIG. 12). [Figure 16] A flowchart showing a subroutine of the process of step S104 in FIG. 12 (the process of setting a travel route corresponding to the second and third shape patterns (center)). [Figure 17] FIG. 13 is a conceptual diagram showing yet another example of a situation when the driving control device of the present embodiment performs driving control to avoid puddles, etc. (an example of passing over a puddle, etc. area within the own lane); [Figure 18] FIG. 1 is a conceptual diagram showing a situation in which a vehicle equipped with the driving control device of the present embodiment drives while taking into consideration puddles, etc. (three modes for avoiding puddles, etc.) [Figure 19] A conceptual diagram showing a situation in which a vehicle equipped with the driving control device of the present embodiment passes over a partial area when passing through a lateral position of a puddle, etc. (an example of a situation in which droplets are scattered outward) [Figure 20] A conceptual diagram showing another situation in which a vehicle equipped with the driving control device of the present embodiment passes over a partial area when passing through a lateral position of a puddle, etc. (an example of a situation in which droplets are scattered inward) [Figure 21] A conceptual diagram showing one aspect of a first shape pattern (an example of a rectangular shape) used when categorizing and recognizing a planar shape such as a puddle. [Figure 22] FIG. 13 is a conceptual diagram showing another embodiment of the first shape pattern (an example of an elliptical shape) used when classifying and recognizing a planar shape such as a puddle; [Figure 23] A conceptual diagram showing one aspect of a second shape pattern of a planar shape such as a puddle (an example in which a lateral protruding region is on the near side when typifying the shape with a triangle as a feature point). [Figure 24] A conceptual diagram showing another aspect of the second shape pattern of a planar shape such as a puddle (an example in which the lateral protruding region is on the far side when typifying the shape with a triangle as a feature point). DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

[0016] The present invention will be described below with reference to the illustrated embodiments. The drawings used in the following description are schematic, and the dimensional relationship and scale of each component may be different for each component in order to show each component at a size that can be recognized on the drawing. Therefore, the present invention is not limited to the illustrated form with respect to the quantity of each component, the shape of each component, the size ratio of each component, the relative positional relationship of each component, etc. shown in each drawing.

[0017] A cruise control device according to an embodiment of the present invention is a device mounted on a vehicle such as an automobile, and performs cruise control to assist the driver of the vehicle in driving the vehicle. The cruise control device according to the present embodiment acquires information on the environment ahead of the vehicle and the surrounding environment (e.g., other vehicles such as a leading vehicle, a following vehicle, an oncoming vehicle, a vehicle running alongside, etc., bicycles, pedestrians, etc., moving objects, buildings, various structures, etc., three-dimensional obstacles, etc., as well as information on the surrounding environment of the vehicle including the road surface conditions of the road on which the vehicle is traveling; hereinafter, simply referred to as surrounding environment information, etc.) using a sensing device such as an on-board camera unit or a radar device.

[0018] Furthermore, the driving control device of this embodiment recognizes road conditions, including information on preceding and following vehicles, various structures, three-dimensional obstacles, etc., based on the surrounding environment information, etc. acquired as described above, as well as road map information, etc. acquired from an external device, such as a high-precision road map database, through communication. The driving control device of this embodiment appropriately uses these various pieces of information (surrounding environment information, etc., map information, etc., recognition information, etc.) as information when executing driving control to assist the driver in driving operations.

[0019] The driving control device of this embodiment has a configuration capable of at least executing lane keeping driving assist control for driving the vehicle along a target driving route set within the driving lane. The driving control device of this embodiment has a function of resetting the target driving route taking into consideration a puddle or the like when a planar obstacle (planar obstacle), for example, a puddle, is recognized on the road surface within the driving lane during execution of the lane keeping driving assist control.

[0020] In this case, the target driving route taking the puddle into consideration is, for example, a driving route that avoids the puddle. Alternatively, it refers to a driving route that can prevent splashing of mud, sewage, etc. from the puddle when there are other vehicles traveling nearby, or when the puddle cannot be avoided due to its shape, size, etc., and the vehicle has no choice but to pass over the puddle. Furthermore, in this case, it is also a driving route that takes into consideration the direction in which the mud, sewage, etc. splashes from the puddle into account and prevents at least splashing of the mud, sewage, etc. toward pedestrians walking near the vehicle. Note that, when the driving control device of this embodiment resets the target driving route as described above and drives the vehicle, it also performs deceleration control, etc. as necessary, in order to prevent splashing of mud, sewage, etc. from the puddle.

[0021] In short, when the driving control device of this embodiment is performing driving control along a set target driving route and, for example, recognizes a puddle or the like on the road surface in the driving lane, it resets the target driving route to avoid the puddle, etc. In this case, if the puddle, etc. cannot be avoided, it performs deceleration control and sets a driving route that passes over the puddle, etc., taking into consideration adverse effects such as the scattering of mud, sewage, etc. from the puddle, etc. on pedestrians, bicycles, other vehicles, buildings, various structures, etc. in the vicinity.

[0022] In this case, even if there are no pedestrians or the like around the vehicle and there is no possibility of adverse effects on the surroundings due to splashes from a puddle, etc., there is a possibility that splashes from the vehicle passing over a puddle, etc. may soil the vehicle. Therefore, in such a situation, deceleration control is performed with a slightly reduced deceleration rate.

[0023] However, in such an environment where there are no pedestrians or the like around the vehicle, and it is estimated that there will be little adverse effect of splashing of droplets on the vehicle even if the vehicle passes over a puddle or the like (specifically, for example, when the changed target driving route is expected to be the periphery of a puddle or the like where the amount of splashing is small, or when the vehicle is originally set to a low driving speed), the deceleration control may be omitted and the vehicle may pass over the puddle or the like while continuing to drive at the same speed. First, the schematic configuration of a driving control device according to one embodiment of the present invention will be described below with reference to FIG. 1. FIG. 1 is a block diagram showing the schematic configuration of a driving control device according to one embodiment of the present invention.

[0024] The configuration of the driving control device 1 of this embodiment is basically substantially the same as the configuration of a conventional driving control device of the same type. Therefore, when describing the configuration of the driving control device 1 of this embodiment, only the main configuration related to the present invention will be described. As the detailed configuration of the driving control device 1 of this embodiment is substantially the same as that of a conventional driving control device, detailed description of the configuration other than that directly related to the present invention will be omitted. Also, in FIG. 1, only the main configuration of the driving control device 1 of this embodiment is illustrated, and configurations not directly related to the present invention are omitted.

[0025] As shown in FIG. 1, the driving control device 1 of this embodiment has as its main components a locator unit 11, a periphery monitoring unit 20, a camera unit 21, a driving control unit 22 as a driving control section, an engine control unit 23, a power steering control unit 24, a brake control unit 25, etc.

[0026] Here, the locator unit 11, the surroundings monitoring unit 20, and the camera unit 21 are sensor units for recognizing the inside and outside of the vehicle and are constituent units that function as an environment recognition device. Each of these units (11, 20, 21) exists as a completely independent constituent unit without depending on each other.

[0027] Each control unit, namely, the driving control unit 22, the engine control unit 23, the power steering control unit 24, and the brake control unit 25, together with the locator unit 11, the surrounding monitoring unit 20, and the camera unit 21, are connected to each other via an in-vehicle communication line 10 such as a CAN (Controller Area Network), and share data as needed and appropriate.

[0028] Locator unit 11 is an information acquisition device that estimates the position of the vehicle (vehicle position) on a road map and acquires road map information, etc., mainly of the area ahead of the estimated vehicle position.

[0029] The locator unit 11 includes a map locator calculation unit 12, an acceleration sensor 13, a wheel speed sensor 14, a gyro sensor 15, a GNSS receiver 16, a road information receiver 17, a high-precision road map database (DB; Data Base, abbreviated as road map DB in FIG. 1) 18 as a map information storage unit, and a route information input unit 19.

[0030] Among these, the acceleration sensor 13, the wheel speed sensor 14, and the gyro sensor 15 are various sensors required for estimating the position of the vehicle (host vehicle position). For example, the acceleration sensor 13 is a sensor that detects the longitudinal acceleration of the host vehicle. The wheel speed sensor 14 is a sensor that detects the rotational speed of each of the front, rear, left and right wheels (in the case of a four-wheeled vehicle). The gyro sensor 15 is a sensor that detects the angular velocity or angular acceleration of the host vehicle. Each of these sensors (13, 14, 15) is an autonomous driving sensor group that functions as a driving state acquisition unit, and is connected to the input side of the map locator calculation unit 12.

[0031] The autonomous driving sensor group (sensors 13, 14, 15) is a sensor group provided to enable autonomous driving when, for example, the reception sensitivity from a GNSS satellite (not shown) is reduced, such as when driving in a tunnel, and the positioning signal cannot be effectively received. In addition to the above-mentioned sensors (13, 14, 15), the autonomous driving sensor group also includes, for example, a vehicle speed sensor and a yaw rate sensor, although not shown.

[0032] The GNSS receiver 16 functions as a vehicle position acquisition unit and is a receiving device that receives various information from, for example, a GNSS (Global Navigation Satellite System). That is, the GNSS receiver 16 receives positioning signals transmitted from a plurality of positioning satellites. The GNSS receiver 16 outputs the acquired positioning signals to the map locator calculation unit 12 of the locator unit 11. The map locator calculation unit 12 estimates the vehicle position (latitude, longitude) based on the positioning signals received by the GNSS receiver 16 from the plurality of positioning satellites. For this reason, the GNSS receiver 16 is connected to the input side of the map locator calculation unit 12.

[0033] Furthermore, the map locator calculation unit 12 is connected to a road information receiver 17, a high-precision road map database 18 as a storage device, a route information input unit 19, and the like.

[0034] Road information receiver 17 is a receiving device that receives and acquires various information, such as information necessary for automatic driving and map information, stored in a predetermined base station (not shown) or a cloud server (not shown) connected via the Internet. Road information receiver 17 outputs the acquired various information to map locator calculation section 12 of locator unit 11. Road information receiver 17 further includes a function of transmitting various information possessed by the vehicle to the base station or cloud server (not shown), and may take the form of a road information transmitting / receiving device.

[0035] The map locator calculation unit 12 performs map matching of the vehicle position on a map based on map information received by the road information receiver 17, and constructs a target driving route connecting the input destination and the vehicle position. Furthermore, the map locator calculation unit 12 sets a target driving route for executing automatic driving up to several kilometers ahead of the vehicle on the constructed target driving route. Here, items to be set as the target driving route include various items such as the lane in which the vehicle will travel (for example, which lane to travel in when there are three lanes), lane changes to overtake a preceding vehicle, and the timing to start lane changes.

[0036] The high-precision road map database 18 is mainly composed of large-capacity storage media such as HDD (Hard Disk Drive) and SSD (Solid State Drive). Well-known high-precision road map information (local dynamic map) is stored in this high-precision road map database 18. Here, the high-precision road map information has the same layer structure as a global dynamic map provided in, for example, a cloud server (not shown), and has a hierarchical structure in which additional map information necessary to support automated driving is superimposed on the lowest static information layer that serves as the base.

[0037] The additional map information includes static location information such as road type (general road, expressway, etc.), road shape, left and right dividing lines (e.g. center line, outer side line, lane boundary line, etc.), exits of expressways and bypass roads, etc., and entrance / exit lengths (start and end positions) of branch lanes and merging lanes leading to junctions, service areas, parking areas, etc., as well as dynamic location information such as traffic congestion information and traffic restrictions due to accidents or construction work.

[0038] Then, when a target driving route is set by the map locator calculation unit 12, this additional map information is continuously obtained from the global dynamic map and sequentially updated as peripheral information required for the vehicle to autonomously drive along the set target driving route.

[0039] In addition, high-precision road map information also contains lane data required for autonomous driving, such as lane width data, lane center position coordinate data, lane heading angle data, speed limit information, etc. This lane data and other information is stored at intervals of several meters for each lane on the road map.

[0040] The route information input unit 19 is a terminal device operated by a person in the vehicle, such as a driver or a passenger. The route information input unit 19 can collect and input a series of information required for setting a target driving route in the map locator calculation unit 12, such as setting a destination and intermediate points (such as a service area to stop at on a highway).

[0041] Specifically, route information input unit 19 is an input unit of a car navigation system (for example, a touch panel of a monitor), a mobile terminal such as a smartphone, a personal computer, etc. Route information input unit 19 is connected to map locator calculation unit 12 by wire or wirelessly. As a result, when a driver or a passenger operates route information input unit 19 to input information of a destination or a stopover point (facility name, address, telephone number, etc.), the input information is read into map locator calculation unit 12. Map locator calculation unit 12 sets the position coordinates (latitude, longitude) of the destination and the stopover point input from route information input unit 19.

[0042] The map locator calculation unit 12 includes a vehicle position estimation unit 12a, a map information acquisition unit 12b, and the like.

[0043] The vehicle position estimation unit 12a is a component having a function of estimating the vehicle position. The vehicle position estimation unit 12a acquires the position coordinates (latitude, longitude) of the vehicle based on the positioning signal received by the GNSS receiver 16. Then, the vehicle position estimation unit 12a performs map matching of the acquired position coordinates on route map information to estimate the vehicle position (current position) on the road map.

[0044] In addition, in an environment where a valid positioning signal from a positioning satellite cannot be received due to reduced sensitivity of the GNSS receiver 16, such as when driving inside a tunnel, the vehicle position estimation unit 12a switches to autonomous navigation, which estimates the vehicle position based on various data such as vehicle speed data obtained based on the wheel speed detected by the wheel speed sensor 14, angular velocity data detected by the gyro sensor 15, and longitudinal acceleration data detected by the acceleration sensor 13, and estimates the vehicle position (latitude, longitude) on a road map.

[0045] The map information acquisition unit 12b constructs target driving route information from the current location to the destination (target driving route information connecting the vehicle's position on the high-precision road map information and the destination (or the destination via the via point if a via point is set)) based on the position information (latitude, longitude) of the vehicle's position estimated by the vehicle position estimation unit 12a and the position information (latitude, longitude) of the destination and the via point input by the driver or the like from the route information input unit 19, according to a route condition (recommended route, fastest route, etc.) set in advance. At this time, the vehicle position estimation unit 12a identifies the driving lane in which the vehicle is traveling, acquires the road shape such as the driving lane and the merging lane stored in the road map data, and sequentially stores this information. In addition, the map information acquisition unit 12b transmits the target driving route information to the vehicle position estimation unit 12a.

[0046] In this way, the map locator calculation unit 12 performs map matching of the vehicle position estimated by the vehicle position estimation unit 12a on a road map to identify the current location of the vehicle, and acquires road map information including information on the surrounding conditions. In addition, the map information acquisition unit 12b sets a target driving route as a target for the vehicle.

[0047] The camera unit 21 is a surrounding environment information acquisition device that recognizes the environment mainly in the traveling direction (forward) of the vehicle and acquires it as image information, and constitutes a part of the surrounding environment recognition device.

[0048] Specifically, the camera unit 21 recognizes various road surroundings, including, for example, other vehicles traveling in front of or to the sides of the vehicle (both leading vehicles, oncoming vehicles, vehicles traveling alongside, following vehicles, etc.), three-dimensional objects including moving objects such as bicycles and motorcycles traveling alongside, road markings such as traffic lights (light color, flashing state, arrow direction, etc.), road signs, stop lines and dividing lines (e.g., center lines of the road, outer lines of the road, lane boundaries, etc.), and road surface conditions (e.g., the presence, shape, size, etc. of puddles on the road surface).

[0049] The camera unit 21 is fixed to the upper center of the front part of the passenger compartment of the vehicle and is configured to include an on-board camera (stereo camera) consisting of a main camera 21a and a sub-camera 21b arranged at symmetrical positions on either side of the center of the vehicle width, an image processing unit (IPU) 21c, a driving environment recognition unit 21d, etc.

[0050] The camera unit 21 captures reference image data with the main camera 21a and captures comparison image data with the sub-camera 21b. The two image data acquired by the two cameras 21a and 21b are subjected to predetermined image processing by the IPU 21c.

[0051] The driving environment recognition unit 21d reads the reference image data and comparison image data that have been image-processed by the IPU 21c, recognizes the same object in both images based on the parallax between the two images, and calculates distance data (distance information from the vehicle to the object) from the positional deviation amount of the object in both images using the principle of triangulation, and generates forward driving environment image information (distance image information) that includes this distance information.

[0052] Further, the driving environment recognition unit 21d recognizes various road markings including, for example, dividing lines (e.g., a center line, an outer line, a lane boundary line, etc.) dividing the left and right of the driving lane in which the vehicle is traveling as surrounding environment information based on distance image information acquired by the camera unit 21 and processed by the IPU 21c. In this case, the driving environment recognition unit 21d functions as a dividing line detection unit that detects dividing lines of the driving lane.

[0053] The driving environment recognition unit 21d also obtains the road curvature [1 / m] at the center of the left and right dividing lines (lane boundary lines, etc.) of the road on which the host vehicle is traveling (host vehicle driving lane), the width between the left and right dividing lines (lane width), and the like.

[0054] There are various known methods for determining the road curvature and lane width at the center between lane lines, but for example, the driving environment recognition unit 21d recognizes the left and right lane lines by binarization processing based on the brightness difference based on the forward driving environment image information, determines the curvature of the left and right lane lines for each predetermined section by a curve approximation formula using the least squares method, and calculates the lane width from the difference in curvature between the two lane lines.The driving environment recognition unit 21d then determines the road curvature at the center of the lane based on the curvature of the left and right lane lines of the own lane and the lane width.

[0055] In addition, the driving environment recognition unit 21d performs predetermined pattern matching on the distance image information to recognize guardrails, curbs, and various three-dimensional objects (pedestrians, motorcycles, vehicles other than motorcycles, etc.) that exist along the road. Here, when recognizing a three-dimensional object in the driving environment recognition unit 21d, for example, recognition is performed of the type of the three-dimensional object, the distance to the three-dimensional object, the moving speed of the three-dimensional object, and the relative speed between the three-dimensional object and the vehicle.

[0056] Furthermore, the driving environment recognition unit 21d recognizes puddles and the like formed on the road surface in a driving lane ahead of the vehicle traveling in the driving lane, based on the image data and the like processed by the IPU 21c.

[0057] The detection of a puddle or the like by the driving environment recognition unit 21d is performed, for example, by the following process.

[0058] First, the driving environment recognition unit 21d obtains an average value of the luminance of the road surface (hereinafter referred to as road surface luminance) in a predetermined road surface search area (see symbol SA in FIG. 2) set in advance within an image frame (see symbol 200 in FIG. 2) for one frame, for each piece of continuously obtained image data, based on image data obtained by the camera unit 21 and processed by the IPU 21c. Then, the driving environment recognition unit 21d estimates a normal road surface luminance value of the road on which the vehicle is traveling every predetermined time (several seconds) based on the average values ​​of multiple road surface luminances corresponding to each of the multiple pieces of continuously obtained image data, and obtains a normal road surface luminance estimation value. At this time, the driving environment recognition unit 21d functions as a normal road surface luminance estimation unit.

[0059] Here, the road surface search area SA is set to an area in the image area displayed by the image data acquired by each of the two cameras 21a and 21b that is expected to mainly include the road surface. Specifically, for example, the area in which the road surface is included is often an area slightly below the approximate center area within the rectangular image frame 200.

[0060] Furthermore, the driving environment recognition unit 21d detects a change (brightness difference) in the road surface luminance that changes as the vehicle travels within the road surface search area.

[0061] This allows the system to detect high-luminance areas with a predetermined luminance value or more relative to the normal road surface luminance estimate value, and to perform a predetermined shape estimation process for each detected high-luminance area to estimate from its area distribution whether it is a regular road marking placed on the road surface, or a flat, irregular-shaped area such as a puddle (see symbol 208 in Figure 2) that exists on the road surface.

[0062] The puddles, etc. 208 thus estimated are recognized as surrounding environment information by the driving environment recognition unit 21d. In this case, the driving environment recognition unit 21d functions as a road surface condition recognition unit that recognizes road surface conditions such as puddles, and as a planar obstacle estimation unit that is a puddle estimation unit.

[0063] Here, the predetermined shape estimation process is a process of comparing the shape of each high-brightness area detected by the driving environment recognition unit 21d with the surface shape of road markings, etc., determining whether the shape of the high-brightness area approximately matches the shape of an object installed on the road surface, and estimating the shape.

[0064] Examples of road markings include manhole covers (see reference numeral 206 in FIG. 2) and various road markings (such as speed limit signs indicated by reference numeral 207 in FIG. 2). The shapes of these road markings are generally standardized. Therefore, their shape specification data is stored in advance in a predetermined storage area in the driving control device 1 (such as an internal storage area (not shown) of the driving control unit 22) and is referenced and compared in the shape estimation process. In addition, since some shape specification data of road markings and the like is included in road map information, it may be read from a map database or the like.

[0065] Then, in the above-mentioned shape estimation process, the shape of each high-luminance area detected by the driving environment recognition unit 21d is compared with the surface shape of the road marking, etc., and if the two shapes substantially match, it is determined to be a road marking, etc. On the other hand, if it does not match a road marking, etc. and is determined to be an irregularly shaped area, the irregularly shaped high-luminance area is estimated to be a puddle, etc.

[0066] In this case, for example, even if it is a puddle, if it has a shape similar to a fixed road marking, it may not be possible to reliably determine whether it is a road marking or a puddle. In such a case, for safety reasons, it is desirable to presume it to be a puddle. Also, as described above, in this embodiment, the estimation of a puddle is based on the detection of a high-luminance area. For example, the shadow of an object formed on the road surface has low luminance and does not meet the estimation conditions for a puddle, so it is excluded.

[0067] Various types of surrounding environment information recognized in this manner by the driving environment recognition section 21d are output to the driving control unit 22.

[0068] The surroundings monitoring unit 20 is a surrounding environment information acquisition device that recognizes the situation around the vehicle and acquires the information, and constitutes a part of the surroundings situation recognition device. This surroundings monitoring unit 20 is configured with a surrounding environment recognition sensor 20a, a surrounding environment recognition unit 20b, etc.

[0069] The surrounding environment recognition sensor 20a is a group of autonomous sensors as surrounding environment detection means, which includes sensing devices such as ultrasonic sensors, millimeter wave radar, LIDAR (Light Detection and Ranging), and cameras, and a combination of these.

[0070] Specifically, for example, a plurality of millimeter wave radars serving as the surrounding environment recognition sensor 20a are disposed at the four corners of the vehicle (for example, the left front side, the right front side, the left rear side, the right rear side, etc.). Of these, the left and right front side millimeter wave radars are provided, for example, at the left and right sides of the front bumper, and are used to monitor some areas around the vehicle that are difficult to recognize using images acquired by the two cameras 21a, 21b of the camera unit 21 (areas diagonally forward and to the left and right of the vehicle).

[0071] In addition, the left and right rear side millimeter wave radars are provided, for example, on the left and right sides of the rear bumper and are used to monitor some areas around the vehicle (areas from the sides to the rear of the vehicle) that cannot be monitored by the left and right front side millimeter wave radars.

[0072] The surrounding environment recognition unit 20b acquires surrounding environment information, which is information about moving objects (for example, a vehicle traveling alongside, a following vehicle, an oncoming vehicle, etc.) around the host vehicle, based on an output signal from the surrounding environment recognition sensor 20a.

[0073] The periphery monitoring unit 20 and the camera unit 21 constitute a surrounding environment information acquisition device and a surrounding situation recognition device in the driving control device 1 of this embodiment. Here, the driving environment recognition section 21d of the camera unit 21 and the surrounding environment recognition section 20b of the periphery monitoring unit 20 are connected to the input side of the driving control unit 22 through the in-vehicle communication line 10. In addition, the driving control unit 22 and the map locator calculation section 12 are connected to each other so as to be able to communicate bidirectionally through the in-vehicle communication line 10. And, to the input side of the driving control unit 22, a mode changeover switch 33, a steering wheel touch sensor 34, a steering torque sensor 35, a brake sensor 36, an accelerator sensor 37, and the like are connected as a plurality of various switches or a plurality of sensor groups for detecting vehicle internal environment information.

[0074] The mode changeover switch 33 refers to a group of switches that the driver switches on and off to select various driving modes and multiple control functions related to driving assistance control. By operating the mode changeover switch 33, the driver can selectively switch on and off various driving modes, such as a manual driving mode, a first driving assistance mode, a second driving assistance mode, and an evacuation mode.

[0075] Here, the manual driving mode is a driving mode that requires the driver to maintain steering, for example, a driving mode in which the vehicle is driven according to the driver's driving operations (steering operation, accelerator operation, braking operation, etc.).

[0076] The first driving assistance mode is a driving mode that requires the driver to maintain steering, and is a semi-automatic driving mode that assists the driver's operation in accordance with the conditions of the vehicle's surrounding environment, etc., recognized by various sensors, while reflecting the driver's driving operation.

[0077] That is, the first driving assistance mode is a semi-automatic driving mode in which, for example, the engine control unit 23, the power steering control unit 24, the brake control unit 25, etc. are controlled to perform a combination of various controls, such as preceding vehicle following control, lane keeping driving assistance control, lane departure prevention control, lane change control, etc., to drive the vehicle along a set target driving route and to appropriately control driving in accordance with the driver's intentions.

[0078] The second driving assistance mode is an automatic driving mode in which the vehicle is automatically driven along a target driving route by combining various driving controls, such as lane keeping driving assistance control, through control by the engine control unit 23, power steering control unit 24, brake control unit 25, etc., without requiring the driver to maintain steering, operate the accelerator, or operate the brakes, etc.

[0079] The evacuation mode is an emergency driving mode for automatically and safely stopping the vehicle when, for example, while driving in the first or second driving assistance mode, the vehicle becomes unable to continue driving and driving operations cannot be handed over to the driver (i.e., when it is not possible to transition to the manual driving mode or the first driving assistance mode).

[0080] Furthermore, the mode change switch 33 also includes an operating member that allows the driver to selectively switch on and off the driving control that the driver desires from among various driving controls (e.g., lane keeping driving assist control, etc.) that can be executed by the driving control device 1 of this embodiment.

[0081] The steering wheel touch sensor 34 is a sensor for detecting a state in which the driver is gripping a steering wheel (not shown; hereinafter simply referred to as steering wheel) in a steering device, that is, a state in which the driver is holding the steering wheel. The steering wheel touch sensor 34 is provided at a predetermined position on the steering wheel of the vehicle. The steering wheel touch sensor 34 outputs an ON signal when the driver is gripping a predetermined portion of the steering wheel (when the driver is in a holding steering state).

[0082] The steering torque sensor 35 is a sensor that detects steering torque as an amount of driving operation by a driver, and is provided on a steering shaft (not shown) in a steering device of the vehicle.

[0083] The steering wheel touch sensor 34 and the steering torque sensor 35 are sensors for recognizing a state in which the driver of the vehicle maintains the steering wheel, and function as a steering state recognition unit. The output signals of both of these sensors (34, 35) are output to the cruise control unit 22.

[0084] The brake sensor 36 is a sensor that detects the amount of depression of the brake pedal as an amount of driving operation by the driver.

[0085] The accelerator sensor 37 is a sensor that detects the amount of depression of the accelerator pedal as an amount of driving operation by the driver.

[0086] On the other hand, an alarm device 38 equipped with a monitor panel, a speaker, etc. is connected to the output side of the driving control unit 22. The alarm device 38 is a device that notifies the driver of an alarm (for example, a visual alarm display on a display device such as a monitor panel, an auditory alarm display by a sound device such as a speaker, a horn, etc.) according to the surrounding environment recognized based on the surrounding environment information acquired by the driving environment recognition unit 22 through the driving environment recognition unit 21d, the surrounding environment recognition unit 20b, etc.

[0087] In addition, the notification device 38 displays various types of indications to the driver as necessary, such as indications suggesting the operation the driver should perform (specifically, indications such as "Please depress the brake pedal," "Please release the accelerator," "Please make corrections to the steering wheel," etc.), which the driver can perceive audibly or visually.

[0088] The driving control unit 22 is a component unit that performs overall driving control of the vehicle. For example, the driving control unit 22 makes the vehicle travel along a target driving route set based on various information (surrounding environment information, etc.) acquired by the driving environment recognition unit 21d, the surrounding environment recognition unit 20b, etc., and contributes to driving control when executing lane keeping driving support control that safely continues driving of the vehicle while maintaining the driving lane.

[0089] In this case, when the driving control unit 22 in the driving control device 1 of this embodiment recognizes, for example, obstacles including puddles on the road surface in the driving lane during execution of lane keeping driving assistance control, it functions as a driving control unit that avoids these obstacles or resets a new target driving route taking into account puddles.

[0090] For this purpose, the driving control unit 22 includes a steering assistance control unit 22a, a target driving path setting unit 22b, a wheel passing position estimating unit 22c, and the like.

[0091] The steering assist control unit 22a performs control to assist driving control involving steering operations among the various controls that can be executed by the driving control device 1 of this embodiment, such as steering operations to stably drive the vehicle within the driving lane, and assisting steering operations performed by the driver when avoiding collisions or contact with dangers, etc. that the vehicle may encounter while driving or obstacles, etc. on the driving path.

[0092] For example, the steering assist control unit 22a performs steering assist control as needed during execution of lane keeping driving assist control for driving the vehicle along a set target driving route. In addition, when the vehicle recognizes an obstacle, such as a puddle, on the road surface ahead while driving under lane keeping driving assist control, the steering assist control unit 22a performs steering assist control as needed to avoid the obstacle.

[0093] The target driving path setting unit 22b virtually sets target setting lines (see dotted lines indicated by symbols TL and TR in Figure 2) along the inner edges of the recognized left and right dividing lines on the left and right based on information regarding the left and right dividing lines (see symbols LL and LR in Figure 2) of the vehicle's driving lane (vehicle driving lane; see symbol 201 in Figure 2) obtained based on the surrounding environment information recognized by the driving environment recognition unit 21d of the camera unit 21, and sets the center position of these target setting lines TL and TR as the target driving path (see dotted line indicated by symbol TC in Figure 2) based on lane width data, etc.

[0094] Then, the target driving route setting unit 22b recognizes the area between the target setting lines TL and TR as the driving lane in which the host vehicle will travel. The target driving route TC drawn in the center position of the recognized driving lane is set within the host vehicle lane, and serves as a virtual driving line to be targeted when the host vehicle travels by executing lane keeping driving assist control.

[0095] The wheel passing position estimating unit 22c estimates a predicted line (predicted wheel passing path) connecting positions where the front, rear, left and right wheels of the host vehicle are predicted to pass when the vehicle is caused to travel along the target travel path TC set by the target travel path setting unit 22b. In this case, the wheel passing predicted position is estimated based on the set target travel path TC and various information related to the host vehicle (host vehicle information) such as vehicle width data or tread width data of the host vehicle.

[0096] The host vehicle information, such as vehicle width data and tread width data, is referenced from data stored in advance in a predetermined storage area in the cruise control device 1 (for example, an internal storage area (not shown) of the cruise control unit 22, etc.).

[0097] In addition, the driving control unit 22 performs various predetermined situation judgments, etc. based on output information from the driving environment recognition unit 21d of the camera unit 21 and the surrounding environment recognition unit 20b (i.e., the surrounding environment information acquisition device) of the surrounding monitoring unit 20, as well as various information obtained through the map locator calculation unit 12, and vehicle internal environment information obtained from the mode change switch 33 and various sensors (34, 35, 36, 37), etc., and performs driving control of the vehicle through the engine control unit 23, the power steering control unit 24, the brake control unit 25, etc. based on these judgment results.

[0098] When an automatic driving section where automatic driving control is permitted is set in the target driving route set by the map locator calculation unit 12, the driving control unit 22 sets a driving route for performing automatic driving control in the automatic driving section. In the automatic driving section, the driving control unit 22 also has a function of appropriately controlling the engine control unit 23, the power steering control unit 24, the brake control unit 25, etc. to automatically drive the host vehicle in the second driving assistance mode along the target driving route set from the host vehicle position estimated based on various information.

[0099] At that time, the driving control unit 22 makes the vehicle follow the preceding vehicle when the preceding vehicle is detected, and makes the vehicle travel at a set vehicle speed within the speed limit when the preceding vehicle is not detected, for example, by preceding vehicle following control, lane keeping driving support control, etc. based on the surrounding environment information recognized by the driving environment recognition unit 21d. In addition, the driving control unit 22 executes steering support control selected appropriately, such as lane keeping driving support control, lane departure suppression control, lane change control, etc., and further performs driving control such as driver abnormality response control in some cases.

[0100] As described above, the cruise control unit 22 is connected to each of the control units, such as the engine control unit 23, the power steering control unit 24, and the brake control unit 25, through the in-vehicle communication line 10. In this way, the cruise control unit 22 controls each of the control units (23, 24, 25), etc.

[0101] A throttle actuator 27 is connected to the output side of the engine control unit 23. This throttle actuator 27 opens and closes a throttle valve of an electronically controlled throttle provided in a throttle body of the engine, and generates a desired engine output by opening and closing the throttle valve in response to a drive signal from the engine control unit 23 to adjust the intake air flow rate.

[0102] An electric power steering motor 28 is connected to the output side of the power steering control unit 24. This electric power steering motor 28 applies steering torque to the steering mechanism by the rotational force of the electric motor. In driving modes other than the manual mode (first and second driving assistance modes, evacuation mode, etc.), various steering assistance controls that assist steering operation (i.e., steering) are executed by controlling the electric power steering motor 28 with a drive signal from the power steering control unit 24. In addition, a steering torque sensor 35 indicates a steering torque value by detecting a change in the drive amount of the electric power steering motor 28 or the drive amount of the steering mechanism, etc.

[0103] A brake actuator 29 is connected to the output side of the brake control unit 25. This brake actuator 29 adjusts the brake hydraulic pressure supplied to the brake wheel cylinders provided on each wheel, and when the brake actuator 29 is driven by a drive signal from the brake control unit 25, a braking force is generated on each wheel by the brake wheel cylinders, forcibly decelerating the vehicle.

[0104] The map locator calculation unit 12, the surrounding environment recognition unit 20b, the driving environment recognition unit 21d, the driving control unit 22, the engine control unit 23, the power steering control unit 24, the brake control unit 25, and the like are configured by well-known microcomputers and their peripheral devices, each including, for example, a CPU (Central Processing Unit), a RAM (Random Access Memory), a ROM (Read Only Memory), and a non-volatile storage unit. The ROM stores programs executed by the CPU and fixed data such as data tables in advance. The schematic configuration of the driving control device 1 of this embodiment has been described above.

[0105] When a vehicle equipped with the thus configured cruise control device 1 of one embodiment of the present invention is traveling on a road, the image displayed based on the image data acquired by the camera unit 21 will look like that shown in Figure 2.

[0106] In the following description of the present embodiment, a road system based on left-hand traffic, in which the vehicle is driven on the left side, is used as an example. Therefore, the configuration of the present invention can be easily applied to a road system based on right-hand traffic by simply switching the left and right.

[0107] FIG. 2 shows an example of a display of one frame of an image that is displayed based on image data acquired by the camera unit 21 while a vehicle equipped with the cruise control device of this embodiment is traveling on a road.

[0108] The display image of one frame of image data acquired by the camera unit 21 in the driving control device 1 of this embodiment is shown in a horizontally long rectangular image frame indicated by reference numeral 200 in FIG.

[0109] In the display image 200, the lane in which the vehicle (not shown) is traveling is shown as the vehicle's own lane 201. The vehicle's own lane 201 is an area between target setting lines TL and TR, which are set by a left-side marking line LL and a right-side marking line LR. A target travel route TC is set in the center of the vehicle's own lane 201.

[0110] Note that the target setting lines TL, TR and the target driving route TC are images of setting lines that are virtually set by this driving control device 1, and are not necessarily displayed on the display image that is displayed based on the image data acquired by the camera unit 21, and are shown in Figure 2 for the sake of convenience of explanation.

[0111] In the right area of ​​the own lane 201, an oncoming lane 204 exists along the own lane 201. That is, Fig. 2 illustrates an example of a road with one lane in each direction. In this case, the right-side dividing line LR of the own lane 201 is both a center line dividing the left and right lanes (201, 204) of the two-lane road, and is also a right-side dividing line for other vehicles traveling in the oncoming lane 204 (the oncoming vehicle indicated by symbol M2 in Fig. 3).

[0112] Further, a sidewalk 205 and a curb 202 that is a boundary between the sidewalk 205 and the roadway (the own vehicle lane 201) are provided on the left edge of the left dividing line LL of the own vehicle lane 201. In this case, reference numeral 203 in FIG. 2 indicates the left edge of the road.

[0113] FIG. 2 shows that there are planar obstacles on the road surface within the vehicle lane 201, such as a manhole cover 206, a road marking 207, and a puddle 208.

[0114] These planar obstacles such as manhole covers 206, road signs 207, puddles 208, etc. are recognized by the driving environment recognition unit 21d applying predetermined processing to the image data acquired by the camera unit 21 and the image-processed data by the IPU 21c.

[0115] Moreover, a road surface search area SA is set in a predetermined area of ​​the display image 200, and is shown as a rectangular frame area indicated by a dotted line in Fig. 2. The display frame of this road surface search area SA is also a virtual display, and is not necessarily displayed on the actual image, and is shown in Fig. 2 for convenience of explanation.

[0116] In this case, the driving environment recognition unit 21d in the driving control device 1 of this embodiment detects an estimated normal road surface luminance value of the road surface and a change in road surface luminance (luminance difference) that changes with driving, based on image data acquired by the camera unit 21 and subjected to a predetermined image processing by the IPU 21c. Then, when a high luminance area having a predetermined luminance value or more higher than the estimated normal road surface luminance value is detected, a shape estimation process is performed to estimate the presence of a puddle or the like 208 on the road surface from the area distribution of the high luminance area, and estimate the shape, area, position, etc. of the puddle or the like 208. Note that information related to the puddle or the like 208 is referred to as puddle information.

[0117] In this way, when the driving control device 1 recognizes a puddle or the like 208 in the driving lane ahead, the driving control device 1 performs a process of resetting the target driving route taking into account the recognized puddle or the like 208, and performs driving control along the newly set target driving route.

[0118] Fig. 3 is a conceptual diagram showing an overview of a situation similar to that shown in Fig. 2. In Fig. 3, the manhole cover 206 and the road marking 207 shown in Fig. 2 are omitted in order to avoid complicating the drawing.

[0119] In Fig. 3, it is assumed that the vehicle M equipped with the cruise control device 1 (not shown in Fig. 3) of this embodiment is traveling along the target travel route TC (two-dot chain line arrow) in the vehicle's own lane 201. In this case, a puddle or the like 208 is formed ahead in the vehicle's own lane 201. In the example shown in Fig. 3, the puddle or the like 208 is formed in a planar and irregular shape in an area from a part of the vehicle's own lane 201 across the left-side dividing line LL to the left edge 203 of the road. In other words, Fig. 3 shows an example in which the puddle or the like 208 is at least partially within the vehicle's own lane 201 and is formed in an area to the left of the target travel route TC set in the center position of the vehicle's own lane 201.

[0120] 3 shows that a pedestrian or the like H is present on the sidewalk 205 at a lateral position of the area where the puddle or the like 208 is formed. In this case, the pedestrian or the like H is walking in a direction that is approximately parallel to the traveling direction of the host vehicle M. Furthermore, it shows that an oncoming vehicle M2 is traveling in the oncoming lane 204. Note that here, the lateral position refers to the left-right direction (width direction of the host vehicle M) that is the extension direction of the road and perpendicular to the traveling direction of the host vehicle M (direction along the target driving route TC).

[0121] Under such circumstances, the driving control device 1 of the vehicle M acquires information on the surrounding environment of the vehicle M while it is traveling, and based on the acquired information on the surrounding environment, recognizes puddles, etc. 208 ahead in the vehicle lane 201, pedestrians, etc. H on the sidewalk, other vehicles traveling nearby (oncoming vehicle M2 in Figure 3), etc.

[0122] Then, when a puddle or the like 208 is recognized ahead in the own lane 201, the cruise control device 1 first estimates a wheel passage predicted path TA (see the two-dot chain arrow in FIG. 3 ) which is a path through which the wheels (see the left wheel MT(L) in FIG. 3 ) of the own vehicle M are predicted to pass if the own vehicle M is caused to travel along the currently set target travel path TC. Then, it estimates whether or not the wheel passage predicted path TA passes over the puddle or the like 208 (the example in FIG. 3 shows an example in which it passes over). In other words, it estimates whether or not the wheel MT(L) of the own vehicle M will pass over the puddle or the like 208 after a predetermined time has elapsed if the own vehicle M continues traveling as is along the current target travel path TC.

[0123] Then, when it is estimated that the wheel passing predicted path TA passes over a puddle or the like 208, the driving control device 1 resets a new target driving path TC2 that can avoid the recognized puddle or the like 208 (see the two-dot chain line in FIG. 3). Then, driving control accompanied by steering control is performed to switch from the previously set target driving path TC to the newly set target driving path TC2 for smooth and safe driving. The example in FIG. 3 shows a path from the original target driving path TC to the new target driving path TC2 via a changed path indicated by the symbol TC1.

[0124] In this way, the host vehicle M transitions from a state in which it was traveling along the initially set target travel route TC to a state in which it is traveling along a new target travel route TC2, and eventually passes through the lateral position of the puddle, etc. 208. In Fig. 3, the position of the host vehicle when it reaches the lateral position of the puddle, etc. 208 is indicated by the symbol M1.

[0125] Then, when it is confirmed that the vehicle has passed through the lateral position of the recognized puddle or the like 208 and avoided it, the driving control device 1 returns the setting to the initially set target driving route TC, and driving control is performed to continue driving along the target driving route TC. Fig. 3 shows an example in which the vehicle returns from the target driving route TC2 to the initial target driving route TC via a changed route indicated by the symbol TC3.

[0126] In this case, the driving control device 1 also recognizes pedestrians H on the sidewalk 205 near the lateral position of the puddle 208, and an oncoming vehicle M2 on the oncoming lane 204. In this case, the driving control device 1 executes a predetermined deceleration control or the like at the same time, or before executing steering control for changing the target driving route.

[0127] In this way, the driving control device 1 of this embodiment considers the puddle 208 recognized ahead in the driving lane and also considers the surrounding environment such as pedestrians H and other vehicles (oncoming vehicles M2), and resets a new target driving route that can avoid the puddle 208 or, if the puddle cannot be avoided, suppresses the impact on the surroundings caused by splashing mud, dirty water, etc. from the puddle 208, and performs driving control along the new target driving route. Note that other situations different from the case described in FIG. 3, such as different situations when the host vehicle M avoids the puddle 208 ahead or when the host vehicle M cannot avoid the puddle 208 ahead, and the details of each corresponding action will be described later.

[0128] Next, the operation of the driving control device 1 of this embodiment when setting a target driving route taking into consideration puddles and the like will be described below with reference to Figs.

[0129] 3 to 5 are conceptual diagrams showing examples of cases where, when a vehicle equipped with the cruise control device of the present embodiment recognizes a puddle or the like that may impede travel ahead of the vehicle's lane while traveling on a road, the vehicle performs cruise control to avoid the puddle or the like, and reliably avoids the puddle or the like without passing over it. Among these, Figs. 3 and 4 show two examples of cases where the vehicle performs avoidance cruise control within the range of the vehicle's lane. Note that Fig. 3 is an example of a case where the vehicle changes the travel route to the right by steering within the vehicle's lane to avoid a puddle or the like (avoidance by steering within the vehicle's lane). Also, Fig. 4 is an example of a case where the vehicle changes the travel route to the left by steering within the vehicle's lane to avoid a puddle or the like by straddling the puddle or the like (avoidance by straddling within the vehicle's lane). Fig. 5 shows an example of a case where the vehicle performs avoidance cruise control by protruding from the vehicle's lane into the oncoming lane (avoidance by protruding from the oncoming lane).

[0130] 6 to 16 are flowcharts showing the operation of the cruise control device of this embodiment when performing cruise control by setting a target cruise route that takes into account puddles, etc. Among these, Fig. 6 is a flowchart that shows an outline of the processing flow when setting a target cruise route that takes into account puddles, etc. in the cruise control device of this embodiment.

[0131] Fig. 7 is a flowchart showing a subroutine of the process of step S12 (target driving route setting process) in Fig. 6. Fig. 8 is a flowchart showing a subroutine of the process of step S14 (puddle, etc. estimation process) in Fig. 6. Fig. 9 is a flowchart showing a subroutine of the process of step S18 (target driving route re-setting process) in Fig. 6.

[0132] Fig. 10 is a flowchart showing a subroutine of the process of step S58 in Fig. 9 (processing for setting an avoidance route within the range of the own lane). Fig. 11 is a flowchart showing a subroutine of the process of step S55 in Fig. 9 (processing for setting a route for avoiding deviation into an oncoming lane). Fig. 12 is a flowchart showing a subroutine of the process of step S59 in Fig. 9 (processing for setting a route passing through a puddle area within the range of the own lane).

[0133] Fig. 13 is a flowchart showing a subroutine of the processes (deceleration control process) of steps S93, S98, S99, 105, and 106 in Fig. 12 and step S141 in Fig. 15. Fig. 14 is a flowchart showing a subroutine of the processes (second and third shape pattern corresponding travel route setting process (left and right)) of steps S97 and S100 in Fig. 12. Fig. 15 is a flowchart showing a part of the flowchart in Fig. 12 (a process sequence after branching from the process of step S102 in Fig. 12). Fig. 16 is a flowchart showing a subroutine of the processes (second and third shape pattern corresponding travel route setting process (center)) of steps S104 and S107 in Fig. 12.

[0134] Fig. 17 is a conceptual diagram showing an example of a case where, when a vehicle equipped with the cruise control device of this embodiment recognizes a puddle or the like that may impede travel ahead in the vehicle's lane while traveling on a road, the vehicle passes over the area of ​​the puddle or the like without being able to avoid the puddle or the like. Fig. 17 shows an example of a case where the vehicle performs avoidance travel control within the range of the vehicle's lane. The basic surrounding conditions shown in Fig. 17 are based on Figs. 3 to 5.

[0135] 18 to 20 are conceptual diagrams showing situations when a vehicle equipped with the cruise control device of this embodiment drives while taking into consideration puddles on a road. Of these, FIG. 18 shows three situations in which the vehicle can reliably avoid a puddle without passing over it. FIGS. 19 and 20 show situations in which, when the vehicle passes a lateral position of a puddle, it is not possible to secure a sufficient avoidance area, and the vehicle cannot avoid the puddle and is forced to pass over the area of ​​the puddle. Of these, FIG. 19 shows one situation in which splashes from a puddle are splashed toward the outside of the vehicle. FIG. 20 shows one situation in which splashes from a puddle are splashed toward the inside of the vehicle.

[0136] 21 to 24 are conceptual diagrams showing examples of various aspects when classifying and recognizing a planar shape such as a puddle. Of these, FIG. 21 is a diagram showing one aspect of a first shape pattern of a planar shape such as a puddle (when a rectangular shape is classified as a feature point). FIG. 22 is a diagram showing another aspect of a first shape pattern of a planar shape such as a puddle (when an elliptical shape is classified as a feature point). FIG. 23 is a diagram showing one aspect of a second shape pattern of a planar shape such as a puddle (when a lateral protruding region is on the front side when classified as a feature point)). FIG. 24 is a diagram showing another aspect of a second shape pattern of a planar shape such as a puddle (when a lateral protruding region is on the back side when classified as a feature point).

[0137] After the host vehicle M equipped with the driving control device 1 of this embodiment is started and each component unit such as the camera unit 21, the surrounding monitoring unit 20, the driving control unit 22, etc. starts operating, the host vehicle M starts driving on the road in response to a specified operation by the driver.

[0138] At this time, first, in step S11 of FIG. 6, the driving control unit 22 starts a process of recognizing the environment ahead of and around the vehicle through the surrounding environment recognition unit 20b, the driving environment recognition unit 21d, and the like.

[0139] Here, the surrounding environment recognition unit 20b, the driving environment recognition unit 21d, etc. recognize the forward and surrounding environments including the left and right dividing lines of the vehicle's own lane and adjacent lanes. Here, the driving control unit 22 detects the state of the vehicle itself (for example, the vehicle speed, the type of driving control selected, etc.). The surrounding environment recognition process performed here is constantly performed while the driving control device 1 is running.

[0140] The functions relating to driving assistance such as lane keeping driving assist control can be selectively set on and off as desired by the driver by operating various operating members included in, for example, the mode change switch 33. However, in this embodiment, for the sake of simplicity, it is assumed that the instruction signal for executing the lane keeping driving assist control is already in the on state at the time of the processing of step S11.

[0141] Next, in step S12, the cruise control unit 22 sets a target cruise route TC (target setting lines TL, TR of the host lane, a lane center position, etc.) for performing lane keeping cruise assist control by the target cruise route setting unit 22b, etc., based on the left and right dividing line information of the host lane recognized in the processing of step S11, the position information of the host vehicle M, road map information, etc. Also, at this point in time, in addition to the shape information of the road on which the host vehicle M is traveling (for example, shape information of a two-lane road, two lanes on one side, or three-lane road, etc.), position information of the host lane on which the host vehicle M is traveling (for example, information on the center lane of a three-lane road on one side) and the like are also assumed to have been acquired.

[0142] Here, the details of the target driving route setting process in step S12 are shown in the processing sequence in FIG. 7. The target driving route setting process performed here is similar to the process performed by a conventional driving control device. Therefore, the processing sequence for setting the target driving route in this embodiment will only be briefly described below.

[0143] First, in step S31 of FIG. 7, the driving environment recognition unit 21d recognizes the left and right lane lines LL and LR.

[0144] Next, in step S32, the target driving path setting section 22b of the driving control unit 22 sets target setting lines TL, TR on the left and right along the inner edges of the recognized left and right dividing lines LL, LR, respectively.

[0145] Next, in step S33, the target driving route setting unit 22b of the driving control unit 22 sets the center position of the target setting lines TL and TR as the target driving route TC based on lane width data and the like acquired from map information and the like.

[0146] Furthermore, in step S34, the target driving route setting unit 22b of the driving control unit 22 recognizes the area between the target setting lines TL and TR as the driving lane (the own lane 201). After that, the process exits (returns) from this target driving route setting process sequence and proceeds to the process of step S13 in FIG.

[0147] Returning to Fig. 6, in step S13, the cruise control unit 22 starts lane keeping cruise assist control along the set target route TC. The basic processing sequence of this lane keeping cruise assist control is substantially the same as that performed in conventional cruise assist control. Therefore, a detailed description of the lane keeping cruise assist control will be omitted.

[0148] Next, in step S14, the cruise control unit 22 starts a process of estimating puddles, etc. Here, the details of the process of estimating puddles, etc. in step S14 are shown in the process sequence in FIG.

[0149] First, in step S41 of FIG. 8, the driving environment recognition unit 21d calculates, for each piece of image data acquired continuously, an average value of road surface luminance in a predetermined road surface search area SA (see FIG. 2) that is set in advance within an image frame for one frame, based on the image data acquired by the camera unit 21 and processed by the IPU 21c.

[0150] Next, in step S42, the driving environment recognition unit 21d estimates the normal road surface luminance value of the road on which the vehicle M is traveling every predetermined time (several seconds) based on the average value of multiple road surface luminance values ​​corresponding to each of multiple image data acquired in succession, and calculates an estimated normal road surface luminance value.

[0151] In step S43, the driving environment recognition unit 21d detects a change (brightness difference) in the road surface luminance that changes as the vehicle travels within the road surface search area.

[0152] Next, in step S44, the driving environment recognition unit 21d checks whether a high-luminance area having a luminance value equal to or greater than a predetermined value is detected with respect to the normal road surface luminance estimation value. If a high-luminance area is detected, the process proceeds to the next step S45. If a high-luminance area is not detected, the process returns to step S43.

[0153] In step S45, the driving environment recognition unit 21d performs a shape estimation process for each detected high-luminance area to estimate whether an object corresponding to the detected high-luminance area is a road marking, etc., or a puddle, etc. The shape estimation process performed here is, for example, a process of estimating the planar shape, etc. of the high-luminance area based on the area distribution, etc. of the high-luminance area.

[0154] Generally, road markings and the like include, for example, manhole covers 206 (see FIG. 2) and various road markings 207 (see FIG. 2). Since the shapes of these road markings and the like are standardized, their shape standard data and the like are stored in advance, and by referring to the shape standard data in the shape estimation process and comparing it with the detected high-luminance area, it is possible to easily determine whether the high-luminance area corresponds to an object installed on the road surface.

[0155] Furthermore, information (such as position and shape information) about the road markings, etc. (206, 207) may also be included in road map information, etc. Therefore, it is possible to determine whether an object is a road marking, etc. by referring to road map information, etc., in addition to the above-mentioned shape estimation process.

[0156] In this shape estimation process, when a detected high luminance area is estimated to be a puddle or the like, related information such as the position, shape, area (size) and the like within the own lane 201 is also acquired at the same time.

[0157] In this way, when the shape estimation process (processing of step S45) for the high-luminance area detected in the process of step S44 is completed, the process then exits (returns) from this puddle, etc. estimation process sequence and proceeds to the process of step S14 in FIG. 6.

[0158] Returning to Fig. 6, in step S15, the cruise control unit 22 checks whether or not a puddle or the like 208 has been recognized ahead in the own lane 201 in the process of step S14 described above. If a puddle or the like 208 has been recognized, the process proceeds to step S16. If a puddle or the like 208 has not been recognized, the process returns to step S13.

[0159] In step S16, the cruise control unit 22 estimates a predicted wheel passage path in the case where the vehicle continues traveling along the current target traveling path TC. In the example of FIG. 3, this predicted wheel passage path corresponds to a predicted wheel passage path TA along which the left front wheel MT(L) of the host vehicle M will pass.

[0160] In step S17, the driving control unit 22 checks whether the predicted wheel passage path TA estimated in the processing of the above-mentioned step S16, i.e., the path of either the left or right wheel of the vehicle M, is likely to pass over the currently recognized puddle, etc. 208.

[0161] The confirmation process performed here is, for example, as follows (see FIG. 3): That is, the puddle estimation process clarifies the position, shape, and size (area) of the puddle 208 recognized in the above-mentioned puddle estimation process (step S14 in FIG. 6) in the driving lane (host lane 201).

[0162] Therefore, first, information about the recognized puddles, etc. 208 is superimposed on information about the driving lane (own lane 201). This makes it clear where and in what form the puddles, etc. 208 are distributed within the range of the own lane 201. Then, based on the target driving path TC set within the own lane 201, the lane width data of the own lane 201, and the vehicle width data, tread width data, etc. of the own vehicle M, a predicted wheel passage path TA of the own vehicle M is obtained, and the information about the predicted wheel passage path TA is superimposed on the related information of the own lane 201 including information about the puddles, etc. 208. This makes it possible to confirm whether the predicted wheel passage path TA overlaps with the puddles, etc. 208.

[0163] Here, the predicted wheel passage path TA can be obtained as follows. That is, as shown in Fig. 3, the target driving path TC is set to be the center position of the target setting lines TL and TR, and approximately the center position of the own vehicle lane 201. Then, when the own vehicle M drives along the target driving path TC, the center position in the width direction of the own vehicle M is made to coincide with the target driving path TC. Therefore, the predicted wheel passage path TA is set to each position that is separated from the target driving path TC by half the tread width W2 (W2 / 2) on both the left and right in the lateral direction.

[0164] The examples shown in Figures 3 and 4 show a situation in which, if the host vehicle M continues to travel along the initially set target driving route TC, after a predetermined time has elapsed, the predicted wheel passage route TA of the host vehicle M passes over a puddle, etc. 208 (i.e., a situation in which the predicted wheel passage route TA overlaps with the puddle, etc. 208).

[0165] In addition, when a puddle or the like 208 is recognized ahead within the lane 201 of the vehicle M, an example of a case in which the predicted wheel passage path TA of the vehicle M does not overlap with the puddle or the like 208 (i.e., there is no possibility that the wheels will pass over the puddle or the like) is, for example, as follows.

[0166] That is, this is the case where the puddle, etc. 208 is located within the range of the own lane 201, near the approximate center region of the own lane 201, the lateral length (width dimension) of the puddle, etc. 208 itself is smaller than the tread width W2 of the own vehicle M, and further, a predetermined lateral distance exists between the outer edges (left and right end positions) of the puddle, etc. 208 and the target setting lines TL, TR at positions opposite to each of the outer edges. In this case, the own vehicle M can avoid the puddle, etc. 208 by straddling it without the wheels passing over it, by performing a predetermined avoidance travel control as necessary.

[0167] Although details will be described later, the vehicle indicated by the symbol M1 in Figure 4 indicates the host vehicle M traveling along the initially set target driving route TC, which is performing avoidance driving control to avoid a puddle or the like 208 recognized ahead within the host vehicle lane 201, and is now traveling along a newly set target driving route TC2.

[0168] Figure 4 shows an example of a case in which the changed predicted wheel passage path TA1 does not overlap with a puddle, etc. when the host vehicle M1 travels along the changed target driving path TC2 (there is no possibility of the wheels passing over a puddle, etc.).

[0169] That is, if it is confirmed in the process of step S17 in FIG. 6 that the predicted wheel passage path TA overlaps with a puddle or the like 208 (if there is a possibility that the wheels will pass over a puddle or the like), the process proceeds to step S18.

[0170] Furthermore, if it is confirmed that the predicted wheel passage path TA does not overlap with the puddle or the like 208 (if there is no possibility that the wheels will pass over the puddle or the like), it is considered that the wheels of the vehicle M will continue traveling without passing over the puddle or the like 208, and therefore will not cause adverse effects on the surroundings due to splashing of mud, dirty water, etc. Therefore, in this case, the process returns to step S13, and the same process is repeated while continuing the current driving control.

[0171] As described above, the predicted wheel passage path TA is set as a predicted line connecting positions where the front, rear, left and right wheels of the vehicle are predicted to pass. However, the wheels used in an actual vehicle have a certain width dimension in the lateral direction. Therefore, the predicted wheel passage path TA as a predicted line along which the vehicle will pass actually has a width dimension in the lateral direction that is approximately equal to the wheel width.

[0172] In the above description, the predicted wheel passage path TA is calculated using tread width data of the vehicle M. In general, the tread width refers to the distance (lateral distance) between the centers of the ground contact surfaces of the left and right wheels of the vehicle (see symbol W2 in FIG. 3). Therefore, the above description does not take the wheel width into consideration.

[0173] For this reason, for example, when it is estimated that the wheel passage predicted path TA will pass through a position close to the outer edge of the puddle or the like 208, since the wheel width is not taken into consideration, the wheels of the host vehicle M may overlap part of the outer edge of the puddle or the like 208. Therefore, in order to obtain greater accuracy when calculating the wheel passage predicted path TA, it is necessary to consider the width dimension of one wheel (half the wheel width on each of the left and right sides) relative to the tread width. In other words, when calculating the wheel passage predicted path TA, it is ideal to use "tread width W2 + width data of one wheel."

[0174] However, in this specification, in order to avoid complicating the description, it is simply referred to as “tread width data.” This also applies to the case where the tread width data is used in the following description.

[0175] 6, if it is estimated that the predicted wheel passage path TA overlaps with the puddle or the like 208 (there is a possibility that the wheels will pass over the puddle or the like) and the process proceeds to step S18, the cruise control unit 22 executes a target travel path resetting process in step S18 to change the currently set target travel path TC to a new target travel path to avoid the puddle or the like 208. The target travel path resetting process in step S18 is detailed in the processing sequence shown in FIG.

[0176] First, in the target driving route resetting process of FIG. 9, the driving control unit 22 checks whether or not there is an avoidance area to the side of the currently recognized puddle, etc. 208 based on various information (hereinafter collectively referred to as surrounding environment information, etc.) such as the set target driving route TC, the lane width data W of the driving lane (host lane 201), the vehicle width data W1 and tread width data W2 of the host vehicle M, and data on the currently recognized puddle, etc. 208 (position, shape, area (size), etc.).

[0177] Here, the avoidance area lateral to the puddle, etc. 208 refers to a lateral spatial area that is large enough for the host vehicle M to continue traveling safely even if the host vehicle M takes a driving route that deviates from the currently set target driving route TC in order to avoid the puddle, etc. 208.

[0178] For example, as shown in Fig. 3, it is assumed that the lane width W of the lane (host lane 201) in which the host vehicle M is traveling is set to be sufficiently wider than the vehicle width W1 of the host vehicle M. Here, the lane width W of a road is set to about 3 m for a general road. Also, the vehicle width of a normal passenger car or the like is set to about 1.7 m.

[0179] When a normal-sized passenger vehicle (own vehicle M) is traveling on such a road, depending on the position, shape, and area (size) of a puddle or the like 208 on the traveling lane, the own vehicle M may be able to avoid the puddle or the like 208 by simply shifting its traveling route laterally within the own lane 201 without going out (deviantly) from the own lane 201.

[0180] For example, the example shown in FIG. 3 shows a specific example in which the host vehicle M can avoid a puddle or the like without going out of the range of the host vehicle lane 201.

[0181] In FIG. 3, the lane width of the host vehicle lane 201 is indicated by the symbol W, the vehicle width of the host vehicle M is indicated by the symbol W1, and the tread width of the host vehicle M is indicated by the symbol W2.

[0182] 3, the puddle, etc. 208 is formed within the range of the own vehicle lane 201 at a position forward and to the left as viewed from the own vehicle M. In this case, the left end position in the lateral direction of the puddle, etc. 208 (see reference character B in FIG. 3) is at least in contact with the left-side dividing line LL or extends to an area to the left of the left-side dividing line LL (in the example shown in FIG. 3, the left end position B of the puddle, etc. 208 is located near the left edge 203 of the road). The right end position in the lateral direction of the puddle, etc. 208 (see reference character A in FIG. 3) is the rightmost position of the puddle, etc. 208 that is formed by expanding a predetermined length from the left-side dividing line LL toward the center area of ​​the own vehicle lane 201.

[0183] Here, (when checking for the presence or absence of an avoidance area), no particular consideration is given to the length in the vertical direction (vehicle travel direction) and the overall shape of the puddle, etc. 208. These pieces of information (shape, etc.) are used in a predetermined process described later.

[0184] In the puddle or the like 208 of this type, the overall lateral distance (width dimension) can be indicated as the distance between the left end position B and the right end position A. Also, when attention is focused on the area in which the puddle or the like 208 exists within the range of the own lane 201, this corresponds to the area indicated by the lateral distance (width dimension; symbol W3 in FIG. 3) from the left lane marking LL to the right end position A.

[0185] 3, the lateral distance (width) from the right edge position A of the puddle, etc. 208 to the right-side lane line LR is indicated as W4. This lateral distance indicated by the symbol W4 indicates the lateral distance (width) of an area within the own lane 201 where the puddle, etc. 208 does not exist. Therefore, the area indicated by the symbol W4 in FIG. 3 can be considered as an avoidance area within the own lane 201 when the own vehicle M avoids the puddle, etc. 208. That is, as shown in FIG. 3, the lane width W is Lane width W ≒ Width of area in lane 208 such as puddles W3 + Width of avoidance area W4 In this case, Width of avoidance area W4> vehicle width W1 (or tread width W2) When the above relationship is established, the left front wheel MT(L) of the vehicle M does not pass over the puddle 208, and the vehicle M can reliably avoid the puddle 208. Therefore, in this case, it can be estimated that an avoidance area exists to the side of the puddle 208.

[0186] 3 shows an example in which the puddle 208 is located on the front left side within the range of the own lane 201, but if the puddle is located on the front right side within the range of the own lane, it can be considered in the same way by switching the left and right sides. Therefore, the explanation of the case in which the puddle is located on the right side within the range of the own lane will be omitted.

[0187] Furthermore, apart from these, as an example of a case in which the host vehicle M can avoid the puddle or the like 208 without going out of the range of the host vehicle lane 201, for example, a case as shown in FIG. 4 is conceivable.

[0188] 4, the lane width of the host vehicle lane 201 is indicated by the symbol W, the vehicle width of the host vehicle M is indicated by the symbol W1, and the tread width of the host vehicle M is indicated by the symbol W2, as in the case of FIG.

[0189] In addition, in the example shown in Figure 4, the puddle etc. 208 is assumed to have been formed within the range of the vehicle's lane 201, at a position approximately in the center area ahead of the vehicle M as viewed from the vehicle M (the example in Figure 3 is at a position slightly to the left of the center).

[0190] In this case, the rightmost position A and the leftmost position B of the puddle etc. 208 in the lateral direction are not in contact with either of the left and right dividing lines LL, LR, and the puddle etc. 208 as a whole is considered to be formed within the range of the own lane 201. Note that here (when checking for the presence or absence of an avoidance area), no particular consideration is given to the length of the puddle etc. 208 in the vertical direction (the direction of travel of the vehicle) and its overall shape, as in the case of FIG. 3.

[0191] When the vehicle M recognizes a puddle or the like 208 of this type ahead, if the predicted wheel passage path TA if the vehicle M continues to travel along the current target driving path TC is predicted to pass over the area of ​​the puddle or the like 208 (Figure 4 shows the case where the wheel passes over the area), a new target driving path TC2 will be set.

[0192] Here, the lateral distance between the rightmost position A and the leftmost position B of the puddle, etc. 208 in the lateral direction is indicated as W3, and the lateral distance indicated by the symbol W3 indicates the lateral length (width dimension) of the puddle, etc. 208 itself existing in the own lane 201. In this case, Tread width W2>Width W3 of puddle area 208 If the above holds true, then it is considered that the vehicle M can straddle the puddle, etc. 208 with both the left and right wheels MT (L, R) without passing over it, and therefore the vehicle M can avoid the puddle, etc. 208 by straddling it. Therefore, if a new target driving route is set at this time so as to follow the center position C of the lateral distance (width) W3 of the puddle, etc. 208, the vehicle M can straddle the puddle, etc. 208.

[0193] Therefore, the horizontal distance (width) from the center position C of the width W3 of the puddle, etc. 208 to the left-side demarcation line LL is W5, and the horizontal distance (width) from the center position C of the horizontal distance (width) W3 of the puddle, etc. 208 to the right-side demarcation line LR is W6. Then, Tread width W2>Width W3 of puddle area 208 W5>Vehicle width W1 / 2 (or tread width W2 / 2) W6>Vehicle width W1 / 2 (or tread width W2 / 2) If any of the above relationships is satisfied, then when the vehicle M straddles the puddle, etc. 208 to avoid it, it is considered that the left and right wheels MT (L, R) can safely pass through on both the left and right sides in the lateral direction of the vehicle M. Therefore, in this case as well, it can be estimated that an avoidance area exists to the side of the puddle, etc. 208.

[0194] Incidentally, as shown in Figures 3 to 5, when the host vehicle M is traveling on a one-lane road, there is an area of ​​an oncoming lane 204. In this case, the host vehicle M may be able to avoid a puddle or the like 208 in the traveling lane (host vehicle lane 201) by protruding (deveating) into the oncoming lane 204. In this case, however, it is necessary to take into consideration the presence of an oncoming vehicle M2 (see Figure 3) traveling on the oncoming lane 204 and the presence of traffic regulations (such as a prohibition on protruding from a lane).

[0195] Furthermore, when the vehicle M is traveling on a road with two or more lanes in each direction (not shown), it may be possible to avoid the puddle 208 in the traveling lane by changing lanes to an adjacent lane. When avoiding the puddle 208 by changing lanes in this way, it is necessary to take into consideration vehicles traveling alongside and following in the adjacent lanes.

[0196] Therefore, in the target driving route resetting process in Fig. 9 (the process of step S18 in Fig. 6), first, in step S51, the driving control unit 22 checks whether or not an avoidance area exists beside the puddle or the like 208 within the driving lane (host lane 201) in which the host vehicle M is traveling. If the existence of an avoidance area is confirmed here, the process proceeds to step S58. On the other hand, if the existence of an avoidance area is not confirmed, the process proceeds to step S52.

[0197] Here, the confirmation of the presence or absence of an avoidance area performed in the processing of step S51 described above is performed as follows: First, the cruise control unit 22 confirms the position of the puddle or the like 208 within the range of the own lane 201.

[0198] The locations of puddles, etc. 208 within the vehicle's lane 201 may be, for example, as shown in Figure 3, where they are formed in the left-hand region within the vehicle's lane 201, with their left end touching the left-hand dividing line LL or extending to the left of the left-hand dividing line LL; or where they are formed in the right-hand region (not shown in the figure) (when the left and right sides of Figure 3 are swapped); or where they are formed approximately near the center of the vehicle's lane 201, as shown in Figure 4.

[0199] First, when the puddle or the like 208 is in the left or right area within the own lane 201 (see FIG. 3), the cruise control unit 22 calculates the width W4 of the avoidance area from the lane width W of the own lane 201 in which the own vehicle is traveling and the lateral distance (width) W3 of the puddle or the like 208. Then, based on the calculated width W4 of the avoidance area and each data of the vehicle width W1 or tread width W2 of the own vehicle M, it is confirmed whether or not there is an avoidance area lateral to the puddle or the like 208 within the own lane 201. Here, Width of avoidance area W4>Vehicle width W1 or tread width W2 If the above is true, it is estimated that there is an avoidance area within the lane 201, and the process proceeds to step S58 in FIG. Width of avoidance area W4 ≦ Vehicle width W1 or tread width W2 If so, it is estimated that there is no avoidance area within the range of the own lane 201, and the process proceeds to step S52 in Fig. 9. Note that the determination of the absence of an avoidance area includes the case where the width W4 of the avoidance area is equal to the vehicle width W1 (or the tread width W2). This is because, for example, when the width W4 of the avoidance area is equal to the vehicle width W1 (or the tread width W2), if the vehicle travels through an avoidance area with little lateral space (on the W4 side), there is a possibility that the vehicle will travel over an area such as a puddle 208.

[0200] On the other hand, when the puddle or the like 208 is located in the vicinity of the approximate center region within the range of the own vehicle lane 201 (see FIG. 4), the cruise control unit 22 calculates the following with respect to the tread width W2 of the own vehicle M and the lateral distance (width) W3 of the puddle or the like 208: Tread width W2>Width of puddles, etc. W3 If this condition is met, the lateral distance (width) W5 from the center position C of the lateral distance (width) W3 of the puddle, etc. 208 itself to the left-side lane line LL, the lateral distance (width) W6 from the center position C of the lateral distance (width) W3 of the puddle, etc. 208 to the right-side lane line LR, and the vehicle width W1 or tread width W2 of the vehicle M are as follows: W5>Vehicle width W1 / 2 or tread width W2 / 2 W6>Vehicle width W1 / 2 or tread width W2 / 2 If both of the above are true, it is estimated that there is an avoidance area within the own lane 201, and the process proceeds to step S58 in FIG.

[0201] In addition, Width of puddle, etc. W3 ≧ Tread width W2 If so, it is estimated that there is no avoidance area within the range of the own lane 201, and the process proceeds to step S52 in FIG.

[0202] In this way, in step S51 in Fig. 9 described above, if it is estimated that there is an avoidance area within the range of the own lane 201, the process proceeds to step S58 in Fig. 9. Also, if it is estimated that there is no avoidance area within the range of the own lane 201, the process proceeds to step S52 in Fig. 9.

[0203] Here, if it is estimated that there is an avoidance area and the process proceeds to step S58 in Fig. 9, the cruise control unit 22 executes a process in step S58 to set a new travel route that can reliably avoid the puddles, etc. 208 within the range of the own lane 201. The details of this process are shown in the processing sequence in Fig. 10.

[0204] First, before describing the processing sequence of FIG. 10, a situation in which the host vehicle M can reliably avoid the puddle or the like 208 will be described with reference to FIG.

[0205] Figure 18 shows the lateral position relationship between a vehicle and a puddle, etc., when a vehicle passes through the lateral position of a puddle, etc., and can reliably avoid the puddle, etc., without passing over the area of ​​the puddle, etc. (i.e., when the vehicle's wheels can continue traveling without passing over the area of ​​the puddle, etc.).

[0206] For example, the puddle 208A shown in Fig. 18 is within the range of the host lane 201 (not shown in Fig. 18; see Fig. 3) and is in an area to the left of the host vehicle M. In this case, in order for the host vehicle M to avoid the puddle 208A, for example, the host vehicle M changes its travel route to the right of the currently set target travel route TC (not shown in Fig. 18; see Fig. 3) to set a target travel route in which the left wheel MT(L) of the host vehicle M (the predicted wheel passing route TA; not shown in Fig. 18) does not pass over the area of ​​the puddle 208A.

[0207] To achieve this, for example, a travel route is set such that the left wheel MT(L) passes through a position laterally to the right of the right end position A of the puddle, etc. 208A. When such a travel route is set, the host vehicle M passes through a lateral position area (avoidance area) on the right side of the puddle, etc. 208A at a sufficient distance. In other words, a travel route is set such that the puddle, etc. 208A is located laterally on the left side of the body of the host vehicle M. This allows the host vehicle M to reliably avoid the puddle, etc. 208A.

[0208] In this case, an avoidance area having a dimension equal to or larger than the vehicle width of the vehicle M is required in the lateral position area on the right side of the puddle, etc. 208A. Here, the avoidance area is not limited to the area within the vehicle lane 201, and for example, if the vehicle M is traveling on a one-lane road (see FIG. 3), a sufficient avoidance area can be secured if the vehicle M can protrude (deviate) into the oncoming lane 204 (see FIG. 5).

[0209] Here, when an oncoming lane area exists on the road on which the vehicle M is traveling, the vehicle M can use the oncoming lane area as an avoidance area by traveling on the oncoming lane 204. In this case, it is necessary to consider traffic regulations such as whether or not it is prohibited to run out of (devote) a lane, and whether or not the presence of an oncoming vehicle traveling on the oncoming lane 204 is confirmed.

[0210] Therefore, when the road on which the vehicle M is traveling is a one-way lane road, and the vehicle M recognizes the presence of an oncoming vehicle or receives traffic regulation information such as a prohibition on crossing the lane, the vehicle M cannot cross the lane into the oncoming vehicle's lane. In such a case, the vehicle M can only travel while reliably avoiding the puddle, etc. 208, etc., if an avoidance area exists within the vehicle lane 201.

[0211] In addition, puddles, etc. 208A can be reliably avoided within the vehicle's lane only when a sufficient avoidance area is secured, and whether or not a sufficient avoidance area can be secured depends on the position, shape, area (size), etc. of the puddles, etc. 208A.

[0212] In addition, when the vehicle M is traveling on a road with two or more lanes in each direction, if it is possible to change lanes to the adjacent lane, a sufficient avoidance area can be secured. In this case, it is necessary to check for the presence of a vehicle traveling alongside or following in the adjacent lane.

[0213] In addition, FIG. 18 illustrates an example in which a puddle or the like 208A is located in the left-hand region within the vehicle's lane 201. However, even if the puddle or the like is located in the right-hand region, the same approach can be taken by simply switching the left and right sides.

[0214] However, if there is a puddle or the like in the right-hand area, the vehicle cannot run off onto the sidewalk on the left side. Therefore, in the case of a one-lane road, if there is a puddle or the like in the right-hand area of ​​the driving lane, in order to reliably avoid this puddle, it is necessary that there is a sufficient avoidance area on the lateral position to the left of the puddle or the like. Therefore, on a one-lane road, whether a puddle or the like in the right-hand area can be avoided reliably by changing the driving route to the left depends on the position, shape, area (size), etc. of the puddle or the like 208A.

[0215] 18 shows a case where the puddle 208B is within the range of the host vehicle lane 201 and is in an area to the right of the host vehicle M. In this case, in order for the host vehicle M to avoid the puddle 208B, for example, the host vehicle M may change its travel route to the left of the current travel route and set a travel route in which the right wheel MT(R) of the host vehicle M (the predicted wheel passage route TA; not shown in FIG. 18) does not pass over the area of ​​the puddle 208B.

[0216] To achieve this, for example, a travel route is set such that the right wheel MT(R) passes through a position laterally to the left of the left end position B of the puddle, etc. 208B. When such a travel route is set, the host vehicle M passes through a lateral position area (avoidance area) on the left side of the puddle, etc. 208B. In other words, a travel route is set such that the puddle, etc. 208B is located laterally on the right side surface of the body of the host vehicle M. This allows the host vehicle M to reliably avoid the puddle, etc. 208A.

[0217] 18, since it is only necessary that the right wheel MT(R) does not pass over the left end position B of the puddle, etc. 208B, for example, in a configuration in which there is an inner area of ​​the right side of the body of the host vehicle M (see the overhanging portion CL of the side of the vehicle; the part of the vehicle inside the vehicle width W1), the travel route may be set so that the left end position B of the puddle, etc. 208B is located in the inner area. By setting in this way, the host vehicle M can reliably avoid the puddle, etc. 208B.

[0218] In addition, in FIG. 18, a case where the puddle etc. 208B is in the right-hand region within the vehicle lane 201 is illustrated as an example, but even if it is in the left-hand region, the same response can be made by switching the left and right.

[0219] On the other hand, a puddle or the like 208C shown in FIG. 18 is an example of a case where the puddle or the like 208C exists in the approximately center area ahead of the own vehicle lane 201, and the width of the puddle or the like 208C is within the tread width W2 of the own vehicle M.

[0220] In order to avoid such puddles, etc. 208C, for example, a driving route is set so that the puddle, etc. 208C is located between the predicted wheel passage paths TA (see FIG. 4, etc.) of the left and right wheels MT (L, R) of the vehicle M (i.e., so as to straddle the puddle, etc. 208). In other words, a driving route is set so that the puddle, etc. 208C is located within the tread width W2 of the vehicle M. This makes it possible to reliably avoid the puddle, etc. 208C. Details of the means for setting a new driving route to avoid the puddle, etc. will be described later.

[0221] Returning to FIG. 9, the processing sequence of step S58 in FIG. 9, i.e., the processing for setting a new driving route that can reliably avoid puddles, etc. 208 within the range of the own lane 201 (avoidance route setting processing within the own lane) will be described below with reference to FIG. 10.

[0222] First, in step S71 of Fig. 10, the cruise control unit 22 checks whether the position of the puddle, etc. 208 within the range of the host vehicle lane 201 is in the left / right area or in the approximate center area as viewed from the host vehicle M. Here, if the puddle, etc. 208 is in the left / right area as viewed from the host vehicle M (see Fig. 3), the process proceeds to step S72. Meanwhile, if the puddle, etc. 208 is in the approximate center area as viewed from the host vehicle M (see Fig. 4), the process proceeds to step S73.

[0223] In step S72, the driving control unit 22 sets a new target driving route TC2 at approximately the center position of the recognized avoidance area (see symbol W4 in FIG. 3) (see FIG. 3). Here, the new target driving route TC2 is set as follows.

[0224] That is, the center position of the width W4 of the avoidance area obtained in the process of step S51 in Fig. 9 described above is obtained. In the example shown in Fig. 3, the center position of the width W4 of the avoidance area is a position separated by a distance W4 / 2 from the right-side lane line LR toward the left in the horizontal direction. Alternatively, it is a position separated by a distance W4 / 2 from the right end position A of the puddle, etc. 208 toward the right in the horizontal direction. At this position, a line drawn along the traveling direction of the host vehicle M is set as a new target traveling route TC2. Then, the process proceeds to step S74.

[0225] On the other hand, in step S73, the driving control unit 22 sets a new target driving route TC2 at approximately the center position C of the recognized puddle or the like 208 (see FIG. 4). Here, the new target driving route TC2 is set as follows.

[0226] That is, the center position of the width W3 of the puddle, etc. 208 obtained in the process of step S51 in Fig. 9 described above is obtained. The center position of the width W3 of the puddle, etc. 208 is a position separated laterally to the left from the right end position A of the puddle, etc. 208 by the width W3 / 2 of the puddle, etc. 208. It is also a position separated laterally to the right from the left end position B of the puddle, etc. 208 by the width W3 / 2 of the puddle, etc. 208. At this position, a line drawn in the traveling direction of the host vehicle M is set as a new target traveling route TC2. Then, the process proceeds to step S74.

[0227] In step S74, the cruise control unit 22 starts lane keeping cruise assist control along the target travel route TC2 newly set in the above-mentioned steps S72 and S73. As a result, the host vehicle M switches from cruise control along the initially set target travel route TC to cruise control along the new target travel route TC2 via the changed route TC1 (see Figs. 3 and 4). After that, the process exits (returns) from the processing sequence of Fig. 10 and proceeds to the processing of step S56 in Fig. 9.

[0228] Returning to Fig. 9, in step S56 in Fig. 9, the cruise control unit 22 checks whether or not the host vehicle M has passed the lateral position of the puddle, etc. 208, based on the surrounding environment information, etc. This process is repeated until the host vehicle M has passed the lateral position of the puddle, etc. 208. Then, when it is confirmed that the host vehicle M has passed the lateral position of the puddle, etc. 208, the process proceeds to the next step S57.

[0229] In step S57, the driving control unit 22 returns the setting to the original target driving route TC. As a result, the host vehicle M returns from driving control along the new target driving route TC2 to driving control along the initially set target driving route TC via the changed route TC3 (see FIG. 3; not shown in FIG. 4).

[0230] Note that, if, for example, a predetermined deceleration control process has been performed in a processing step prior to this process (see an example described later), the traveling speed of the host vehicle M should have decreased. Therefore, in this case, acceleration control is performed to restore the traveling speed to the speed before the deceleration control process was performed. This acceleration control process is a control process performed by the cruise control unit 22 executing control of the throttle actuator 27 through the engine control unit 23, similar to the above-mentioned deceleration control process. Thereafter, the process exits (returns) from the processing sequence of FIG. 9 and returns to the processing of step S13 in FIG. 6.

[0231] On the other hand, if it is estimated in the above-mentioned processing of step S51 that there is no avoidance area lateral to the puddle or the like 208 within the range of the own vehicle lane 201 and the processing proceeds to step S52, in this step S52, the cruise control unit 22 checks the road configuration on which the own vehicle M is traveling based on the surrounding environment information and the like. In this case, the road configuration is determined by checking whether or not there is an adjacent lane (adjacent lane traveling parallel) for another vehicle traveling in the same direction as the own vehicle M. Here, if it is confirmed that there is an adjacent lane traveling parallel to the road and that the road has two or more lanes on one side, the processing proceeds to step S61. On the other hand, if it is confirmed that there is no adjacent lane traveling parallel to the road and that the road has one lane or less on one side, the processing proceeds to step S53.

[0232] In step S53, the cruise control unit 22 checks whether the area is in a traffic regulation area where lane deviation is prohibited, etc., based on surrounding environment information, etc. If it is confirmed that the area is in a traffic regulation area where lane deviation is prohibited, etc., the process proceeds to step S59 (see FIG. 12). If it is confirmed that the area is not in a traffic regulation area where lane deviation is prohibited, etc., the process proceeds to step S54.

[0233] In step S54, the cruise control unit 22 checks for the presence of an oncoming vehicle M2 traveling in the oncoming lane 204 based on surrounding environment information, etc. If the presence of the oncoming vehicle M2 is checked, the process proceeds to step S59 (see FIG. 12). If the presence of the oncoming vehicle M2 is not checked, the process proceeds to step S55 (see FIG. 11).

[0234] In step S55, the cruise control unit 22 executes a process (see FIG. 11) for setting a new travel route that allows the host vehicle M to reliably avoid the puddle or the like 208 by protruding into the oncoming traffic lane 204. The details of this process are shown in the process sequence in FIG. 11. Please refer to FIG. 5 for the surrounding situation in this case.

[0235] Here, the processing sequence of step S55 in Fig. 9, that is, the processing of setting a new driving route that can reliably avoid the puddle or the like 208 by the vehicle M protruding into the oncoming lane 204 (processing of setting a route to avoid protruding into the oncoming lane) will be described below with reference to Fig. 11. The situation in which this processing sequence is executed is as shown in Fig. 5.

[0236] First, in step S81 of Fig. 11, the cruise control unit 22 sets a new target travel route TC2 along the travel direction of the vehicle M at a position separated by the vehicle width W1 / 2 or the tread width W2 / 2 of the vehicle M to the right in the lateral direction (see the example of Fig. 5) from the right end position A of the puddle or the like 208. Then, the process proceeds to step S82.

[0237] In step S82, the cruise control unit 22 starts lane keeping cruise assist control along the target travel route TC2 newly set in the above-mentioned step S81. As a result, the host vehicle M switches from cruise control along the initially set target travel route TC to cruise control along the new target travel route TC2 via the changed route TC1 (see FIG. 5). After that, the process exits (returns) from the processing sequence in FIG. 11 and proceeds to the processing of step S56 in FIG. 9.

[0238] On the other hand, when the road configuration on which the vehicle M is traveling is confirmed to be a road with two or more lanes in each direction in the process of step S52 described above and the process proceeds to step S61, the cruise control unit 22 in step S61 checks whether or not the vehicle is in a traffic regulation area where traffic regulations prohibit lane changing (such as lane deviation prohibition or overtaking prohibition) based on surrounding environment information, etc. If the vehicle is confirmed to be in a lane change prohibited area, the process proceeds to step S59 in Fig. 9 (see Fig. 12 for a detailed process sequence). If the vehicle is confirmed not to be in a lane change prohibited area, the process proceeds to step S62.

[0239] In step S62, the cruise control unit 22 checks for the presence of other vehicles (not shown), such as a vehicle traveling alongside or a following vehicle, traveling in an adjacent lane (not shown), based on surrounding environment information, etc. If the presence of other vehicles, such as a vehicle traveling alongside or a following vehicle, in the adjacent lane is checked, the process proceeds to step S59 in FIG. 9 (see FIG. 12 for a detailed process sequence). If the presence of other vehicles, such as a vehicle traveling alongside or a following vehicle, in the adjacent lane is not checked, the process proceeds to step S63.

[0240] In step S63, the cruise control unit 22 executes lane change control to the adjacent lane. Note that this lane change control is a cruise control that has been generally performed in the past. Therefore, a detailed description thereof will be omitted. Then, the process returns to step S51.

[0241] In this way, when the process proceeds to step S59 in Fig. 9 for any of the following reasons: the host vehicle M is unable to change lanes to the adjacent lane in the process of steps S61 and S62 described above; or the host vehicle M is unable to leave the lane due to traffic regulations or the presence of an oncoming vehicle in the process of steps S53 and S54 described above; in this step S59, the cruise control unit 22 executes a process of setting a new travel route that passes over the area of ​​the puddle or the like 208 within the host lane 201. The details of this process are shown in the process sequence in Fig. 12.

[0242] Here, the processing sequence of step S59 in FIG. 9, i.e., the processing for setting a new driving route that passes over an area of ​​puddles, etc. 208 within the range of the own lane 201 (processing for setting a route that passes through a puddle area within the own lane) will be described below with reference to FIG. 12.

[0243] First, before explaining the processing sequence of Figure 12, a situation in which the vehicle M is unable to avoid a puddle, etc. 208 and is forced to pass through the area of ​​the puddle, etc. 208 will be explained using Figures 19 and 20.

[0244] 19 and 20 show a situation in which a vehicle cannot avoid a puddle or the like when passing over the side of the puddle because a sufficient avoidance area cannot be secured and the vehicle is forced to pass over the area of ​​the puddle or the like. Of these, Fig. 19 shows one situation in which splashes from the puddle or the like fly outward from the vehicle. Fig. 20 shows one situation in which splashes from the puddle or the like fly inward from the vehicle.

[0245] For example, as shown in FIG. 19, when a puddle or the like 208D is present ahead within the driving lane of the vehicle M (not shown in FIG. 19; see reference numeral 201 in FIG. 4), when re-setting the driving route to avoid such a puddle or the like 208D, the avoidance area will be confirmed based on various environmental information (road configuration, width of the driving lane, position of the driving lane, other vehicles in the vicinity, etc.) in addition to surrounding environmental information, etc.

[0246] In this case, if the avoidance area cannot be sufficiently secured, it is expected that the puddle, etc. 208D cannot be avoided reliably. Therefore, in this case, a target driving route is set in which the wheels of the host vehicle M pass over a part of the area of ​​the puddle, etc. 208D.

[0247] At this time, the target driving path is set so that the predicted wheel passage path of the left wheel MT(L) passes through an area near one lateral end of the puddle, etc. 208D, for example, an area near the right end position A in the example shown in Fig. 19. As a result, when the left wheel MT(L) passes over the area of ​​the puddle, etc. 208D, it passes only over a part of the area (near the right end position A), so that it is possible to minimize the adverse effects of splashes of mud, sewage, etc., scattered from the puddle, etc. 208D on the surroundings.

[0248] Furthermore, as mentioned above, when setting a new target driving route, if the wheels will pass over a portion of a puddle or other area, the negative impact on the surrounding area may be further reduced by taking into consideration the direction in which mud, sewage, etc. will be splashed from the puddle, etc.

[0249] For example, the situation shown in Fig. 20 is an example of a case where the width W3 of the puddle 208E is larger than the tread width W2 of the vehicle M (W3>W2), and when setting a driving route to avoid the puddle 208E, a driving route is set in which the vehicle M travels across the puddle 208E. In this case, only one of the left and right wheels MT (L, R) passes near either the left or right end position A, B of the puddle 208E. The example in Fig. 20 shows a case where the right wheel MT (R) passes near the right end position A of the puddle 208E (so as not to pass over the area of ​​the puddle 208).

[0250] In this case, for example, if a travel route is set such that the left wheel MT(L) of the vehicle M passes over a portion of the area near the left end position B of the puddle, etc. 208E, splashes of mud, sewage, etc. from the puddle, etc. 208E will be splashed inward and to the right of the vehicle M. Therefore, for example, on a road with a left-hand traffic regulation, splashes of splashes onto the sidewalk on the left side can be suppressed, thereby contributing to minimizing adverse effects on the surroundings.

[0251] Returning to FIG. 9, the process of step S59, that is, the process sequence of FIG. 12 (processing for setting a route passing through a puddle area within the own lane) will now be described.

[0252] In step S91 of Fig. 12, first, the cruise control unit 22 confirms the approximate position of the puddle or the like 208 within the range of the driving lane (the own lane 201) based on surrounding environment information, etc. If the puddle 208 is in an area biased toward either the left or right dividing line LL, LR of the own lane 201 (see Figs. 3 and 4), the process proceeds to step S92. If the puddle 208 is in an approximately central area of ​​the own lane 201 (see Fig. 5), the process proceeds to step S101.

[0253] In step S92, the cruise control unit 22 checks the general shape of the puddle, etc. 208 based on the surrounding environment information, etc. and the puddle shape pattern data, etc. Here, the puddle shape pattern data refers to data previously stored in, for example, an internal storage area (not shown) of the cruise control unit 22.

[0254] The puddle shape pattern data described above is generally as follows. Puddles, etc. 208 are generally formed in irregular shapes on the plane of the road surface. Therefore, in this embodiment, the planar shapes of puddles, etc. 208 are categorized to simplify the control process.

[0255] Here, Fig. 21 to Fig. 24 are conceptual diagrams illustrating some examples of shapes (shape patterns) when classifying the planar shapes of puddles, etc. Among these, Fig. 21 and Fig. 22 show shapes that have a shape that spreads overall in the vertical and horizontal directions on the road plane. In the cruise control device 1 of this embodiment, these shapes shown in Fig. 21 and Fig. 22 are classified as "first shape patterns".

[0256] More specifically, the first shape pattern is an example formed by expanding approximately uniformly in the depth direction (front-rear direction) and width direction (left-right direction). A specific shape of the first shape pattern is, for example, the shape of a puddle or the like 208 that fits into a frame F1 having a generally approximately rectangular shape as shown in Fig. 21. Also, as shown in Fig. 22, the shape of a puddle or the like 208 that fits into a frame F2 having a generally approximately elliptical shape as shown in Fig. 23.

[0257] Here, when the wheels pass over a puddle or the like categorized as the first shape pattern, the time that the wheels pass over the area of ​​the puddle or the like will be long no matter what lateral position the wheels pass over in the puddle or the like 208 (see predicted wheel passage path TA in Figs. 21 and 22). Therefore, in this case, in order to suppress the scattering of droplets from the puddle or the like, a measure involving deceleration control of the vehicle is effective.

[0258] On the other hand, Figures 23 and 24 show a shape having a region that spreads in the vertical direction on the road plane and a region that protrudes in the horizontal direction. In this case, the region that spreads in the vertical direction is formed unevenly on either the left or right side in the horizontal direction, and the region that protrudes in the horizontal direction is formed of a region that is narrow in the vertical direction. As shown in Figure 23, the case where the region that protrudes in the horizontal direction is formed on the front side is categorized as a "second shape pattern." Also, as shown in Figure 24, the case where the region that protrudes in the horizontal direction is formed on the back side is categorized as a "third shape pattern."

[0259] Specific examples of shapes included in the second and third shape patterns include a shape of a puddle or the like 208 that fits into frames F3 and F4 having a generally triangular shape as a whole, as shown in Fig. 23 and Fig. 24. Fig. 23 shows an example in which the vertical region is biased to the left side, and the horizontal protruding region is formed on the front side in the direction of travel and protrudes to the right. Separately, a second shape pattern may be a shape in which the left and right sides of Fig. 23 are reversed, that is, a shape protruding to the left.

[0260] 24 shows an example in which the vertical region is biased to the right side, and the horizontal protruding region is formed on the far side in the traveling direction and protrudes to the right. Separately, a third shape pattern may be a shape in which the left and right sides of FIG. 24 are reversed, that is, a shape protruding to the left.

[0261] Here, when passing a wheel through a puddle or the like 208 categorized as the second or third shape pattern, if a travel path is set so that the wheel passes over an area as close as possible to the tip of the lateral protruding area, the scattering of droplets from the puddle or the like can be more effectively prevented (see predicted wheel passage path TA in Figures 23 and 24).

[0262] Although the details will be described later, in the case of the second shape pattern in Fig. 23, since the lateral protruding area is closer, the wheels pass over a part of the area such as a puddle at an earlier timing. Therefore, in this case, it is appropriate to first give priority to setting a travel route for avoidance while also performing deceleration control.

[0263] In addition, in the case of the third shape pattern in Fig. 24, the lateral protruding region is located on the far side, so the timing at which the wheels pass over a portion of a puddle or the like is slightly delayed compared to the second shape pattern in Fig. 23. Therefore, in this case, it is appropriate to first give priority to deceleration control while also setting a travel route for avoidance.

[0264] 12, if it is confirmed in the process of step S92 in Fig. 12 (checking the shape of a puddle, etc.) that the shape of the puddle, etc. 208 corresponds to the first shape pattern (see Figs. 21 and 22), the process proceeds to step S93. If it is confirmed that the shape of the puddle, etc. 208 corresponds to either the second shape pattern or the third shape pattern (see Figs. 23 and 24), the process proceeds to step S96.

[0265] In step S93, the cruise control unit 22 executes a predetermined deceleration control process. The details of this process are shown in the process sequence in FIG.

[0266] Here, the processing sequence of the deceleration control will be described with reference to Fig. 13. In step S121 of Fig. 13, the cruise control unit 22 checks whether or not a following vehicle (not shown) is present in the own lane 201 based on surrounding environment information, etc. If the presence of the following vehicle is confirmed here, the process proceeds to step S122. On the other hand, if the presence of the following vehicle is not confirmed, the process proceeds to step S123.

[0267] In step S122, the cruise control unit 22 executes a first deceleration control process by controlling the throttle actuator 27 via the engine control unit 23 or the brake actuator 29 via the brake control unit 25. In this first deceleration control process, for example, a gradual deceleration of 0.3 G or less is performed, taking into account the relative speed with respect to the following vehicle. Then, the process proceeds to step S123.

[0268] In addition, as a guideline for the target setting speed after deceleration when the presence of a following vehicle is not confirmed, specifically, for example, it is desirable to set it to about 20 km / h in the case of an ordinary road, and about 60 to 80 km / h in the case of an expressway, etc. In practice, it is set appropriately according to the legal speed in accordance with the traffic regulations of the road on which the vehicle M is traveling.

[0269] In step S123, the cruise control unit 22 checks whether or not there is a pedestrian or the like H around the vehicle M, based on the surrounding environment information, etc. If the presence of a pedestrian or the like H is confirmed, the process proceeds to step S124. If the presence of a pedestrian or the like H is not confirmed, the process exits this deceleration control process sequence (return), returns to the process sequence of FIG. 12, and then immediately proceeds to the process of step S56 in FIG. 9 (return).

[0270] In step S124, the cruise control unit 22 executes a second deceleration control process by controlling the throttle actuator 27 through the engine control unit 23 or the brake actuator 29 through the brake control unit 25. In this second deceleration control process, the vehicle M is decelerated to a speed at which it can be stopped immediately (so-called slow movement) in consideration of the presence of pedestrians H in the vicinity. After that, the process exits from this deceleration control process sequence (return) and returns to the process sequence of FIG. 12, and then immediately proceeds to the process of step S56 in FIG. 9 (return).

[0271] In the deceleration control process sequence of FIG. 13, for example, the following vehicle and pedestrians H are checked, and if neither is found, the vehicle continues traveling without performing deceleration control. This means that if the following vehicle and pedestrians H are not checked, the vehicle M continues traveling at the same traveling speed and passes over the area of ​​the puddle 208. In this case, the vehicle M passing over the area of ​​the puddle 208 will splash mud, sewage, and the like. However, if there are no following vehicles or pedestrians H in the vicinity, it is considered that there is no risk of adversely affecting the surroundings even if mud, sewage, and the like are splashed.

[0272] However, splashes of mud, dirty water, and the like that are scattered when passing over an area of ​​a puddle, etc. 208 may have some effect on the host vehicle M in some cases (for example, the host vehicle M may become dirty due to splashes, etc.). In consideration of such a situation, when setting a driving route in which the host vehicle M passes over an area of ​​a puddle, etc. 208, a processing sequence may be used in which at least the first deceleration control is executed regardless of the presence of a following vehicle, pedestrian, etc. H.

[0273] Furthermore, in cases where the presence of neither a following vehicle nor pedestrians H is confirmed and it is estimated that there will be little adverse effect on the vehicle from splashes of water even if the vehicle passes over a puddle or the like (specifically, for example, when the changed target driving route is expected to be around the periphery of a puddle, etc., where the amount of splashes is small, or when the vehicle's driving speed is originally set to a low speed), the processing sequence may omit deceleration control.

[0274] On the other hand, when it is confirmed in the process of step S92 (checking the shape of a puddle, etc.) in Fig. 12 that the shape of the puddle, etc. 208 corresponds to either the second shape pattern or the third shape pattern (see Figs. 23 and 24) and the process proceeds to step S96, in this step S96, the cruise control unit 22 checks whether or not the shape of the puddle, etc. 208 corresponds to the second shape pattern (see Fig. 23) based on the surrounding environment information, etc. Here, if it is confirmed that the shape of the puddle, etc. 208 corresponds to the second shape pattern (see Fig. 23), the process proceeds to step S97. On the other hand, if it is confirmed that the shape of the puddle, etc. 208 corresponds to the third shape pattern (see Fig. 24), the process proceeds to step S99.

[0275] In step S97, the driving control unit 22 executes a driving route setting process (when a puddle or the like is present on the left or right side) corresponding to the second shape pattern based on the surrounding environment information, etc. The details of this process are shown in the processing sequence in FIG.

[0276] Here, in step S131 of Figure 14, the driving control unit 22, based on surrounding environment information, etc., sets a new target driving route at a lateral position a vehicle width W1 / 2 away from the dividing line (either the left or right dividing line LL or LR) facing the tip position of the protruding area of ​​the puddle, etc. 208 toward the opposite dividing line.

[0277] Here, the leading edge position of the protruding region of the puddle, etc. 208 can be defined as follows. That is, when the puddle, etc. 208 exists mainly in the left region within the range of the own vehicle lane 201, the leading edge position of the protruding region is the right edge position A, as shown in Fig. 23. Also, when the puddle, etc. 208 exists mainly in the right region within the range of the own vehicle lane 201, the leading edge position of the protruding region is found to be the left edge position B by switching the left and right sides in Fig. 23. The position information of the right edge position A and the left edge position B within the range of the own vehicle lane 201 has already been acquired by the puddle, etc. estimation process in Fig. 8 described above.

[0278] Therefore, in the process of step S131, if the puddle or the like 208 has the second shape pattern and is in the leftward area, a new target driving route is set in a lateral position away from the right-side lane line LR on the side facing the right-side edge position A of the puddle or the like 208 by the vehicle width W1 / 2 toward the left-side lane line LL. As a result, the left wheel MT(L) of the host vehicle M passes over the area near the right-side edge position A of the puddle or the like 208 (see the predicted wheel passage route TA in FIG. 23).

[0279] Furthermore, if the puddle or the like 208 has the second shape pattern and is in the right-side area, a new target driving route is set in a lateral position away from the left-side dividing line LL on the side facing the left edge position B of the puddle or the like 208 toward the right-side dividing line LR by the vehicle width W1 / 2. As a result, the right wheel MT(R) of the host vehicle M passes over the area near the right edge position A of the puddle or the like 208.

[0280] 14, the cruise control unit 22 starts lane keeping cruise assist control to drive the host vehicle M along the target route newly set in the process of step S131 described above. After that, the process exits (returns) from the process sequence of FIG. 14 and proceeds to the process of step S98 of FIG. 12.

[0281] As described above, the processing sequence of FIG. 14 has been used to explain the driving route setting process corresponding to the second shape pattern (see FIG. 23), but this processing sequence of FIG. 14 can be applied in exactly the same way as the driving route setting process corresponding to the third shape pattern (see FIG. 24).

[0282] Returning to Fig. 12, in step S98 in Fig. 12, the cruise control unit 22 executes a predetermined deceleration control process. The details of this process are the process sequence shown in Fig. 13, similar to step S93 described above. Therefore, a description thereof will be omitted. After that, the process exits the process sequence in Fig. 13 (return) and returns to the process in Fig. 12, and then immediately proceeds to the process of step S56 in Fig. 9 (return).

[0283] On the other hand, if it is confirmed in the process of step S96 in Fig. 12 that the shape of the puddle or the like 208 corresponds to the third shape pattern (see Fig. 24) and the process proceeds to step S99, the cruise control unit 22 executes a predetermined deceleration control process in this step S99. The details of this process are the process sequence shown in Fig. 13, similar to the above steps S93 and S98. Therefore, the description thereof will be omitted. Thereafter, the process sequence of Fig. 13 is exited (returned) and the process proceeds to step S100 in Fig. 12.

[0284] In step S100 in Fig. 12, the driving control unit 22 executes a driving route setting process (when a puddle or the like is present on the left or right side) corresponding to the third shape pattern based on surrounding environment information, etc. Details of this process are the same as the process sequence shown in Fig. 14, as in step S97 described above. Therefore, a description thereof will be omitted. After that, the process exits the process sequence in Fig. 14 (return) and returns to the process in Fig. 12, and then immediately proceeds to the process of step S56 in Fig. 9 (return).

[0285] On the other hand, in the processing of step S91 in FIG. 12 described above, if the puddle or the like 208 is located in an approximately central area within the range of the driving lane (own lane 201) (see FIG. 5), the processing proceeds to step S101. The processing sequence will be described below.

[0286] First, in step S101 of Figure 12, the driving control unit 22 calculates, based on surrounding environment information, etc., the lateral distance W8 between the left end position B of the puddle, etc. 208 and the left side dividing line LL, and the lateral distance W9 between the right end position A of the puddle, etc. 208 and the right side dividing line LR (see Figure 17 described later for distances W8 and W9).

[0287] Next, in step S102, the cruise control unit 22 checks the shape of the puddle, etc., in the same manner as in step S92 described above. If it is confirmed that the shape of the puddle, etc. 208 corresponds to the first shape pattern (see Figs. 21 and 22), the process proceeds to step S141 in Fig. 15 (see circled number 15 in Figs. 12 and 15). If it is confirmed that the shape of the puddle, etc. 208 corresponds to either the second shape pattern or the third shape pattern (see Figs. 23 and 24), the process proceeds to step S103.

[0288] Here, the processing sequence when the water pool 208 or the like has the first shape pattern will be described with reference to FIG. 15. Note that for the specific situation in this case, refer to FIG. 4. However, in FIG. 4, the width W3 of the water pool 208 or the like is illustrated as being smaller (W3 < W2) than the tread width W2 of the host vehicle M. In contrast, in the processing sequence of FIG. 15, while referring to FIG. 4, it is considered that the width W3 of the water pool 208 or the like is equal to or greater than (W3 ≧ W2) the tread width W2 of the host vehicle M.

[0289] In the process of step S102 of FIG. 12 described above, when it is confirmed that the shape of the water pool 208 or the like is the first shape pattern and the process proceeds to step S141 of FIG. 15, in this step S141, the travel control unit 22 executes deceleration control processing. The details of this processing are the processing sequence shown in FIG. 13, similar to steps S93, S98, and S99 of FIG. 12 described above. Therefore, the detailed description thereof will be omitted.

[0290] Subsequently, in step S142 of FIG. 15, the travel control unit 22 compares the distance W8 and the distance W9 to check whether the distance W8 ≧ the distance W9. Here, when the distance W8 ≧ the distance W9, it is considered that the water pool 208 or the like has the first shape pattern, is in the substantially central region within the range of the own lane 201, and is unevenly distributed in the region to the right of the road center as viewed from the host vehicle M. Also, when the distance W8 ≧ the distance W9 is not satisfied, that is, when the distance W8 < the distance W9, it can be considered that the water pool 208 or the like has the first shape pattern, is in the substantially central region within the range of the own lane 201, and is unevenly distributed in the region to the left of the road center as viewed from the host vehicle M.

[0291] Therefore, in this step S142, when the distance W8 ≧ the distance W9, the process proceeds to the process of step S143. Also, when the distance W8 < the distance W9, the process proceeds to the process of step S144.

[0292] In step S143, the cruise control unit 22 sets a new target driving route at a position that is laterally leftwardly away from the right end position A of the puddle, etc. 208 by the tread width W2 / 2 (or vehicle width W1 / 2) based on the surrounding environment information, etc. As a result, a target driving route is set in which the right wheel MT(R) of the host vehicle M passes near the right end position A of the puddle, etc. 208. At this time, it is preferable that the right wheel MT(R) of the host vehicle M actually passes through an area (area indicated by reference symbol W9) on the lateral right side of the right end position A of the puddle, etc. 208. As a result, mainly only the left wheel MT(L) of the host vehicle M passes over the area of ​​the puddle, etc. 208.

[0293] As described above, if distance W8≧distance W9, it is considered that the puddles and the like 208 are located in an area to the right of the center of the road as viewed from the host vehicle M within the host vehicle lane 201.

[0294] Therefore, in this case, by setting a travel route for the host vehicle M on the right side within the host vehicle lane 201, the host vehicle M travels on a travel route set away from the sidewalk 205 existing on the left side of the host vehicle M. Furthermore, in this case, if the right wheel MT(R) of the host vehicle M is made to pass outside the area of ​​the puddle, etc. 208 (area indicated by symbol W9), only the left wheel MT(L) passes over the area of ​​the puddle, etc. 208. Therefore, making the vehicle M pass through such a route contributes to preventing adverse effects on pedestrians, etc. H caused by splashes of mud, sewage, etc. from the puddle, etc. 208.

[0295] Furthermore, in step S144, the cruise control unit 22 sets a new target driving route at a position that is laterally to the right away from the left end position B of the puddle, etc. 208 by the tread width W2 / 2 (or vehicle width W1 / 2) based on the surrounding environment information, etc. As a result, a target driving route is set in which the left wheel MT(L) of the host vehicle M passes near the left end position B of the puddle, etc. 208. At this time, it is preferable that the left wheel MT(L) of the host vehicle M actually passes through an area (area indicated by reference symbol W8) on the lateral left outer side of the left end position B of the puddle, etc. 208. As a result, mainly only the right wheel MT(R) of the host vehicle M passes over the area of ​​the puddle, etc. 208.

[0296] As described above, when distance W8<distance W9, it is considered that the puddles 208 are located in an area to the left of the center of the road as viewed from the host vehicle M within the host vehicle lane 201.

[0297] Therefore, in this case, by setting a travel route for the host vehicle M on the left side of the host vehicle lane 201, the host vehicle M travels along a travel route set near the sidewalk 205 on the left side of the host vehicle M, and if the left wheel MT(L) near the sidewalk 205 passes outside the area of ​​the puddle, etc. 208 (area indicated by symbol W8), only the right wheel MT(R) passes over the area of ​​the puddle, etc. 208. At this time, splashes of mud, dirty water, etc. from the puddle, etc. 208 caused by the right wheel MT(R) are scattered inside the host vehicle M. Furthermore, even if the left wheel MT(L) passes over the area of ​​the puddle, etc. 208 when passing near the left end position B of the puddle, etc. 208, the splashes of mud, dirty water, etc. are scattered inside and to the right of the host vehicle M. Therefore, by making the vehicle pass through such a route, it is possible to prevent adverse effects on pedestrians H caused by splashes of mud, sewage, etc. from puddles, etc. 208.

[0298] In this way, after a new target driving route is set in the processing of steps S143 and S144, the processing sequence of FIG. 15 is exited (returned), the processing sequence of FIG. 12 is returned to (see circled number 15B in FIG. 12 and FIG. 15), and the processing immediately proceeds to the processing of step S56 of FIG. 9 (returned).

[0299] On the other hand, if it is confirmed in the process of step S102 in Fig. 12 that the shape of the puddle, etc. 208 corresponds to either the second shape pattern or the third shape pattern (see Figs. 23 and 24) and the process proceeds to step S103, the cruise control unit 22 checks the shape of the puddle, etc. in the same manner as in step S96 described above. Here, if it is confirmed that the shape of the puddle, etc. 208 corresponds to the second shape pattern (see Fig. 23), the process proceeds to step S104. On the other hand, if it is confirmed that the shape of the puddle, etc. 208 corresponds to the third shape pattern (see Fig. 24), the process proceeds to step S106.

[0300] Next, in step S104, a travel route setting process corresponding to the second shape pattern (when a puddle or the like is present approximately in the center) is executed. Details of this process are shown in the process sequence in FIG.

[0301] Here, Figure 17 is a conceptual diagram showing a situation in which a puddle or the like corresponding to the second shape pattern, whose lateral width is wider than the tread width (or vehicle width) of the vehicle, is present in approximately the central area of ​​the lane in which the vehicle is traveling.

[0302] 17, a puddle or the like 208 is present ahead within the range of the vehicle's own lane 201 on which the vehicle M is traveling. The puddle or the like 208 is located in the approximate center region of the vehicle's own lane 201, has a shape corresponding to the second shape pattern, and has a protruding region protruding toward the right. The example shows a case in which the width W3 of the puddle or the like 208 is larger than the tread width W2 of the vehicle M (W3>W2).

[0303] In this situation, the host vehicle M is traveling along the set target driving route TC, and while traveling, the host vehicle M recognizes a puddle or the like 208 of the above-mentioned shape ahead within the range of the host vehicle's lane 201.

[0304] At this time, if the vehicle M continues to travel along the currently set target driving route TC, it is estimated that the left and right wheels MT (L, R) of the vehicle M will pass over the area of ​​the puddle, etc. 208 (see the predicted wheel passage route TA (L, R) in Figure 17).

[0305] Although not shown, it is assumed that the vehicle M is in a situation where it cannot deviate from the vehicle lane 201 due to various surrounding conditions such as an oncoming vehicle M2, road configuration, traffic regulations, etc. In such a situation, if the vehicle M continues traveling, it is assumed that it cannot avoid the puddle, etc. 208 and has to pass over at least a part of the recognized puddle, etc. 208.

[0306] In such a case, first, in step S111 of Fig. 16, the cruise control unit 22 checks the protruding direction of the protruding region of the puddle, etc. 208 based on the surrounding environment information, etc. Here, if the protruding region protrudes toward the left side, the process proceeds to step S112. On the other hand, if the protruding region protrudes toward the right side, the process proceeds to step S115.

[0307] Next, in step S112, the cruise control unit 22 checks whether the distance W8 is equal to or greater than the wheel width TW (W8≧TW) based on the surrounding environment information and the like.

[0308] Here, the puddle 208 has a second shape pattern, is in a substantially central region within the range of the own lane 201, and is in a situation where the protruding region protrudes toward the left when viewed from the own vehicle M. At this time, when the distance W8 ≥ the wheel width TW, it can be considered that there is a travelable region of at least the wheel width TW in the left end region (region of symbol W8) of the own lane 201. This means that if the left wheel MT(L) is passed through the left end region (region of symbol W8) of the own lane 201, the left wheel MT(L) may be able to travel without passing over the region of the puddle 208 or the like.

[0309] Also, when the distance W8 ≥ the wheel width TW is not satisfied, that is, when the distance W8 < the wheel width TW, it can be considered that there is only a region narrower than the wheel width TW in the left end region (region of symbol W8) of the own lane 201. This means that if the left wheel MT(L) is passed through the left end region (region of symbol W8) of the own lane 201, the left wheel MT(L) will necessarily pass over a part of the region of the puddle 208 or the like. In this situation, in the vicinity of this region W8, a region extending in the vertical direction of the puddle 208 or the like (a region having a long length dimension in the front-rear direction) is formed. Passing the wheel through this region (the region extending in the vertical direction of the puddle 208 or the like) has a large impact on the surroundings, so it is desirable to avoid it as much as possible.

[0310] Therefore, in this step S112, when the distance W8 is equal to or greater than the wheel width TW (W8 ≥ TW), the process proceeds to the process of step S113. When the distance W8 is smaller than the wheel width TW (W8 < TW), the process proceeds to the process of step S114.

[0311] In step S113, the cruise control unit 22 sets a new target driving route at a position that is laterally rightward away from the center position (W8 / 2) of the distance W8 by the tread width W2 / 2 (or vehicle width W1 / 2) based on surrounding environment information, etc. As a result, a new driving route is set for the left wheel MT(L) of the vehicle M that passes through the area (area W8) on the left side of the puddle, etc. 208. In other words, at this time, the left wheel MT(L) of the vehicle M does not pass over the area of ​​the puddle, etc. 208 that extends in the vertical direction (area with a long length in the front-to-rear direction), and only the right wheel MT(R) passes over the area of ​​the puddle, etc. 208 that has a shorter length in the front-to-rear direction.

[0312] As described above, when the distance W8≧the wheel width TW, it is considered that a drivable area of ​​the wheel width TW or more is present in the left edge area (area W8) of the own lane 201.

[0313] Therefore, in this case, by setting a travel route such that the left wheel MT(L) of the host vehicle M passes through the area W8, only the right wheel MT(R) of the host vehicle M passes over the area of ​​the puddle, etc. 208. At this time, splashes of mud, sewage, etc. are scattered inward and to the left of the host vehicle M. Therefore, by making the host vehicle pass through such a route, it contributes to preventing adverse effects on pedestrians, etc. H caused by splashes of mud, sewage, etc. from the puddle, etc. 208.

[0314] On the other hand, when the distance W8 is smaller than the wheel width TW (W8 < TW) and the process proceeds to step S114, in this step S114, based on the surrounding environment information and the like, the travel control unit 22 sets a new target travel route at a position that is separated by the tread width W2 / 2 (or the vehicle width W1 / 2) from the right end position A (the tip position of the protruding area) of the puddle 208 or the like toward the left side in the lateral direction. As a result, a target travel route is set for the right wheel MT(R) of the host vehicle M to pass near the right end position A (the tip position of the protruding area) of the puddle 208 or the like. At this time, it is desirable for the right wheel MT(R) of the host vehicle M to actually pass through a region on the right outer side in the lateral direction (the region indicated by the symbol W9) rather than the right end position A of the puddle 208 or the like. As a result, for the host vehicle M, mainly only the left wheel MT(L) will pass over the area of the puddle 208 or the like.

[0315] As described above, when the distance W8 < the wheel width TW, if the left wheel MT(L) of the host vehicle M passes through the area W8, it will inevitably pass through a part of the area of the puddle 208 or the like.

[0316] Therefore, in this case, the host vehicle M is made to pass through a position closer to the right within the own lane 201, and by setting a travel route such that the right wheel MT(R) passes near the right end position A (the tip position of the protruding area) of the puddle 208 or the like, the host vehicle M will travel along a travel route set at a position away from the sidewalk 205 existing on the left side of the host vehicle M. In this case, if the right wheel MT(R) of the host vehicle M is made to pass through a region outside the area of the puddle 208 or the like (the region of the symbol W9), mainly only the left wheel MT(L) will pass over the area of the puddle 208 or the like. Therefore, by passing through such a route, it contributes to suppressing an adverse effect on pedestrians H or the like due to the scattering of mud, sewage, or the like from the puddle 208 or the like.

[0317] In this way, after a new target driving route is set in the processing of steps S113 and S114, the process exits (returns) from the processing sequence of FIG. 16 and proceeds to the deceleration control processing of step S105 of FIG. 12. Details of this processing are the processing sequence shown in FIG. 13, similar to steps S93, S98, and S99 of FIG. 12 described above. Therefore, detailed description thereof will be omitted. After that, the process exits (returns) from the processing sequence of FIG. 13 and returns to the processing sequence of FIG. 12, and immediately proceeds to the processing of step S56 of FIG. 9 (returns).

[0318] On the other hand, in the case where the protruding region of the puddle or the like 208 protrudes toward the right in the process of step S111 in Fig. 16 described above, the process sequence when proceeding to the process of step S115 is as follows: The process sequence of steps S115 to S117 described below is substantially similar in concept to the process sequence of steps S112 to S114 described above.

[0319] That is, in step S115, the cruise control unit 22 checks whether the distance W9 is equal to or greater than the wheel width TW (W9≧TW) based on the surrounding environment information and the like.

[0320] Here, the puddle or the like 208 has a second shape pattern, is located in a substantially central area within the range of the own vehicle lane 201, and has a protruding area protruding toward the right side as viewed from the own vehicle M. In this case, if the distance W9 is equal to or greater than the wheel width TW, it is considered that a drivable area of ​​at least the wheel width TW exists in the right edge area (area W9) of the own vehicle lane 201. This means that if the right wheel MT(R) is caused to pass through the right edge area (area W9) of the own vehicle lane 201, there is a possibility that the right wheel MT(R) can travel without passing over the area of ​​the puddle or the like 208.

[0321] Also, when the distance W9 ≧ the tire width TW is not satisfied, that is, when the distance W9 < the tire width TW, it can be considered that there is only a region narrower than the tire width TW in the right end region (the region of symbol W9) of the own lane 201. This means that when the right wheel MT(R) is passed through the right end region (the region of symbol W9) of the own lane 201, the right wheel MT(R) will necessarily pass over a part of the puddle or the like 208. In this situation, in the vicinity of this region W9, a region extending in the longitudinal direction of the puddle or the like 208 (a region having a long length dimension in the front-rear direction) is formed. Passing the wheel through this region (the region extending in the longitudinal direction of the puddle or the like 208) has a large impact on the surroundings, so it is desirable to avoid it as much as possible.

[0322] Therefore, in this step S115, when the distance W9 is greater than or equal to the tire width TW (W9 ≧ TW), the process proceeds to step S116. Also, when the distance W9 is less than the tire width TW (W9 < TW), the process proceeds to step S117.

[0323] In step S116, based on the surrounding environment information and the like, the travel control unit 22 sets a new target travel route at a position separated by the tread width W2 / 2 (or the vehicle width W1 / 2) from the center position (W9 / 2) of the distance W9 toward the left side in the lateral direction. As a result, a new travel route is set for the right wheel MT(R) of the own vehicle M to pass through the region (the region of symbol W9) at the right lateral position of the puddle or the like 208.

[0324] As a result, the right wheel MT(R) of the own vehicle M does not pass over the region extending in the longitudinal direction of the puddle or the like 208 (the region having a long length dimension in the front-rear direction), and only the left wheel MT(L) passes over the region having a shorter length dimension in the front-rear direction among the regions of the puddle or the like 208.

[0325] As described above, when the distance W9 ≧ the tire width TW, it can be considered that there is a drivable region of the tire width TW or more in the right end region (the region of symbol W9) of the own lane 201.

[0326] Therefore, in this case, a driving route is set such that the left wheel MT(L) of the host vehicle M passes outside the area of the puddle or the like 208 (the area of symbol W9). As a result, only the left wheel MT(L) passes over the area of the puddle or the like 208. Therefore, passing through such a route contributes to suppressing the adverse effect on the pedestrian or the like H due to the scattering of mud, sewage, or the like from the puddle or the like 208.

[0327] On the other hand, when the distance W9 is smaller than the wheel width TW (W9 < TW) and the process proceeds to step S117, in this step S117, the travel control unit 22 sets a new target travel route at a position deviated by the tread width W2 / 2 (or the vehicle width W1 / 2) from the left end position B (the tip position of the protruding area) of the puddle or the like 208 toward the right side in the lateral direction based on the surrounding environment information or the like. As a result, a target travel route is set such that the left wheel MT(L) of the host vehicle M passes near the left end position B (the tip position of the protruding area) of the puddle or the like 208. At this time, it is desirable that the left wheel MT(L) of the host vehicle M actually passes through the laterally left outer area (the area indicated by symbol W8) rather than the left end position B of the puddle or the like 208. As a result, mainly only the right wheel MT(R) of the host vehicle M passes over the area of the puddle or the like 208.

[0328] As described above, when the distance W9 < the wheel width TW, if the right wheel MT(R) of the host vehicle M passes through the area W9, it is inevitable that a part of the area of the puddle or the like 208 will be passed through.

[0329] Therefore, in this case, by setting a driving route such that the left wheel MT(L) passes near the left end position B (the tip position of the protruding area) of the puddle or the like 208, if the left wheel MT(L) of the host vehicle M passes outside the area of the puddle or the like 208 (the area of symbol W8), only the right wheel MT(R) will pass over the area of the puddle or the like 208. Therefore, passing through such a route contributes to suppressing the adverse effect on the pedestrian or the like H due to the scattering of mud, sewage, or the like from the puddle or the like 208.

[0330] In this way, after a new target driving route is set in the processing of steps S116 and S117, the process exits the processing sequence of FIG. 16 (return) and proceeds to the deceleration control processing of step S105 of FIG. 12. Details of this processing are the processing sequence shown in FIG. 13, similar to steps S93, S98, and S99 of FIG. 12 and step S141 of FIG. 15 described above. Therefore, detailed description thereof will be omitted. After that, the process exits the processing sequence of FIG. 13 (return) and returns to the processing sequence of FIG. 12, and immediately proceeds to the processing of step S56 of FIG. 9 (return).

[0331] On the other hand, if it is confirmed in the process of step S103 in Fig. 12 that the shape of the puddle or the like 208 corresponds to the third shape pattern (see Fig. 24) and the process proceeds to step S106, the cruise control unit 22 executes deceleration control process in this step S106. The details of this process are the process sequence shown in Fig. 13, similar to steps S93, S98, S99, and S105 in Fig. 12 and step S141 in Fig. 15. Therefore, detailed description thereof will be omitted. After that, the process proceeds to step S107 in Fig. 12.

[0332] In step S107 in Fig. 12, the driving control unit 22 executes a driving route setting process corresponding to the third shape pattern (when a puddle or the like is present in the approximate center). The details of this process are similar to the process sequence shown in Fig. 16. Therefore, detailed description thereof will be omitted. After that, when returning to the process sequence in Fig. 12, the process immediately proceeds to the process of step S56 in Fig. 9 (return).

[0333] As described above, according to the embodiment, the driving control device 1 is mounted on a vehicle traveling on a road while performing lane keeping driving support control to drive the vehicle along a set target driving route, the driving control device 1 having the surrounding environment information acquisition devices 21d, 20b, the lane marking detection unit 21d, and the target driving route setting unit 22b, the normal road surface brightness estimation unit 21d estimates the normal road surface brightness in the driving lane based on the acquired surrounding environment information, and the planar obstacle estimation unit 21d detects high brightness areas having a predetermined value or more higher than the normal road surface brightness, and estimates the surface shape for each high brightness area to acquire information on puddles on the road surface. The wheel passing position estimation unit 22c estimates the wheel passing position of the host vehicle when the host vehicle travels along the target driving route set in the driving lane, based on the surrounding environment information including the puddle information, road information on which the host vehicle is traveling, and host vehicle information on the host vehicle. Then, the target driving route setting unit resets a new target driving route taking the puddles into consideration, based on the puddle information and the wheel passing position information.

[0334] With this configuration, when the driving control device 1 of this embodiment recognizes a puddle or the like on the road surface ahead during execution of driving control (lane keeping driving support control) for driving the vehicle along a target driving route set within the driving lane, it resets a new target driving route taking the puddle or the like into consideration. In this case, if it is estimated that the puddle or the like can be avoided reliably, it resets a new target driving route that can reliably avoid the puddle or the like while continuing safe driving, and performs driving control along the newly set target driving route. Then, after confirming that the vehicle has passed the lateral position of the puddle or the like, it returns the setting to the original target driving route, and performs driving control along this original target driving route.

[0335] On the other hand, if it is estimated that the vehicle cannot avoid a puddle or the like due to the circumstances around the vehicle and is forced to pass over the area of ​​the puddle or the like, the vehicle will decelerate and pass over the area of ​​the puddle or the like, taking into consideration the adverse effects of splashes of mud, sewage, etc. from the puddle or the like on pedestrians, bicycles, other vehicles, buildings, various structures, etc. in the vicinity. At this time, a new target driving route is reset that can suppress the splashing of mud, sewage, etc. from the puddle or the like while continuing safe driving by decelerating, and that can suppress the adverse effects on the surroundings of pedestrians, etc., and driving control is performed along the newly set target driving route. Then, after it is confirmed that the vehicle has passed the lateral position of the puddle or the like, the setting is returned to the original target driving route, and driving control is performed along the original target driving route.

[0336] In addition, even if the vehicle is forced to pass over an area of ​​a puddle or the like and there are no pedestrians or other objects around the vehicle and there is no possibility of adverse effects caused by splashes from the puddle or the like on the surroundings, there is a possibility that the splashes may soil the vehicle. Taking this into consideration, in such cases, deceleration control is performed to slightly reduce the deceleration.

[0337] However, in such cases where there are no pedestrians or the like around the vehicle and it is estimated that there will be little adverse effect on the vehicle from splashing water even if the vehicle passes over a puddle or the like (specifically, for example, when the changed target driving route is expected to be around the edge of a puddle, etc., where the amount of splashing water is expected to be small, or when the vehicle's driving speed is originally set to a low speed), the vehicle may continue driving at the current speed while passing over the puddle or the like, and deceleration control may be omitted.

[0338] The new target driving route is set so that the wheels of the vehicle equipped with the driving control device of this embodiment do not pass over the areas of the recognized puddles, etc. In this case, the new target driving route is reset taking into account the puddles, etc., based on puddle information such as the position and shape of the recognized puddles, etc., vehicle information such as the vehicle width and tread width, and surrounding environment information including road information such as lane width.

[0339] In this way, by resetting the target driving route taking into consideration puddles and the like and controlling driving along the new reset target driving route, it is possible to prevent splashes of mud, sewage, etc. from puddles and the like from having an adverse effect on pedestrians, etc. Therefore, this makes it possible to prevent traffic violations, etc. that occur unintentionally or unconsciously by the driver.

[0340] The present invention is not limited to the above-mentioned embodiment, and various modifications and applications can be implemented within the scope of the gist of the invention. Furthermore, the above-mentioned embodiment includes inventions at various stages, and various inventions can be extracted by appropriate combinations of the disclosed multiple constituent elements. For example, even if some constituent elements are deleted from all the constituent elements shown in the above-mentioned one embodiment, if the problem to be solved by the invention can be solved and the effect of the invention can be obtained, the configuration from which the constituent elements are deleted can be extracted as the invention. Furthermore, the constituent elements across different embodiments may be appropriately combined. The present invention is not restricted by its specific embodiment except as limited by the attached claims. [Explanation of symbols]

[0341] 1...Drive control device 10…In-vehicle communication line 11...Locator unit 12...Map locator calculation unit 12a... Vehicle position estimation unit 12b…Map information acquisition section 13...Accelerometer 14...Wheel speed sensor 15...Gyro sensor 16…GNSS receiver 17...Road information receiver 18…High-precision road map database 19…Route information input section 20...Perimeter monitoring unit 20a…Surrounding environment recognition sensor 20b…Surrounding Area Awareness Department 21...Camera unit 21a…Main camera 21b…Sub camera 21c…IPU 21d…Driving environment recognition section 22...Drive control unit 22a...Steering assistance control unit 22b...Target driving route setting unit 22c...Wheel passing position estimation section 23…Engine control unit 24...Power steering control unit 25…Brake control unit 27...Throttle actuator 28...Electric power steering motor 29…Brake actuator 33...Mode switch 34…Handle touch sensor 35...Steering torque sensor 36...Brake sensor 37...Accelerator sensor 38...Alarm device 200…Display image frame 201…own lane 202…Curb 203…Left edge of road 204…Oncoming traffic 205...Sidewalk 206…Manhole cover 207…Road markings 208, 208A, 208B, 208C, 208D, 208E...puddles, etc. A…Right edge position of puddle, etc. B: Left edge position of puddle, etc. C: Center position of puddle, etc. CL: Overhanging part on the side of the vehicle H: Pedestrians, etc. LL: Left lane marking LR: Right side lane marking M, M1: Vehicle M2…Oncoming vehicle MT(L)…Left front wheel MT(R)…Right wheel SA…Road surface search area TA, TA1: Predicted path of wheels TC, TC2: Target driving route TL,TR…Target setting line TW…Wheel width W…Lane width W1…Vehicle width W2…Tread width W3: Width of puddle, etc.

Claims

1. A surrounding environment information acquisition device that acquires surrounding environment information of a vehicle; a marking line detection unit that recognizes left and right marking lines based on the surrounding environment information acquired by the surrounding environment information acquisition device; a target driving route setting unit that estimates a driving lane of the host vehicle based on the left and right lane lines recognized by the lane line detection unit and sets a target driving route within the driving lane; A vehicle driving control device that performs lane keeping driving assist control to drive a vehicle along the set target driving route, a normal road surface luminance estimation unit that calculates an average road surface luminance in the driving lane for each image data based on image data included in the surrounding environment information acquired by the surrounding environment information acquisition device, and estimates a normal road surface luminance in the driving lane based on the average road surface luminance for a predetermined time period; a planar obstacle estimation unit that detects high luminance areas having a predetermined value or more higher than the normal road surface luminance for each of the image data, estimates a surface shape for each of the detected high luminance areas, and, if the estimated surface shape of the estimated high luminance area does not match the surface shape of a predetermined planar obstacle, estimates the estimated high luminance area to be a puddle, thereby acquiring information about puddles on the road surface; a wheel passing position estimating unit that estimates a position where wheels of the host vehicle will pass when the host vehicle travels along the target travel route set within the travel lane, based on the surrounding environment information including puddle information about the puddle, road information about a road on which the host vehicle is traveling, and host vehicle information about the host vehicle; Equipped with A vehicle driving control device characterized in that the target driving route setting unit re-sets a new target driving route that takes into account the puddles based on the puddle information and information on the positions where the wheels will pass.

2. 2. The vehicle cruise control device according to claim 1, wherein the surrounding environment information acquisition device further acquires surrounding environment information including map information by communicating with another vehicle or an external server device.

3. The vehicle driving control device according to claim 1, characterized in that the wheel passing position estimation unit estimates the position where the wheels of the host vehicle will pass based on the surrounding environment information including setting information regarding the currently set target driving route, puddle information having at least position information of the puddle in the driving lane and surface shape information of the puddle, road information including at least lane width information of the driving lane on the road on which the host vehicle is traveling, and host vehicle information including at least vehicle width information or tread width information of the host vehicle.

4. when it is determined that the estimated puddle can be avoided reliably based on the surrounding environment information, the target travel route setting unit resets a new target travel route that can reliably avoid the puddle; A vehicle driving control device as described in claim 1 or claim 3, characterized in that if it is determined that the estimated puddle cannot be reliably avoided, a new target driving path is reset that can prevent splashing from the puddle when passing over a portion of the puddle.

Images