Driving support device

Abstract

To reduce anxiety or discomfort given to a driver by appropriately controlling a vehicle speed of an own vehicle when an object target is detected on a crosswalk which a vehicle reaches after turning right or left when the vehicle turns right or left at an intersection in automatic driving.SOLUTION: A driving support device 1 includes a camera unit 21, a target detection area setting unit 22a, and a traveling control calculation unit 22b. The camera unit 21 acquires traveling environment information in front of an own vehicle, and recognizes an object target based on the traveling environment information. The target detection area setting unit 22a sets a stop area in front of the own vehicle, and sets a deceleration area in right and left sides of the stop area. The traveling control calculation unit 22b controls the own vehicle to be stopped when the object target is detected in the stop area, and controls the own vehicle to be decelerated when the object target is detected in the deceleration area.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a driving support device that appropriately controls the vehicle speed of a host vehicle when a target object is detected in an object detection area set in front of the host vehicle.

Background Art

[0002] Conventionally, when a driver (operator) sets a destination, a driving route from the current location to the destination is set, and in an automatic driving section, there is known a driving support device that automatically drives the host vehicle on behalf of the driver. In driving support by automatic driving on a general road, a driving environment in front of the host vehicle is recognized by a sensing device such as a camera, and the presence or absence of a preceding vehicle, the traffic light color of a traffic signal, the direction indicated by an arrow traffic signal, etc. are constantly monitored.

[0003] When a preceding vehicle is detected in front of the traveling direction of the host vehicle, the host vehicle speed is controlled to a predetermined value based on the inter-vehicle distance from the preceding vehicle, the relative vehicle speed, etc. Also, when the traffic signal indication (traffic light color) installed at an intersection is blue (green signal), or even when the traffic signal indication is red (red signal) and the arrow direction indicated by the arrow traffic signal is the traveling direction of the host vehicle, the host vehicle is made to enter the intersection and the host vehicle is driven along the target traveling path set along the driving route, such as straight ahead, turning right or left.

[0004] At that time, for example, as disclosed in Patent Document 1 (Japanese Unexamined Patent Application Publication No. 2010-79425), when an object target such as a pedestrian crossing a crosswalk is detected based on information from a sensing device, there is also known a technique for automatically stopping the host vehicle in front of this object target.

Prior Art Documents

Patent Documents

[0005]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0006] By the way, in the case of automatic driving, when the host vehicle travels straight in the driving lane along the target travel route, or turns right or left from an intersection, and a target object is detected in front of the host vehicle, it is determined whether there is a possibility that the host vehicle will collide with the target object. If there is no possibility of collision, control is performed to allow the vehicle to pass as it is.

[0007] In this case, since the driver has already visually recognized the target object before it confronts the front of the host vehicle, when the host vehicle confronts the target object, the driver will be made to feel uneasy about whether the host vehicle will actually stop automatically.

[0008] As a countermeasure, for example, as disclosed in Patent Document 2 (Japanese Patent Application Laid-Open No. 2019-212095), when a target object attempting to cross a crosswalk is detected, it is also conceivable to stop the host vehicle in the automatic driving control until the target object crosses the crosswalk. However, for example, on a road with a left-hand traffic regulation, when the target object moves from the left sidewalk across the front of the host vehicle in the direction of the right sidewalk, that is, in a direction away from the host vehicle, although the driver expects to start moving, in the automatic driving control, the vehicle is kept in a stopped state until the target object crosses completely, which will make the driver feel uncomfortable.

[0009] An object of the present invention is to provide a driving support device that can appropriately control the vehicle speed of the host vehicle when a target object is detected in front of the host vehicle, thereby reducing the uneasiness and discomfort felt by the driver.

Means for Solving the Problems

[0010] One aspect of the present invention is a driving support device including a driving environment information acquisition unit that acquires driving environment information in front of the host vehicle, an object target recognition unit that recognizes an object target based on the driving environment information acquired by the driving environment information acquisition unit, an object target detection area setting unit that sets an object target detection area for detecting the object target recognized by the object target recognition unit in front of the host vehicle, and a driving control calculation unit that controls the driving state of the host vehicle when the object target is detected in the object target detection area set by the object target detection area setting unit. The object target detection area setting unit includes a parking area setting unit that sets a parking area in front of the host vehicle, and a deceleration area setting unit that sets deceleration areas on the left and right of the parking area set by the parking area setting unit. The driving control calculation unit includes a parking control unit that causes the host vehicle to perform a parking control when the object target recognized by the object target recognition unit is detected in the parking area set by the parking area setting unit, and a deceleration control unit that causes the host vehicle to perform a deceleration control when the object target recognized by the object target recognition unit is detected in the deceleration area set by the deceleration area setting unit. The object detection area setting unit changes and sets the object detection area based on the presence or absence of an adjacent lane adjacent to the driving lane on which the host vehicle is traveling. to do.

Effect of the Invention

[0012] According to the present invention, deceleration areas are set on the left and right of the parking area set in front of the host vehicle, and when an object target is detected in this deceleration area, the host vehicle is decelerated. Therefore, when the host vehicle makes a right or left turn at an intersection, if an object target moving on the crosswalk at the right turn destination or the left turn destination is detected in the deceleration area, the host vehicle is appropriately decelerated, so that the sense of uneasiness and discomfort given to the driver can be reduced.

Brief Description of the Drawings

[0013]

Figure 1

Figure 2

Figure 3A

Figure 3B

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11A

Figure 11B

Figure 12

Figure 13

Figure 14A

Figure 14B

Figure 15A

Figure 15B

Mode for Carrying Out the Invention

[0014] Hereinafter, an embodiment of the present invention will be described based on the drawings. In this embodiment, the description is based on a road with left-side traffic regulations. Therefore, in the case of right-side traffic regulations, read it in reverse and apply it.

[0015] The driving support device 1 shown in FIG. 1 is mounted on the host vehicle M (see FIGS. 7 to 15B). This driving support device 1 includes a locator unit 11, a camera unit 21 as a driving environment information acquisition unit, and an automatic driving control unit 22.

[0016] The locator unit 11 estimates the position of the host vehicle M on the road map (host vehicle position) and acquires road map data around the host vehicle position. Further, the camera unit 21 acquires driving environment information in front of the host vehicle M, and recognizes lane lines, road shapes, crosswalks, preceding vehicles, and target objects such as pedestrians and bicycles that demarcate the lane (driving lane) in which the host vehicle M is traveling, and also obtains the road curvature at the center of the lane line, the inter-vehicle distance and relative speed with the preceding vehicle, and the like.

[0017] The locator unit 11 has a map locator arithmetic unit 12 and a high-precision road map database 13. The map locator arithmetic unit 12, the forward driving environment recognition unit 21d described later, and the automatic driving control unit 22 are each composed of a microcontroller including a CPU, a RAM, a ROM, a rewritable nonvolatile memory (flash memory or EEPROM), and peripheral devices. Programs and fixed data necessary for the CPU to execute each process are stored in the ROM. The RAM is provided as a work area for the CPU, and various data in the CPU are temporarily stored. Note that the CPU is also called an MPU (Microprocessor) or a processor. Alternatively, a GPU (Graphics Processing Unit) or a GSP (Graph Streaming Processor) may be used instead of the CPU. Or, the CPU, GPU, and GSP may be selectively combined and used.

[0018] In addition, a GNSS (Global Navigation Satellite System) receiver 14 and a destination information input device 15 are connected to the input side of the map locator calculation unit 12. The GNSS receiver 14 receives positioning signals transmitted from a plurality of positioning satellites. Further, when the driver, who is the operator, inputs destination information (such as an address, a telephone number, a selection from a registration list displayed on the monitor, etc.) into the destination information input device 15, the corresponding position coordinates (latitude, longitude) are acquired, and this position coordinates are set as the destination.

[0019] The map locator calculation unit 12 includes a host vehicle position estimation calculation unit 12a, a road map information acquisition unit 12b, and a target travel route setting calculation unit 12c. The host vehicle position estimation calculation unit 12a acquires the position coordinates (latitude, longitude), which are the position information of the host vehicle M, based on the positioning signals received by the GNSS receiver 14.

[0020] The road map information acquisition unit 12b performs map matching on the position coordinates of the host vehicle M and the position coordinates (latitude, longitude) of the destination set by the destination information input device 15 on the road map stored in the high-precision road map database 13. Then, both positions are specified, and the road map information around the destination from the current host vehicle position is transmitted to the target travel route setting calculation unit 12c. This high-precision road map database 13 is a large-capacity storage medium such as an HDD, and high-precision road map information (dynamic map) is stored therein. This high-precision road map information holds the lane data (lane width data, lane center position coordinate data, lane traveling azimuth angle data, speed limit, etc.) required for performing autonomous driving.

[0021] First, the target travel route setting calculation unit 12c creates a driving route connecting the current position map-matched by the road map information acquisition unit 12b and the destination on the road map. Next, on this driving route, a target travel route (such as straight-ahead, right or left turn from an intersection, driving lanes such as the left lane, the center lane, the right lane, etc. on a straight road, and the lateral position within the lane, etc.), which is the traveling direction for automatically driving the host vehicle M, is sequentially set and updated up to several hundred meters to several kilometers ahead of the host vehicle M. Incidentally, the information on this target travel route is read by the autonomous driving control unit 22.

[0022] On the one hand, the camera unit 21 is fixed to the upper center of the front part of the vehicle interior of the host vehicle M. This camera unit 21 includes an in-vehicle camera (stereo camera) composed of a main camera 21a and a sub-camera 21b, an image processing unit (IPU) 21c, and a forward driving environment recognition unit 21d. Both cameras 21a and 21b are arranged at symmetric positions with respect to the center in the vehicle width direction and have a predetermined baseline length. Also, as shown by the dashed line in FIG. 1, both cameras 21a and 21b are wide-angle cameras and can image a wide range on the left and right in the vehicle width direction immediately in front of the host vehicle M. Incidentally, both of these cameras 21a and 21b may be omnidirectional cameras.

[0023] The camera unit 21 performs predetermined image processing on the driving environment image information obtained by imaging a predetermined imaging area in front of the host vehicle M with both cameras 21a and 21b by the IPU 21c. The forward driving environment recognition unit 21d reads the driving environment image information image-processed by the IPU 21c and recognizes and acquires the forward driving environment based on this driving environment image information. The forward driving environment information to be acquired includes the road shape (road curvature [1 / m] at the center of the dividing line that divides the left and right, and the width between the left and right dividing lines (vehicle width)) of the travel route (host vehicle travel route) on which the host vehicle M travels, stationary object targets such as intersections and road signs, object targets such as pedestrians and bicycles, and the indication (light color) of traffic lights. Therefore, this forward driving environment recognition unit 21d has a function as an object target recognition unit.

[0024] In this case, the camera unit 21 may be a monocular camera with only the main camera 21a, and one or a combination of an ultrasonic sensor, a millimeter-wave radar, a microwave radar, an infrared sensor, a laser radar, and LiDAR (Light Detection And Ranging) may be adopted instead of the sub-camera 21b to search a wide range in front of the host vehicle M.

[0025] Furthermore, the automatic driving control unit 22 includes an object detection area setting unit 22a and a travel control calculation unit 22b. On the input side, a map locator calculation unit 12, a forward travel environment recognition unit 21d of the camera unit 21, and a host vehicle state sensor 16 are connected. This host vehicle state sensor 16 is a general term for a group of sensors that detect various states of the host vehicle M, and includes a vehicle speed sensor that detects the vehicle speed (host vehicle speed) of the host vehicle M, an acceleration sensor that detects the longitudinal acceleration acting on the host vehicle M, a yaw rate sensor that detects the yaw rate acting on the host vehicle M, a brake sensor that detects the depression of the brake pedal, and the like.

[0026] Also, on the output side of this automatic driving control unit 22, a steering control unit 31 that causes the host vehicle M to travel along a target travel route, a brake control unit 32 that decelerates the host vehicle M by a forced brake, an acceleration / deceleration control unit 33 that controls the output of a drive source (engine, motor, etc.) mounted on the host vehicle M, and an alarm device 34 are connected.

[0027] The object detection area setting unit 22a reads the target travel route on which the host vehicle M is currently traveling, which is set by the target travel route setting calculation unit 12c of the map locator calculation unit 12, and acquires the travel lane width WLINE on the target travel route from the high-precision road map database 13. Note that this travel lane width WLINE may be acquired from the travel environment of the host vehicle M imaged by the camera unit 21.

[0028] Then, based on this travel lane width WLINE, an object detection area AOB is set in a travel route length Lm (for example, 20 to 40 [m]) along the target travel route from the host vehicle M. This object detection area AOB includes a non-turn object detection area AOB1, which is set during travel other than right and left turns, such as a straight road or a curved road, as shown in FIGS. 8 to 10, a right / left turn object detection area AOB2, which is set before entering an intersection when making a right / left turn, as shown in FIG. 11A, and an object detection area AOB2', which is set after entering an intersection when making a right / left turn, as shown in FIG. 11B. Note that the setting of the object detection areas AOB1, AOB2, and AOB2' will be described later.

[0029] The traveling control calculation unit 22b checks whether or not the target object OB has been detected in the target object detection area AOB set by the target object detection area setting unit 22a. When the target object OB is detected within the target object detection area AOB, the traveling state of the host vehicle M is controlled according to the positional relationship between the host vehicle M and the target object OB.

[0030] In addition, in the present embodiment, the target object OB is limited to a moving object permitted to move on a sidewalk, such as a pedestrian or a bicycle. This target object OB is recognized, for example, based on the environmental information read by the forward traveling environment recognition unit 21d, using well-known template matching processing, feature point detection processing, or the like.

[0031] In the above-described target object detection area setting unit 22a, the respective target object detection areas AOB1, AOB2, and AOB2' are set according to the traveling lane width WLINE and the left and right adjacent lane widths Wr and Wl (see FIGS. 9 to 11B). The target object detection area AOB1 other than right and left turns is set according to the target object detection area setting routine other than right and left turns shown in FIG. 2. On the other hand, the target object detection area AOB2 for right and left turns before entering an intersection is set according to the target object detection area setting routine for right and left turns before entering an intersection shown in FIG. 3A, and the target object detection area AOB2' for right and left turns after entering an intersection is set according to the target object detection area setting routine for right and left turns after entering an intersection shown in FIG. 3B.

[0032] First, the target object detection area setting routine other than right and left turns (such as a straight road or a curved road) shown in FIG. 2 will be described. In this routine, in step S1, the lane width (traveling lane width) WLINE of the current lane in which the host vehicle M is traveling is read. This traveling lane width WLINE is acquired from the information stored in the high-precision road map database 13 of the locator unit 11. Alternatively, the traveling lane width WLINE may be acquired from the traveling environment in front of the host vehicle M imaged by the camera unit 21.

[0033] Next, proceed to step S2, calculate the right parking width Wrst (Wrst ← WLINE / 2), and calculate the left parking width Wlst in step S3 (Wlst ← WLINE / 2). That is, as shown in FIG. 7, the right parking width Wrst and the left parking width Wlst are set based on the center of the driving lane width WLINE (the center of the lane width) set as the target travel path, and are set by the road widths (WLINE / 2) on the left and right thereof. When the object target OB is detected in this area, the parking control for stopping the host vehicle M in front of the object target OB is executed in the travel control calculation unit 22b described later for these left and right parking widths Wlst, Wrst.

[0034] Thereafter, in step S4, check whether an adjacent lane (right adjacent lane) is detected on the right side of the driving lane. The presence or absence of this right adjacent lane is obtained from the information stored in the high-precision road map database 13 of the locator unit 11 or from the driving environment in front of the host vehicle M imaged by the camera unit 21.

[0035] If the right adjacent lane is detected, proceed to step S5. Also, if the host vehicle M is traveling in the rightmost lane or on a one-lane road on one side, and thus the right adjacent lane is not detected, branch to step S6.

[0036] When proceeding to step S5, calculate the right deceleration width Wrdc from the following formula and proceed to step S7. Wrdc ← Wrst + Wr Here, Wr is the lane width of the right adjacent lane.

[0037] Also, when branching to step S6, calculate the right deceleration width Wrdc from the following formula and proceed to step S7. Wrdc ← Wrst + Wi0 Here, WiO is the initial expansion amount (offset amount) for setting the deceleration area, and is set to a relatively small value (for example, 0.3 to 0.5 [m]) because there is no adjacent lane.

[0038] Next, when proceeding from step S5 or from step S6 to step S7, it is checked whether an adjacent lane (left adjacent lane) is detected on the left side of the driving lane. If the left adjacent lane is detected, the process proceeds to step S8. Also, if the host vehicle M is traveling in the leftmost lane or on a road with one lane on each side, and thus the left lane is not detected, the process branches to step S9.

[0039] When proceeding to step S8, the left deceleration width Wldc is calculated from the following equation and the process proceeds to step S10. Wldc←Wlst+Wl Here, Wl is the lane width of the left adjacent lane.

[0040] Also, when branching to step S9, the left deceleration width Wldc is calculated from the following equation and the process proceeds to step S10. Wldc←Wlst+Wi0

[0041] When the object target OB is detected in the region of each side deceleration width Wrdc calculated in step S5 or S6 or in the region of Wldc calculated in step S8 or S9, the automatic driving control unit 22 sets and obtains a target deceleration for the host vehicle M to pass by the side of the object target OB by creeping driving in the traveling control calculation unit 22b described later.

[0042] For example, in the case of a one-lane road on each side, as shown in FIG. 8, since there are no adjacent lanes on both sides of the driving lane, when the driving lane width WLINE is 3.5 [m], both the left and right stop widths Wlst and Wrst are 1.75 [m]. Therefore, the side deceleration widths Wrdc and Wldc are both 1.75 + Wi0 [m]. Also, as shown in FIG. 9, in a road with two or more lanes on each side when the host vehicle M is traveling in the leftmost driving lane, the right deceleration width Wrdc is 1.75 + Wr [m], and the left deceleration width Wldc is 1.75 + Wi0 [m]. Further, as shown in FIG. 10, for example, when the host vehicle M is traveling in the center driving lane of a three-lane road on each side, since there are adjacent lanes on the left and right, the right deceleration width Wrdc is 1.75 + Wr [m], and the left deceleration width Wldc is 1.75 + Wl [m].

[0043] Next, when proceeding from step S8 or step S9 to step S10, left and right parking areas Alst and Arst are set. As shown in FIGS. 8 to 10, the left and right parking areas Alst and Arst are areas surrounded by the left and right parking widths Wlst and Wrst and the travel path length Lm preset from the host vehicle M. Incidentally, the processes in the above-described steps S2, S3, S10, steps S22A, S23A, S26A to be described later, and steps S22B, S23B, S26B correspond to the parking area setting unit of the present invention.

[0044] Then, when proceeding to step S11, left and right deceleration areas Aldc and Ardc are set and the routine is exited. Incidentally, the processes in the above-described steps S5, S6, S8, S9, S11, steps S24A, S25A, S27 to be described later, and steps S24B, S25B, S27B correspond to the deceleration area setting unit of the present invention.

[0045] As shown in FIGS. 8 to 10, the left and right deceleration areas Aldc and Ardc are areas surrounded by the left and right parking widths Wlst and Wrst and the travel path length Lm preset from the host vehicle M, and are areas excluding the overlapping areas with the left and right parking areas Alst and Arst set in step S10, that is, are set on both sides of the travel lane width WLINE.

[0046] Incidentally, the left and right parking areas Alst and Arst and the left and right deceleration areas Aldc and Ardc constitute a target detection area AOB1 other than right and left turns. This target detection area AOB1 other than right and left turns is applied when the target travel path proceeds in a direction other than turning right or left (going straight, curving, etc.) at an intersection in a travel control routine to be described later.

[0047] By the way, as shown in FIGS. 12 and 13, when the target travel path of the host vehicle M is set in the straight-ahead direction, the target travel path and the direction in which the host vehicle M is facing are always substantially the same. Therefore, if the parking areas Alst and Arst are set to the same width as the travel lane width WLINE, when an object target OB is detected in front of the host vehicle M, automatic parking control to be described later is executed, so that the host vehicle M can be safely stopped in front of the object target OB.

[0048] Also, since the left deceleration area Aldc is set with the initial widening amount Wi0 on the left side of this parking area Alst, when an object target (bicycle, pedestrian) OB is detected in the left deceleration area Aldc, the host vehicle M can pass through at a slow speed without stopping. Note that by setting the left deceleration area Aldc with the initial widening amount Wi0, it is possible to prevent the host vehicle M from being unnecessarily decelerated when passing an object target OB moving at a position laterally separated from the host vehicle M.

[0049] On the other hand, on the right side of the host vehicle M, if the road has two or more lanes on one side, it is the adjacent lane, and if it has one lane on one side, it is the oncoming lane. When the host vehicle M is traveling, the probability of an object target (bicycle, pedestrian) OB passing through is low. However, as shown in FIG. 12, if there is a parked vehicle P such as a breakdown vehicle in the adjacent lane, there is a possibility that a passenger in this parked vehicle P will jump out onto the traveling lane side of the host vehicle M. Therefore, by setting the right deceleration area Ardc with the adjacent lane width Wr on the right side of the parking area Arst, when an object target (passenger) OB is detected in this right deceleration area Ardc, the host vehicle M can pass through at a slow speed.

[0050] Furthermore, the object target detection area setting unit 22a sets the right / left turn object target detection area AOB2 before entering the intersection according to the intersection approach object target detection area setting routine shown in FIG. 3A. In this routine, first, in steps S21A to S23A, similar to steps S1 to S3 described above, the left and right side parking widths are calculated based on the traveling lane width WLINE (Wlst←WLINE / 2, Wrst←WLINE / 2). Right Left turn Object It is set according to the detection area setting routine. In this routine, first, in steps S21A to S23A, similar to steps S1 to S3 described above, the left and right side parking widths are calculated based on the traveling lane width WLINE (Wlst←WLINE / 2, Wrst←WLINE / 2).

[0051] Thereafter, it proceeds to step S24A, and the right deceleration width Wrdc is calculated based on the right side parking width Wrst and the right side adjacent lane width Wr (Wrdc←Wrst+Wr). Note that the right side adjacent lane width Wr during a right turn applies the traveling lane width WLINE.

[0052] Thereafter, proceed to step S25A, and calculate the left deceleration width Wldc based on the left stop width Wlst and a preset initial widening amount (offset amount) Wi0 (Wldc ← W ls t + Wi0).

[0053] When the host vehicle M enters an intersection to turn right or left by automatic driving and an object target OB is detected in the regions of the left and right deceleration widths Wldc, Wrdc, the traveling control calculation unit 22b described later sets a target deceleration for the host vehicle M to pass near the object target OB at a slow speed.

[0054] Thereafter, when proceeding to step S26A, set the left and right stop regions Alst, Arst before entering the intersection for right and left turns. As shown in FIG. 11A, the left and right stop regions Alst, Arst are regions surrounded by the left and right stop widths Wlst, Wrst and a preset travel path length Lm from the host vehicle M.

[0055] Next, when proceeding to step S27A, set the left and right deceleration regions Aldc, Ardc and exit the routine. As shown in FIG. 11A, the left and right deceleration regions Aldc, Ardc are regions surrounded by the left and right deceleration widths Wldc, Wrdc and a preset travel path length Lm in front of the host vehicle M, and are regions excluding the overlapping regions with the left and right stop regions Alst, Arst set in step S26A.

[0056] Therefore, the left deceleration region Aldc is set with a width of the initial widening amount Wi0 to the left of the driving lane width WLINE. On the other hand, the right deceleration region Ardc is set with a width of the right adjacent lane width Wr to the right of the driving lane width WLINE. Note that the left and right stop regions Alst, Arst and the left and right deceleration regions Aldc, Ardc constitute a right and left turn target detection region AOB2 before entering the intersection.

[0057] Incidentally, as shown in FIG. 14A, when the target travel path of the host vehicle M is set to turn left from an intersection, the right / left turning object detection area AOB2 is set from the travel lane in front of the intersection to the travel lane side in the left-turning direction along the target travel path. Therefore, for example, as shown in FIG. 14A, when an object target (pedestrian) OB crosses the crosswalk from the sidewalk on the oncoming lane side of the left-turn destination, if the object target (pedestrian) OB is detected in the right deceleration area Ardc of the right / left turning object detection area AOB2 set in front of the host vehicle M, the automatic driving control unit 22 executes deceleration control.

[0058] On the other hand, as shown in FIG. 14A, when an object target (bicycle) OB moving from left to right across the crosswalk is detected in the left / right stop areas Alst and Arst set in the travel lane of the left-turn destination, the automatic driving control unit 22 executes stop control.

[0059] In this case, if the right deceleration area Ardc is not set adjacent to the right stop area Arst as in the conventional case, the object target (pedestrian) OB will not be captured in the left / right stop areas Alst and Arst, so the host vehicle M will pass by the side of the object target (pedestrian) OB without slowing down. However, since the driver recognizes the object target (pedestrian) OB at the left-turn destination, the driver becomes anxious as to whether or not the host vehicle M will actually stop when the object target (pedestrian) OB approaches the host vehicle M.

[0060] On the contrary, in this embodiment, since the right deceleration area Ardc is set immediately to the right of the right stop area Arst, when the object target (pedestrian) OB is detected in the right deceleration area Ardc, a slow driving operation is performed by deceleration control, so that the driver is not given a sense of uneasiness.

[0061] On the other hand, as shown in FIG. 14A, the left deceleration area Aldc set in the right / left turning object detection area AOB2 is uniformly set with a width of an initial expansion amount Wi0 adjacent to the left stop area Alst. Therefore, it is possible to prevent misidentifying an object target (pedestrian, bicycle, etc.) existing on the sidewalk as the control target object OB and unnecessarily executing deceleration control.

[0062] Next, the setting of the right / left turn object detection area AOB2' after entering the intersection will be described according to the routine shown in FIG. 3B.

[0063] In this routine, first, in step S21B, the lane width (travel lane width) WLINE of the current lane in which the host vehicle M is traveling is read, and the process proceeds to step S22B, where the right stop width Wrst is calculated from the following equation. Wrst←(WLINE / 2)+Wi1 Here, Wi1 is the first widening amount (offset amount). Therefore, the right stop width Wrst is set wider than the left stop width Wlst by the amount of the first widening width Wi1.

[0064] Incidentally, this first 1 magnification widening amount Wi1, the initial widening amount Wi0, and the second widening amount Wi2 described later have a relationship of Wi2>Wi1>Wi0, and the second widening amount Wi2 is set wider than the width of the lane adjacent to the travel lane of the host vehicle M. Incidentally, in the present embodiment, Wi1 is set to about 1 [m] and Wi2 is set to about 5 [m].

[0065] Next, the process proceeds to step S23B, where the left stop width Wlst is calculated (Wlst←WLINE / 2), and the process proceeds to step S24B. In step S24B, the right deceleration width Wrdc is calculated based on the right stop width Wrst and the second widening width Wi2 (Wrdc←Wrst+Wi2). Therefore, this right deceleration width Wrdc is set wider than the right deceleration width Wrdc set before entering the intersection (see FIGS. 11A and 11B). Then, the process proceeds to step S25B, where the left deceleration width Wldc is calculated based on the left stop width Wlst and the initial widening amount Wi0 (Wldc←Wlst+Wi0).

[0066] When the host vehicle M enters the intersection to make a right turn or a left turn by automatic driving, since it approaches the crosswalk on the right turn or left turn side more than before entering the intersection, by setting the right deceleration width Wrdc wider, when the object OB is detected, deceleration control can be executed earlier. Can be enlarged.

[0067] After that, when proceeding to step S26B, left and right stop areas Alst and Arst after entering the intersection are set. As shown in FIG. 11B, the left and right stop areas Alst and Arst are areas surrounded by the left and right stop widths Wlst and Wrst and the travel path length Lm set in advance in front of the host vehicle M.

[0068] Next, when proceeding to step S27B, left and right deceleration areas Aldc and Ardc are set and the routine is exited. As shown in FIG. 11B, the left and right deceleration areas Aldc and Ardc are areas surrounded by the left and right deceleration widths Wldc and Wrdc and the travel path length Lm set in advance in front of the host vehicle M, excluding the overlapping areas with the left and right stop areas Alst and Arst set in step S26B. The left deceleration area Aldc is set with a width of an initial expansion amount Wi0 on the left side of the travel lane width WLINE. On the other hand, the right deceleration area Ardc is at a position shifted by a first expansion width Wi1 from the right side of the travel lane width WLINE and is set with a width of the difference (Wi2 - Wi1). Note that the right and left turn object detection area AOB2' after entering the intersection is constituted by the left and right stop areas Alst and Arst and the left and right deceleration areas Aldc and Ardc.

[0069] By the way, as shown in FIG. 14B, when the host vehicle M attempts to make a left turn from the intersection and an object OB moving on the crosswalk at the left turn destination is detected, first, in the left and right deceleration areas Ardc and Ardc, the automatic driving control unit 22 can execute deceleration control at an early stage by detecting the object OB.

[0070] Also, as shown in FIG. 14B, when an object target (pedestrian, bicycle, etc.) OB moving on the crosswalk is detected in the left and right stop areas Alst and Arst set in the travel lane at the left turn destination, the automatic driving control unit 22 executes stop control.

[0071] The target detection area AOB2' set after entering this intersection is such that when the host vehicle M has completed a left turn or a right turn and the direction of the host vehicle M coincides with the target travel path set for the left turn destination or the right turn destination, in the driving control routine described later, the target detection area AOB is switched from the left / right turn target detection area AOB2' to the non-left / right turn target detection area AOB1.

[0072] Therefore, as will be described later, the left / right turn target detection area AOB2 is set only from when an intersection is detected at a predetermined front (Lm + α) of the host vehicle M until the host vehicle M enters the intersection. When the host vehicle M enters the intersection, the left / right turn target detection area AOB2' is set only until the left turn or the right turn of the host vehicle M is completed.

[0073] Also, when the left / right turn target detection areas AOB2 and AOB2' are set when the host vehicle M makes a right turn at an intersection, as shown in FIGS. 15A and 15B, the target object (pedestrian) OB trying to cross the crosswalk from the sidewalk on the driving lane side of the right turn destination first Left is detected in the deceleration area A l by dc and deceleration control is executed. Next, the target object (pedestrian) OB Left is detected in the stop area A l by st and stop control is executed. On the other hand, when an object target (bicycle) OB is about to cross the crosswalk on the right turn destination from the sidewalk on the oncoming lane side, first, the object target (bicycle) OB is detected in the right deceleration area Ardc and deceleration control is executed. Next, this object target (bicycle) OB is detected in the right stop area Arst and stop control is executed.

[0074] Therefore, when the automatic driving control unit 22 detects an object target OB about to cross the crosswalk at the right turn destination, first, deceleration control is executed, and then stop control is executed. Therefore, there is no possibility of giving the driver the uneasiness that deceleration control is not started even though the driver recognizes the object target OB. Similarly, object targets (pedestrians, bicycles) OB crossing the crosswalk can also gain a sense of security by recognizing the deceleration of the host vehicle M.

[0075] The off - right - and - left - turn object detection area AOB1 and the right - and - left - turn object detection areas AOB2 and AOB2' set by the above - mentioned object detection area setting unit 22a are read by the driving control calculation unit 22b.

[0076] In this driving control calculation unit 22b, when the host vehicle M makes a right - or - left - turn at an intersection, before entering the intersection, the right - and - left - turn object detection area AOB2 is read, and after entering the intersection, the right - and - left - turn object detection area AOB2' is read. Otherwise, the off - right - and - left - turn object detection area AOB1 is read. Then, when the driving control calculation unit 22b detects the target object OB in the read object detection area AOB1, AOB2 or AOB2', it executes driving control.

[0077] The driving control of the host vehicle M executed by this driving control calculation unit 22b is specifically performed according to the driving control routine shown in FIG. 4. In this routine, first, in step S31, it is checked whether an intersection is detected in the section (Lm + α) obtained by further adding a forward length α of several [m] to several tens of [m] to the above - mentioned travel route length Lm of the target travel route set by the target travel route setting calculation unit 12c of the map locator calculation unit 12. Whether an intersection is detected is obtained based on the forward driving environment recognized by the forward driving environment recognition unit 21d of the camera unit 21. Alternatively, since the intersection is static information on the road map, it may be detected from the road map information obtained by the road map information acquisition unit 12b.

[0078] And, for example, as shown in FIG. 12, when the target travel route is set on a straight - ahead road and no intersection is detected in the section obtained by adding a forward length of several [m] to several tens of [m] to the travel route length Lm, it jumps to step S34. When an intersection is detected, it proceeds to step S32.

[0079] When proceeding to step S32, it is checked whether the target travel route set by the target travel route setting calculation unit 12c is in the direction of turning right or left at the intersection detected in step S31. When the target travel route is set in the direction of going straight through the intersection, it proceeds to step S34. When the target travel route is set in the direction of turning right or left at the intersection, it branches to step S33.

[0080] When proceeding from step S31 or from step S32 to step S34, the target detection area AOB is set to the target detection area AOB1 other than right and left turns set by the target detection area setting routine other than right and left turns shown in FIG. 2, and then proceed to step S37 (AOB ← AOB1).

[0081] Also, when branching to step S33, the host vehicle M examines whether it is in front of the intersection, that is, before entering the intersection or after entering the intersection, based on the forward driving environment recognized by the forward driving environment recognition unit 21d of the camera unit 21. Alternatively, the vehicle position is mapped to the road map information acquired by the road map information acquisition unit 12b for detection.

[0082] If it is determined that the host vehicle M is traveling in front of the intersection, it branches to step S35. If it is determined that the host vehicle M has entered the intersection, it branches to step S36.

[0083] When proceeding to step S35, the target detection area AOB is set to the right and left turn target detection area AOB2 set by the right and left turn target detection area setting routine before entering the intersection shown in FIG. 3A, and then proceed to step S37 (AOB ← AOB2).

[0084] On the other hand, when branching to step S36, the target detection area AOB is set to the right and left turn target detection area AOB2' set by the right and left turn target detection area setting routine after entering the intersection shown in FIG. 3B, and then proceed to step S37 (AOB ← AOB2').

[0085] When proceeding from any of steps S34 to S36 to step S37, it is determined whether or not a target object (pedestrian, bicycle) OB is detected in the target detection area AOB based on the forward driving environment recognized by the forward driving environment recognition unit 21d of the camera unit 21. If the target object OB is detected, proceed to step S38. If the target object OB is not detected, exit the routine.

[0086] When proceeding to step S38, it is examined whether the object target OB is detected in at least one of the left and right parking areas Alst and Arst. If it is determined that the object target OB is detected in at least one of the parking areas Alst and Arst, the process proceeds to step S39 to calculate the target parking vehicle speed Vtgt_st. Also, in step S38, if it is determined that the object target OB is not detected in either of the left and right parking areas Alst and Arst, it is determined that the object target OB is in the deceleration areas Aldc and Ardc, and the host vehicle M can pass through at a slow speed without stopping. Then, the process branches to step S40 to calculate the target deceleration vehicle speed Vtgt_dc.

[0087] The target parking vehicle speed Vtgt_st calculated in step S39 described above is obtained by the target parking vehicle speed calculation subroutine shown in FIG. 5. In this subroutine, first, in step S51, it is examined whether the distance (distance between objects) Lob (where Lob ≦ Lm) from the object target OB in front of the host vehicle M recognized by the above-described forward driving environment recognition unit 21d is longer than a preset parking distance Lst (2 to 3 [m]). If it is determined that the distance between objects Lob is longer than the parking distance Lst (Lob > Lst), the process proceeds to step S52. On the other hand, in step S51, if it is determined that the distance between objects Lob is within the parking distance Lst (Lob ≦ Lst ), the process branches to step S53, and a well-known emergency stop process for immediately stopping the host vehicle M is executed to exit the routine.

[0088] Also, when proceeding to step S52, the target parking vehicle speed Vtgt_st is calculated based on the following formula (1), and the process proceeds to step 41 in FIG. 4.

Equation

[0089] Here, g: gravitational acceleration [m / S 2, Gtgt: Target deceleration rate (negative acceleration rate) [%], V0: Current vehicle speed (initial speed) [Km / h]. This equation (1) calculates the target stop vehicle speed Vtgt_st at which the current vehicle speed V0 becomes 0 [Km / h] when moving by (Lob - Lst) from the current vehicle speed V0 for each calculation cycle. The target deceleration rate Gtgt may be a fixed value that can be arbitrarily set, or it may be a variable value set based on the vehicle speed V0.

[0090] Note that (g·Gtgt) is the required deceleration (negative acceleration). When expressed as a = g·Gtgt, the above equation (1) becomes, when Vtgt_st is V and (Lob - Lst) is the travel distance x, 2ax = V 2 -V0 2 and becomes the general formula of.

[0091] Then, when proceeding to step S41 in FIG. 4, the target vehicle speed Vtgt is set to the target stop vehicle speed Vtgt_st calculated in the previous step S52 (Vtgt ← Vtgt_st), and proceed to step S43. Note that the processes in steps S39 and S41 correspond to the stop control unit of the present invention.

[0092] Also, when branching from step S38 to step S40, a deceleration target vehicle speed Vtgt_dc for passing near the target object OB without stopping the host vehicle M is calculated.

[0093] This deceleration target vehicle speed Vtgt_dc is obtained by the deceleration target vehicle speed calculation subroutine shown in FIG. 6. In this subroutine, first, in step S61, the deceleration target vehicle speed Vtgt_dc is calculated from the following equation (2). Vtgt_dc = Vα - Vsub …(2)

[0094] Here, Vα is the static set vehicle speed set for each driving route. On a straight road, it is the speed limit defined for the road. When turning right or left at an intersection, it is the preset passing speed (for example, 20 [Km / h]). Also, Vsub is the deceleration amount for the host vehicle M to safely pass near the object target OB. It may be a fixed value such as 10 [Km / h], or it may be a variable value set for each set vehicle speed Vα.

[0095] Next, proceed to step S62 and compare the deceleration target vehicle speed Vtgt_dc with the creeping speed Vsl. This creeping speed Vsl is the lower limit limiter value that can safely pass by the side of the object target OB and is a fixed value preset such as 5 to 10 [Km / h].

[0096] And when Vtgt_dc ≥ Vsl, directly proceed to step S42 in FIG. 4. On the other hand, when Vtgt_dc < Vsl, proceed to step S63. After setting the deceleration target vehicle speed Vtgt_dc to the creeping speed Vsl (Vtgt_dc ← Vsl), proceed to step S42 in FIG. 4. In step S42 in FIG. 4, set the target vehicle speed Vtgt to the deceleration target vehicle speed Vtgt_dc calculated in step S63 above (Vtgt ← Vtgt_dc) and proceed to step S43. Note that the processes in steps S40 and S42 correspond to the deceleration control unit of the present invention.

[0097] When proceeding to step S43, output the target vehicle speed Vtgt set in step S41 or step S42 and exit the routine.

[0098] The driving control arithmetic unit 22b compares the host vehicle speed detected by the vehicle speed sensor provided in the host vehicle state sensor 16 with the target vehicle speed Vtgt obtained in the driving control routine, and outputs a control signal to the acceleration / deceleration control unit 33 so that the host vehicle speed converges to the target vehicle speed Vtgt, and controls the output of the drive source (engine or motor). Also, when it is determined that it is difficult to decelerate the host vehicle speed to the target vehicle speed Vtgt even by controlling the output of the drive source, a braking signal is output to the brake control unit 32 to forcibly operate the brake and decelerate the host vehicle speed to the target vehicle speed Vtgt.

[0099] Thus, according to this embodiment, in front of the host vehicle M, based on the travel lane width WLINE, stop areas Alst and Arst are set on the left and right across the center of the travel lane, and deceleration areas Aldc and Ardc are set adjacent to both of them. Therefore, when the host vehicle M makes a right turn or a left turn at an intersection, if an object target OB such as a pedestrian or a bicycle is detected in the crosswalk at the right turn destination or the left turn destination in the stop areas Alst and Arst, the vehicle automatically stops. Also, when the object target OB is detected in the deceleration areas Aldc and Ardc, the host vehicle M can pass near the object target OB at a safe speed. As a result, the vehicle speed of the host vehicle M is appropriately controlled, and the uneasiness and discomfort given to the driver can be reduced.

[0100] Furthermore, the stop areas Alst and Arst set at the time of a right turn or a left turn are set such that the stop width Wrst of the right stop area Arst after entering the intersection is wider than the left stop width Wlst before entering the intersection. Therefore, an object target OB crossing the crosswalk from right to left is detected at an early stage and stop control is executed. Therefore, a sense of security can be given to the object target OB.

[0101] Also, in this embodiment, the deceleration areas Aldc and Ardc set at the time of a right turn or a left turn are set such that the right deceleration width Wrdc of the right deceleration area Ardc is wider than the left deceleration width Wldc of the left deceleration area Aldc. Therefore, at the time of a left turn, even if the object target OB approaches the crosswalk from right to left, that is, in the direction approaching the host vehicle M, until immediately before the direction of the host vehicle M gradually turns toward the lane at the left turn destination, the object target OB is quickly detected in the right deceleration area Ardc and deceleration control is executed at an early stage. Therefore, a sense of security can be given to both the passengers of the host vehicle M and the object target OB. Also, since the host vehicle M makes a right turn at the time of a right turn, by quickly detecting the object target OB attempting to cross the crosswalk at the right turn destination in the right deceleration area Ardc, deceleration control is executed. Therefore, a sense of security can be given to the object target OB crossing the crosswalk.

[0102] Furthermore, the driving support device according to the present invention may be applied not only to the above-described automatic driving function, but also as a function of an advanced emergency braking system (AEBS) for reducing collision damage.

Explanation of Signs

[0103] 1…Driving support device, 11…Locator unit, 12…Map locator arithmetic unit, 12a…Self-vehicle position estimation arithmetic unit, 12b…Road map information acquisition unit, 12c…Target travel route setting arithmetic unit, 13…High-precision road map database, 14…GNSS receiver, 15…Destination information input device, 16…Self-vehicle state sensor, 21…Camera unit, 21a…Main camera, 21b…Sub camera, 21c…Image processing unit (IPU), 21d…Forward driving environment recognition unit, 22…Automatic driving control unit, 22a…Object detection area setting unit, 22b…Travel control arithmetic unit, 31…Steering control unit, 32…Brake control unit, 33…Acceleration / deceleration control unit, 34…Alarm device, AOB…Object detection area, AOB1…Object detection area other than right / left turn, AOB2…Object detection area for right / left turn before entering intersection, AOB2'…Object detection area for right / left turn after entering intersection, Aldc…Left deceleration area, Alst…Left stop area, Ardc…Right deceleration area, Arst…Right stop area, Gtgt…Target deceleration rate, Lob…Distance between objects, Lst… Braking distance, Lm… Travel distance, M… Own vehicle, OB… Object target, P… Parked vehicle, V0… Vehicle speed, Vsl… Crawling speed, Vtgt_st… Parking target vehicle speed, Vtgt_dc… Deceleration target vehicle speed, Vtgt… Target vehicle speed, Vα… Set vehicle speed, WLINE… Driving lane width, Wi0… Initial widening amount, Wi1… First widening amount, Wi2… Second widening amount, Wldc… Left deceleration width, Wlst… Left parking width, Wrdc… Right deceleration width, Wrst… Right parking width, Wl… Left adjacent lane width, Wr… Right adjacent lane width, x… Travel distance, α… Forward length

Claims

1. A driving environment information acquisition unit that acquires driving environment information ahead of the host vehicle; an object recognition unit that recognizes an object based on the traveling environment information acquired by the traveling environment information acquisition unit; a target detection area setting unit that sets a target detection area in front of the host vehicle for detecting the target recognized by the target recognition unit; a driving control calculation unit that controls a driving state of the host vehicle when the target object is detected in the target detection area set by the target detection area setting unit; A driving assistance device comprising: The target detection area setting unit is a stopping area setting unit that sets a stopping area in front of the host vehicle; A deceleration area setting unit sets deceleration areas on the left and right of the stopping area set by the stopping area setting unit, The driving control calculation unit is a stop control unit that controls the host vehicle to stop when the object recognized by the object recognition unit is detected in the stopping area set by the stopping area setting unit; a deceleration control unit that controls deceleration of the host vehicle when the object recognized by the object recognition unit is detected in the deceleration region set by the deceleration region setting unit; having The target detection area setting unit changes and sets the target detection area depending on the presence or absence of an adjacent lane adjacent to the driving lane in which the host vehicle is traveling. A driving assistance device comprising:

2. The width of the deceleration area set by the deceleration area setting unit is set wider on the right side than on the left side on roads with left-hand traffic regulations, and is set wider on the left side than on the right side on roads with right-hand traffic regulations.

2. The driving support device according to claim 1.

3. The deceleration area set by the deceleration area setting unit is set so that the width on the right side is wider than the lane width of the lane adjacent to the right side on the road with left-hand traffic regulations, and the width on the left side is wider than the lane width of the lane adjacent to the left side on the road with right-hand traffic regulations.

3. The driving assistance device according to claim 2.

4. The width of the stopping area set by the stopping area setting unit is set to the lane width of the driving lane in which the vehicle is traveling, and when the traveling direction of the vehicle is a right-left turn direction, the right side is set to be wider than the driving lane on a road with left-hand traffic regulations, and the left side is set to be wider than the driving lane on a road with right-hand traffic regulations.

4. A driving support device according to claim 1, wherein the driving support device is a vehicle driving device.

5. The width of the deceleration area set by the deceleration area setting unit is set to a preset initial width increase amount when there is no adjacent lane on the deceleration area side.

4. A driving support device according to claim 1, wherein the driving support device is a vehicle driving device.

6. The target detection area setting unit changes and sets the target detection area before and after the host vehicle enters an intersection when the host vehicle is turning right or left.

2. The driving support device according to claim 1.

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