Driving support device, driving support method, and program

Abstract

To provide an enhanced technique capable of previously avoiding a collision of a pedestrian, etc., running out in front of an own vehicle with a mobile while reducing troublesome feelings for a crew member.SOLUTION: A driving support device 100 is configured to execute processing as follows. In first processing, a mobile 20 being present ahead of an own vehicle 10 is detected. In second processing, a first obstacle 31 disturbing movement of the mobile 20 in a longitudinal direction is detected. In third processing, the presence / absence of a second obstacle 40, which is positioned at an opposite side of a travel lane 2 of the own vehicle 10 with respect to the first obstacle 31 in a lateral direction and forces the mobile 20 to move in the lateral direction toward the travel lane 2 by a cooperating action with the first obstacle 31, is determined. In fourth processing, in a case where the second obstacle 40 is present, an execution condition of a steering support for avoiding the mobile 20 is mitigated further than a case where the second obstacle 40 is not present.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present disclosure relates to a driving support technology for assisting the steering of a host vehicle so as to avoid a collision with a moving body that jumps out in front of the host vehicle.

Background Art

[0002] Japanese Patent Application Laid-Open No. 2019-028951 discloses a technology for preventing a collision with a pedestrian who jumps out in front of a host vehicle. The pattern of the pedestrian's jump-out assumed in this prior art is a pattern in which the pedestrian jumps out to the road side in an attempt to avoid an obstacle existing in the moving direction of the pedestrian. In the prior art, when a pedestrian is in the support area set in front of the obstacle, it is determined that the probability that the pedestrian will jump out in front of the host vehicle is high. And in that case, steering assistance is performed so that the host vehicle moves away from the pedestrian.

[0003] According to the above prior art, the larger the support area is, the lower the collision risk with the pedestrian can be reduced. However, if the support area is made too large, unnecessary steering assistance will operate frequently, which will cause annoyance to the occupant. On the other hand, if the support area is made too small, there may be a case where a pedestrian who may jump out towards the host vehicle is out of the support area. In the prior art, no steering assistance is provided for pedestrians outside the support area. For this reason, when a pedestrian outside the support area jumps out in front of the host vehicle, there is a risk that the collision risk will increase. Therefore, it is important to set the support area within an appropriate range in order to prevent a collision with a pedestrian who jumps out in front of the host vehicle.

[0004] However, in the above prior art, the range of the assistance area is determined only based on obstacles existing in the moving direction of the pedestrian. Whether a pedestrian jumps out in front of the host vehicle certainly depends on the positional relationship between the pedestrian and the obstacles that impede the movement. However, the factors that determine the moving direction of the pedestrian are not only the obstacles existing in the moving direction of the pedestrian. When there are walls or hedges on the side opposite to the host vehicle with respect to the obstacles, the moving direction of the pedestrian is restricted by the walls or hedges. Depending on the presence or absence of such restrictions, the possibility that the pedestrian jumps out in front of the host vehicle becomes different.

[0005] As a document showing the technical level of the technical field related to the present disclosure, Japanese Patent Application Laid-Open No. 2019-043313 can be exemplified.

Prior Art Documents

Patent Documents

[0006]

Patent Document 1

Patent Document 2

Summary of the Invention

Problems to be Solved by the Invention

[0007] The present disclosure has been made in view of the above problems. An object of the present disclosure is to provide an improved technique that can avoid a collision with a moving body such as a pedestrian who jumps out in front of the host vehicle while suppressing the annoyance felt by the occupant.

Means for Solving the Problems

[0008] To achieve the above object, the present disclosure provides a driving support device. The driving support device of the present disclosure is configured to execute the following processes. The first process is to detect a moving object existing in front of the host vehicle. The second process is to detect a first obstacle that obstructs the vertical movement of the moving object. The third process is to determine the presence or absence of a second obstacle that is located on the side opposite to the host vehicle's driving lane with respect to the first obstacle in the lateral direction and that forces the moving object to move laterally toward the driving lane by a cooperative action with the first obstacle. And the fourth process is to relax the execution condition of the steering assistance for avoiding the moving object when the second obstacle is present compared to when the second obstacle is not present.

[0009] Also, to achieve the above object, the present disclosure provides a driving support method executed by an in-vehicle computer. The driving support method of the present disclosure includes the following steps. The first step is to detect a moving object existing in front of the host vehicle. The second step is to detect a first obstacle that obstructs the vertical movement of the moving object. The third step is to determine the presence or absence of a second obstacle that is located on the side opposite to the host vehicle's driving lane with respect to the first obstacle in the lateral direction and that forces the moving object to move laterally toward the driving lane by a cooperative action with the first obstacle. And the fourth step is to relax the execution condition of the steering assistance for avoiding the moving object when the second obstacle is present compared to when the second obstacle is not present.

[0010] Furthermore, to achieve the above object, the present disclosure provides a program. The program of the present disclosure is configured to cause an in-vehicle computer to execute the above driving support method. The program of the present disclosure may be recorded on a computer-readable recording medium.

[0011] When there is a second obstacle, a moving object existing in front of the host vehicle is forced to move laterally toward the driving lane of the host vehicle due to the cooperative action of the first obstacle and the second obstacle. Therefore, when there is a second obstacle, the possibility that the moving object jumps out in front of the host vehicle increases compared to the case where there is no second obstacle. According to the technology of the present disclosure, when there is a second obstacle, the execution conditions for steering assistance to avoid the moving object are relaxed compared to the case where there is no second obstacle. As a result, it is possible to prevent a collision with a moving object that jumps out in front of the host vehicle under the cooperative action of the first obstacle and the second obstacle. Conversely, when there is no second obstacle, the execution conditions for steering assistance to avoid the moving object are strengthened compared to the case where there is a second obstacle. This can prevent the driver from feeling annoyed by the intervention of unnecessary steering assistance. Note that the second obstacle may be, for example, an object whose lateral distance from the first obstacle is smaller than a lower limit value. The lower limit value is, for example, a width through which the moving object cannot pass, or a width that is determined to have a low possibility of the moving object passing through.

[0012] In the technology of the present disclosure, relaxing the execution conditions for steering assistance includes, for example, the following two modes.

[0013] According to the first mode of relaxing the execution conditions for steering assistance, when the moving object is located in the assistance execution area that spreads toward the side of the moving object with respect to the first obstacle in the longitudinal direction, steering assistance is performed. And when there is a second obstacle, the assistance execution area is expanded compared to the case where there is no second obstacle. By expanding the assistance execution area, the possibility that the moving object enters the assistance execution area increases, and it becomes easier to execute steering assistance to avoid the moving object.

[0014] The first example of a method for expanding the support execution area is to expand the support execution area from the side closer to the host vehicle to the side farther from the host vehicle in the lateral direction. When there is no second obstacle, a moving object located at a position far from the host vehicle is less likely to move toward the host vehicle. However, when there is a second obstacle, a moving object located at a position far from the host vehicle is also forced to move laterally toward the host vehicle. If the support execution area is expanded as in the first example, steering support for avoiding a collision with the moving object can be activated not only for a moving object located at a position close to the host vehicle but also for a moving object located at a position far from the host vehicle.

[0015] More specifically, when there is no second obstacle, a first area on the side of the driving lane with respect to the first obstacle in the lateral direction may be set as the support execution area. And when there is a second obstacle, in addition to the first area, a second area on the side opposite to the driving lane with respect to the first obstacle in the lateral direction may be set as the support execution area. That is, the first area on the side of the driving lane is always set as the support execution area, and the second area on the side opposite to the driving lane may be added to or removed from the support execution area according to the presence or absence of the second obstacle.

[0016] The second example of a method for expanding the support execution area is not to provide a support execution area when there is no second obstacle, and to provide a support execution area when there is a second obstacle. Depending on the size of the first obstacle, even if the vertical movement of the moving object is blocked by the first obstacle, the moving object does not necessarily jump out toward the host vehicle. If a support execution area is provided in such a case, there is a risk that the occupant will feel annoyed because a lot of unnecessary steering support is activated. Therefore, by providing a support execution area only when there is a second obstacle and the moving object is in a situation where it is forced to move laterally toward the driving lane, it is possible to avoid a collision with a moving object jumping out in front of the host vehicle while suppressing the annoyance felt by the occupant.

[0017] More specifically, when there is a second obstacle, an area on the side opposite to the host vehicle with respect to the first obstacle in the lateral direction may be set as at least a part of the support execution area. Thereby, for a moving body that is unlikely to jump out in front of the host vehicle if the second obstacle does not exist, steering support for avoiding a collision with the moving body can be activated.

[0018] According to the second aspect of relaxing the execution conditions of the steering support, the steering support is performed when the predicted range of the future position of the moving body overlaps with the trajectory of the host vehicle. And when there is a second obstacle, the predicted range is set closer to the driving lane in the lateral direction than when there is no second obstacle. By setting the predicted range closer to the driving lane in the lateral direction, it becomes easier for the trajectory of the host vehicle and the predicted range to overlap, and it becomes easier to execute the steering support for avoiding the moving body.

Advantages of the Invention

[0019] As described above, according to the technology of the present disclosure, when there is a second obstacle, the execution conditions of the steering support for avoiding the moving body are relaxed compared to the case where there is no second obstacle. Thereby, it is possible to avoid a collision with a moving body that jumps out in front of the host vehicle while reducing the annoyance felt by the occupant.

Brief Description of the Drawings

[0020]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Figure 9

Figure 10

Figure 11

Figure 12

Figure 13

Mode for Carrying Out the Invention

[0021] 1. Outline of Driving Support Control Figures 1 to 4 are conceptual diagrams for explaining the driving support control of the present disclosure. The driving support control is vehicle control for avoiding a collision between the vehicle 10 and a forward object, which is performed by a driving support device 100 mounted on the vehicle 10. The vehicle 10 may be an autonomous vehicle in which at least one of steering control, acceleration control, and deceleration control is entrusted to the driving support device 100. Hereinafter, the vehicle 10 equipped with the driving support device 100 is referred to as the host vehicle, and the outline of the driving support control will be described centering on the relationship between the host vehicle 10 and its surrounding objects.

[0022] In Figures 1 to 4, a state in which the host vehicle 10 is traveling on a driving lane 2 defined by two dividing lines 4 and 6 is depicted. In the examples shown in Figures 1 to 4, the road on which the host vehicle 10 travels is a left-hand traffic road. The left dividing line 4 is a roadside strip (hereinafter referred to as the roadside strip 4), and the right dividing line 6 is a lane boundary line (hereinafter referred to as the lane boundary line 6).

[0023] In the example shown in FIG. 1, the pedestrian 20 is walking on the outside of the roadside strip 4 in the same direction as the traveling direction of the host vehicle 10. As viewed from the host vehicle 10, the pedestrian 20 is a moving object existing in front of the host vehicle 10. The moving object in this specification means an object moving on the outside of the road at a speed slower than that of the host vehicle 10. In addition to pedestrians, bicycles, motorcycles, etc. are included in the moving objects in this specification.

[0024] There is a parked vehicle 31 in front of the pedestrian 20 in the traveling direction outside the roadside strip 4. The parked vehicle 31 is an obstacle that hinders the longitudinal movement of the pedestrian 20. The longitudinal direction means the direction along the road on which the host vehicle 10 is traveling. In this specification, an obstacle that hinders the longitudinal movement of a moving object is referred to as a longitudinal obstacle. Also, in this specification, like the parked vehicle 31 with respect to the pedestrian 20 shown in FIG. 1, a longitudinal obstacle for a moving object existing in front of the host vehicle 10 is referred to as a first obstacle. Note that the longitudinal obstacle is not necessarily a stationary object like the parked vehicle 31. Any object moving in the same direction as the moving object at a speed slower than the moving speed of the moving object can be a longitudinal obstacle for the moving object. Also, an object moving in the opposite direction to the moving object at an extremely slow speed can also be a longitudinal obstacle for the moving object. For example, a vehicle traveling at an extremely low speed, a group of people walking slowly, etc. can also be longitudinal obstacles.

[0025] The driving support device 100 mounted on the host vehicle 10 detects the pedestrian 20 and the parked vehicle 31. The driving support device 100 calculates the positional relationship between the detected pedestrian 20 and the parked vehicle 31, and determines whether to perform steering support for the host vehicle 10 based on the positional relationship between the two. In the determination of whether to perform steering support, a route for the pedestrian 20 to avoid the parked vehicle 31 and move forward is considered.

[0026] For the route for the pedestrian 20 to move forward while avoiding the parked vehicle 31, there are a route that bypasses the parked vehicle 31 from the inside and a route that bypasses the parked vehicle 31 from the outside. The route that bypasses from the inside is a route that bypasses from the side of the driving lane 2, and the route that bypasses from the outside is a route that bypasses from the side away from the driving lane 2. In the route that bypasses from the inside, the pedestrian 20 has to walk within the driving lane 2. Therefore, the pedestrian 20 is likely to select the route that bypasses from the outside psychologically or habitually. However, the desire to select a shorter route is also an aspect of the psychology of the pedestrian 20. Therefore, when the route that bypasses from the inside is shorter than the route that bypasses from the outside, the possibility of selecting the route that bypasses from the inside increases.

[0027] In FIG. 1, three cases are depicted regarding the positional relationship between the pedestrian 20 and the parked vehicle 31. Hereinafter, the driving support control by the driving support device 100 will be described for each case.

[0028] In Case 1, the pedestrian 20 is located on the right side of the center of the parked vehicle 31 in the lateral direction, that is, on the side of the driving lane 2. The lateral direction means the width direction of the road on which the host vehicle 10 is traveling. If the position of the pedestrian 20 is on the side of the driving lane 2 with respect to the center of the parked vehicle 31, the route that bypasses the parked vehicle 31 from the inside is shorter than the route that bypasses the parked vehicle 31 from the outside. Therefore, in Case 1, it can be determined that the possibility of the pedestrian 20 selecting the route that bypasses from the inside is increased. In order to suppress the risk of collision with the pedestrian 20, if there is a certain possibility or more that the pedestrian 20 will protrude into the driving lane 2, preventive control for avoiding collision with the pedestrian 20 should be executed.

[0029] In Case 1, it is predicted that the pedestrian 20 will take a detour route from the inside, that is, travel along the travel path 21a. Therefore, the driving support device 100 executes steering support for the host vehicle 10 to avoid the pedestrian 20. Specifically, the driving support device 100 generates a target trajectory 11a that avoids the assumed travel path 21a of the pedestrian 20, and operates the vehicle actuator so that the host vehicle 10 travels along the target trajectory 11a.

[0030] In Case 2, the pedestrian 20 is located on the side opposite to the driving lane 2 with respect to the center of the parked vehicle 31 in the lateral direction. In this case, the route that detours around the parked vehicle 31 from the outside is shorter than the route that detours around the parked vehicle 31 from the inside. Therefore, it is highly likely that the route selected by the pedestrian 20 is the route that detours from the outside. In this case, since the possibility that the pedestrian 20 protrudes into the driving lane 2 is low, it is better not to execute preventive control to avoid a collision with the pedestrian 20 in order not to bother the occupant.

[0031] In Case 2, it is predicted that the pedestrian 20 will take a detour route from the outside, that is, travel along the travel path 21b. Therefore, the driving support device 100 does not execute steering support to avoid the pedestrian 20. The driving support device 100 operates the vehicle actuator so that the host vehicle 10 travels along a target trajectory 11b passing through the center of the driving lane 2.

[0032] The positional relationship between the pedestrian 20 and the parked vehicle 31 in Case 3 is the same as the positional relationship in Case 2. However, in Case 3, a wall 40 is erected along the roadside strip 4 outside the roadside strip 4. The driving support device 100 detects the wall 40 along with the pedestrian 20 and the parked vehicle 31. The driving support device 100 calculates the positional relationship among the detected pedestrian 20, parked vehicle 31, and wall 40, and determines whether to perform steering support for the host vehicle 10 based on those positional relationships.

[0033] In Case 3, the wall 40 serves as an obstacle that hinders the pedestrian 20's lateral movement. In this specification, an obstacle that hinders the lateral movement of a moving body is referred to as a lateral obstacle. Other examples of lateral obstacles include hedges, guardrails, fences at construction sites, and large vehicles such as trucks and trailers. Also, a lateral obstacle is not necessarily a stationary object like the wall 40. For example, when a large number of bicycles are traveling in a row, the pedestrian 20 cannot move laterally across the row. Therefore, an entity such as a group of bicycles traveling in a row can also be a lateral obstacle for a moving body.

[0034] The wall 40 is located on the side opposite to the travel lane 2 with respect to the parked vehicle 31 in the lateral direction. For this reason, in Case 3, due to the presence of the wall 40, the pedestrian 20 is unable to bypass the parked vehicle 31 from the outside. If the pedestrian 20 cannot select a route to bypass from the outside, then the pedestrian 20 is forced to move laterally towards the side closer to the travel lane 2, that is, the side of the host vehicle 10.

[0035] However, depending on the positional relationship between the wall 40 and the parked vehicle 31, the pedestrian 20 can pass between the wall 40 and the parked vehicle 31. Therefore, the pedestrian 20 is forced to move laterally toward the side of the host vehicle 10 not so much by the action of the wall 40 alone but rather by the cooperative action of the wall 40 and the parked vehicle 31. The "cooperative action" is an action that occurs when there are a plurality of acting objects acting on an object to be acted upon, and the actions exerted on the object to be acted upon by each of the plurality of acting objects are combined and coordinated. The object to be acted upon in Case 3 is the pedestrian 20, and the acting objects are the wall 40 and the parked vehicle 31. More specifically, due to the cooperation between the action of preventing the pedestrian 20 from moving in the longitudinal direction exerted by the parked vehicle 31 and the action of preventing the pedestrian 20 from moving in the direction away from the travel lane 2 exerted by the wall 40, that is, by the combination and coordination of these actions, the pedestrian 20 is forced to move laterally toward the travel lane 2. In this specification, a lateral obstacle that is located on the side opposite to the travel lane 2 with respect to the first obstacle in the lateral direction and, by the cooperative action with the first obstacle, forces a moving object existing in front of the host vehicle 10 to move laterally toward the travel lane 2 is referred to as a second obstacle. Here, "forcing a moving object to move laterally" means increasing the probability that the moving object moves laterally due to the physical constraints imposed on the moving object by the positional relationship between the obstacle and the moving object. In Case 3, due to the physical constraints imposed on the pedestrian 20 by the positional relationship among the three elements including the wall 40, the parked vehicle 31, and the pedestrian 20, the probability that the pedestrian 20 moves laterally is increased.

[0036] In Case 3, inevitably, since the pedestrian 20 has to choose a route to bypass the parked vehicle 3 from the inside, it is predicted that the pedestrian 20 will proceed along the path 21c. Therefore, in Case 3, the driving support device 100 executes steering support for the host vehicle 10 so as to avoid the pedestrian 20. Specifically, the driving support device 100 generates a target trajectory 11c that avoids the assumed path 21c of the pedestrian 20, and operates the vehicle actuator so that the host vehicle 10 travels along the target trajectory 11c.

[0037] Case 3 is a case where there is a wall 40 as the second obstacle, and Case 2 is a case where there is no second obstacle. As can be seen from these cases, when there is a second obstacle, the driving support device 100 relaxes the execution conditions for steering support to avoid the moving body (here, the pedestrian 20) compared to the case where there is no second obstacle. Thereby, while suppressing the annoyance felt by the occupant due to the operation of unnecessary steering support, it is possible to avoid a collision with a moving body that jumps out in front of the host vehicle 10 by the operation of necessary steering support.

[0038] Next, an example of driving support control shown in FIG. 2 will be described. In the example shown in FIG. 2, the pedestrian 20 is walking in the opposite direction to the traveling direction of the host vehicle 10 outside the road shoulder 4. Outside the road shoulder 4, in front of the traveling direction of the pedestrian 20, there is a parked vehicle 31 which is the first obstacle (longitudinal obstacle) for the pedestrian 20. FIG. 2 depicts a case 4 where only the parked vehicle 31 as the first obstacle exists and there is no second obstacle, and a case 5 where, in addition to the parked vehicle 31, there is a wall 40 as the second obstacle.

[0039] In case 4, the pedestrian 20 is located on the side opposite to the driving lane 2 with respect to the center of the parked vehicle 31 in the lateral direction. Therefore, the route selected by the pedestrian 20 is likely to be a route that detours from the outside, and it is predicted that the pedestrian 20 will proceed along the travel route 21d. For this reason, in case 4, the driving support device 100 does not execute steering support to avoid the pedestrian 20. The driving support device 100 operates the vehicle actuator so that the host vehicle 10 travels along the target trajectory 11d passing through the center of the driving lane 2.

[0040] In Case 5, the positional relationship between the pedestrian 20 and the parked vehicle 31 is the same as that in Case 4. However, in Case 5, a wall 40, which is a second obstacle, is located near the parked vehicle 31, and the pedestrian 20 is forced to move laterally towards the travel lane 2. Therefore, it is predicted that the pedestrian 20 will proceed along the travel route 21e. Thus, in Case 5, the driving support device 100 executes steering support for the host vehicle 10 to avoid the pedestrian 20. Specifically, the driving support device 100 generates a target trajectory 11e that avoids the assumed travel route 21e of the pedestrian 20, and operates the vehicle actuator to drive the host vehicle 10 along the target trajectory 11e.

[0041] In Cases 4 and 5, a moving object exists in front of the first obstacle as seen from the host vehicle 10, and the moving object moves towards the host vehicle 10 while bypassing the first obstacle. Even in these cases, when a second obstacle exists, the driving support device 100 relaxes the execution conditions for steering support to avoid the moving object compared to the case where the second obstacle does not exist. Thereby, it is possible to prevent a collision with a moving object that jumps out in front of the host vehicle 10.

[0042] Next, an example of driving support control shown in FIG. 3 will be described. In the example shown in FIG. 3, a pedestrian 20, which is a moving object, is walking on the outside of the roadside strip 4 in the same direction as the traveling direction of the host vehicle 10. In front of the pedestrian 20 in the traveling direction outside the roadside strip 4, a utility pole 32 stands. The utility pole 32 also corresponds to a longitudinal obstacle that obstructs the longitudinal movement of the pedestrian 20, that is, the first obstacle. Here, the case where the moving direction of the moving object and the traveling direction of the host vehicle 10 are the same direction is taken as an example. However, as in the example shown in FIG. 2, a moving object may exist in front of the first obstacle as seen from the host vehicle 10, and the moving object may move in the direction opposite to the traveling direction of the host vehicle 10.

[0043] For the route for the pedestrian 20 to move forward while avoiding the utility pole 32, there are a route that bypasses the utility pole 32 from the inside and a route that bypasses the utility pole 32 from the outside. However, compared with the parked vehicles 31 in Cases 1 to 5, the utility pole 32 is narrow in width and short in depth. Here, the depth is the depth as seen from the pedestrian 20 and means the length in the vertical direction. Therefore, whether the route that bypasses from the inside or the route that bypasses from the outside is selected, there is no difference in the distance that the pedestrian 20 walks. Also, even if the route that bypasses from the inside is selected, the time for the pedestrian 20 to walk within the driving lane 2 is extremely short. Therefore, for the pedestrian 20, the psychological resistance when selecting the route that bypasses the utility pole 32 from the inside is considered to be smaller compared to the case of bypassing the parked vehicle 31 from the inside.

[0044] Examples of vertical obstacles such as the utility pole 32 that are small in both width and depth include standing signs, posts, abandoned bicycles, etc. Also, a person standing still at one place may be regarded as a vertical obstacle such as the utility pole 32. Here, the vertical obstacle with a large width or depth represented by the parked vehicle 31 is defined as the first type of vertical obstacle, and the vertical obstacle with a small width and depth represented by the utility pole 32 is defined as the second type of vertical obstacle. Whether it is the first type of vertical obstacle or the second type of vertical obstacle may be determined from the object name recognized by object recognition. Or, a specified value may be set for the size of the vertical obstacle, and whether it is the first type of vertical obstacle or the second type of vertical obstacle may be determined depending on whether the size of the detected vertical obstacle is larger than the specified value. In that case, the specified value may be changed according to the effective sidewalk width, for example, the width from the roadside strip 4 to the wall 40. Also, a specified value may be set for each of the width and the depth, and it may be determined as the first type of vertical obstacle when at least one of the width and the depth is larger than the specified value.

[0045] In FIG. 3, Case 6 where only the utility pole 32 which is the first obstacle exists and the second obstacle does not exist, and Case 7 where in addition to the utility pole 32, the wall 40 which is the second obstacle exists are depicted. Hereinafter, the driving support control by the driving support device 100 will be described for each case.

[0046] In Case 6, the pedestrian 20 is located approximately at the same position as the utility pole 32 in the lateral direction. In this case, the route selected by the pedestrian 20 may be a route that bypasses the utility pole 32 from the inside, or a route that bypasses the utility pole 32 from the outside. Even if the position of the pedestrian 20 relative to the utility pole 32 in the lateral direction is shifted to the side of the driving lane 2, or even if it is shifted to the side opposite to the driving lane 2, the route selected by the pedestrian 20 is not uniquely determined. That is, in Case 6, it is impossible to predict whether the pedestrian 20 will proceed along the path 22a or the path 22b.

[0047] If the steering assistance for avoiding the pedestrian 20 is executed even though the pedestrian 20 has selected the path 22a, the occupant will feel annoyed. If the possibility that the pedestrian 20 selects the path 22a is about a half, the frequency with which the occupant feels annoyed will be quite high. Therefore, in Case 6, the driving support device 100 does not execute the steering assistance for avoiding the pedestrian 20. The driving support device 100 operates the vehicle actuator so that the host vehicle 10 travels along the target trajectory 12a passing through the center of the driving lane 2.

[0048] The positional relationship between the pedestrian 20 and the utility pole 32 in Case 7 is the same as the positional relationship in Case 6. However, in Case 7, there is a wall 40 standing near the utility pole 32. Assume that the gap between the wall 40 and the utility pole 32 is a width that the pedestrian 20 cannot pass through or a width that makes the pedestrian 20 hesitate to pass through. In that case, due to the cooperation of the action of the utility pole 32 that prevents the pedestrian 20 from moving in the vertical direction and the action of the wall 40 that prevents the pedestrian 20 from moving away from the driving lane 2, the pedestrian 20 is forced to move laterally toward the driving lane 2.

[0049] In Case 7, inevitably, since the pedestrian 20 has to choose a route that bypasses the utility pole 32 from the inside, it is predicted that the pedestrian 20 will proceed along the travel route 22c. Therefore, in Case 7, the driving support device 100 executes steering support for the host vehicle 10 so as to avoid the pedestrian 20. Specifically, the driving support device 100 generates a target trajectory 12b that avoids the assumed travel route 22c of the pedestrian 20, and operates the vehicle actuator so that the host vehicle 10 travels along the target trajectory 12b.

[0050] Cases 6 and 7 are cases where the first obstacle is a vertical obstacle that is small in both width and depth, and regardless of the lateral position of the moving body with respect to the first obstacle, the route for the moving body to bypass the first obstacle is not determined. Even in these cases, when the second obstacle exists, the driving support device 100 relaxes the execution conditions for steering support to avoid the moving body more than when the second obstacle does not exist. Thereby, it is possible to prevent a collision with a moving body that jumps out in front of the host vehicle 10.

[0051] Here, a case where a lateral obstacle exists but does not correspond to the second obstacle will be described with reference to FIG. 4. FIG. 4 depicts a Case 3' in which a lateral obstacle that does not correspond to the second obstacle exists together with a first type of vertical obstacle, and a Case 7' in which a lateral obstacle that does not correspond to the second obstacle exists together with a second type of vertical obstacle.

[0052] In Case 3´, a wall 40 is erected on the side opposite to the driving lane 2 with respect to the parked vehicle 31 in the lateral direction. The wall 40 prevents the pedestrian 20 from moving away from the driving lane 2. However, the distance D1 from the parked vehicle 31 to the wall 40 is wide enough for the pedestrian 20, and the pedestrian 20 can pass through between the parked vehicle 31 and the wall 40. Therefore, the pedestrian 20 is not forced to move laterally towards the driving lane 2. Thus, although the wall 40 in Case 3´ is a lateral obstacle, it does not correspond to the second obstacle defined in this specification. Whether it corresponds to the second obstacle is determined by whether the measured distance D1 is less than the lower limit value. The lower limit value is, for example, a width through which the pedestrian 20 cannot pass, or a width that is determined to have a low possibility of the pedestrian 20 passing through. The lower limit value may be statistically determined based on the average lateral width of the pedestrian 20.

[0053] The parked vehicle 31 is a first type of longitudinal obstacle. Therefore, when the pedestrian 20 is located on the left side with respect to the center of the parked vehicle 31 in the lateral direction, similar to Case 2, the detour route selected by the pedestrian 20 is likely to be a route that detours around the parked vehicle 31 from the outside. That is, in Case 3´, it is predicted that the pedestrian 20 will proceed along the route 21b. For this reason, the driving support device 100 does not execute steering support for avoiding the pedestrian 20, and drives the own vehicle 10 along the target trajectory 11b passing through the center of the driving lane 2.

[0054] In Case 7´, a wall 40 is erected on the side opposite to the driving lane 2 with respect to the utility pole 32 in the lateral direction. The wall 40 prevents the pedestrian 20 from moving away from the driving lane 2. However, the distance D2 from the utility pole 32 to the wall 40 is wide enough for the pedestrian 20, and the pedestrian 20 can pass through between the utility pole 32 and the wall 40. Therefore, the pedestrian 20 is not forced to move laterally towards the driving lane 2. Thus, although the wall 40 in Case 7´ is a lateral obstacle, it does not correspond to the second obstacle defined in this specification. Whether it corresponds to the second obstacle is determined by whether the measured distance D2 is less than the lower limit value. The lower limit value for the distance D1 and the lower limit value for the distance D2 may each be a fixed value, or may be a value obtained by adding a predetermined margin to the width of the moving body (here, the pedestrian 20). In addition, when comparing the case of passing between the parked vehicle 31 and the wall 40 and the case of passing between the utility pole 32 and the wall 40, the latter is more likely to feel psychologically narrow for the pedestrian 20. Therefore, between the lower limit value for the distance D1 and the lower limit value for the distance D2, the lower limit value for the distance D1 may be set larger.

[0055] The utility pole 32 is a second type of vertical obstacle. Therefore, similar to Case 6, regardless of the position of the pedestrian 20 with respect to the utility pole 32, the route by which the pedestrian 20 bypasses the utility pole 32 is not uniquely determined. That is, in Case 3´, it is impossible to predict whether the pedestrian 20 will proceed along the travel route 22a or the travel route 22b. For this reason, the driving support device 100 does not execute steering support for avoiding the pedestrian 20, and drives the host vehicle 10 along the target trajectory 12a passing through the center of the driving lane 2.

[0056] 2. Driving Support Control According to the First Embodiment 2-1. Application Examples to Cases 1 to 7 A specific embodiment of the above-described driving support control will be described. In the driving support control according to the first embodiment, a support execution area is set based on a first obstacle. The support execution area is an area that extends toward the side of the moving body with respect to the first obstacle in the vertical direction. When the moving body is located within the support execution area, steering support by the driving support device 100 is performed on the host vehicle 10. In the first embodiment, as a method of relaxing the execution condition of the steering support for avoiding the moving body, the support execution area is expanded. Details of the support execution area can be described using the above-described Cases 1 to 7. Hereinafter, the driving support control according to the first embodiment will be described for each of the above-described cases.

[0057] FIG. 5 shows application examples to Cases 1 to 3 of the driving support control according to the first embodiment. Cases 1 and 2 are cases where only the parked vehicle 31, which is the first obstacle, exists around the pedestrian 20 and no second obstacle exists. Case 3 is a case where a wall 40, which is the second obstacle, exists in addition to the first obstacle. The driving support device 100 sets a support execution area 51 that extends toward the side of the pedestrian 20 with the parked vehicle 31 as a reference point in the vertical direction in response to detecting the pedestrian 20 and the parked vehicle 31.

[0058] In Cases 1 and 2, a right area (first area) 51a that extends from the center of the parked vehicle 31 toward the driving lane 2 in the horizontal direction is set as the support execution area 51. The right area 51a has, for example, a rectangular shape. The lateral width of the right area 51a may be a fixed value independent of the size of the first obstacle, or may be set according to the size of the first obstacle. For example, the lateral width of the right area 51a may be set to a width that is longer than the distance from the center in the horizontal direction of the first obstacle to the right end by a predetermined margin. The longitudinal length of the right area 51a may also be a fixed value independent of the size of the first obstacle, or may be set according to the size of the first obstacle. For example, when the lateral width of the right area 51a is set wider as the lateral width of the first obstacle is wider, the longitudinal length of the right area 51a may be set longer as the lateral width of the right area 51a is wider.

[0059] In Case 1, the pedestrian 20 is walking on the side of the driving lane 2 with respect to the center of the parked vehicle 31 in the lateral direction. Since the position where the pedestrian 20 is walking is within the support execution area 51, the driving support device 100 executes steering support for the host vehicle 10 to avoid the pedestrian 20. Specifically, the driving support device 100 generates a target trajectory 11a offset to the side of the lane boundary line 6 from the center of the driving lane 2, and operates the steering actuator so that the host vehicle 10 travels along the target trajectory 11a. The offset amount of the target trajectory with respect to the center of the driving lane 2 when the steering support is performed may be a fixed value or may be set according to the position and speed of the pedestrian 20. When the pedestrian 20 exits to the right side of the support execution area 51, that is, when the pedestrian enters further inside the driving lane 2, the driving support device 100 operates the braking actuator and the driving actuator to stop the host vehicle 10.

[0060] In Case 2, the pedestrian 20 is walking on the side opposite to the driving lane 2 with respect to the center of the parked vehicle 31 in the lateral direction. The position where the pedestrian 20 is walking is outside the support execution area 51 set from the center of the parked vehicle 31 in the lateral direction toward the driving lane 2. For this reason, the steering support for avoiding the pedestrian 20 by the driving support device 100 is not executed, and the host vehicle 10 travels along the target trajectory 11b passing through the center of the driving lane 2. Thereby, it is possible to suppress the passengers of the host vehicle 10 from feeling annoyance due to the intervention of unnecessary steering support.

[0061] In Case 3, the support execution area 51 expands from the side closer to the driving lane 2 to the side farther away in the lateral direction. Specifically, an area combining a left area (second area) 51b that extends from the center of the parked vehicle 31 in the lateral direction toward the side opposite to the driving lane 2 and a right area 51a is set as the support execution area 51. The left area 51b has, for example, a rectangular shape. The lateral width of the left area 51b is the width from the lateral center of the first obstacle to the second obstacle. In the example shown in FIG. 5, the width from the center of the parked vehicle 31 to the wall 40 is the lateral width of the left area 51b. The longitudinal length of the left area 51b is set to be the same as the longitudinal length of the right area 51a. However, the longitudinal lengths of the left area 51b and the right area 51a may be different.

[0062] In Case 3, the position where the pedestrian 20 is walking is a position on the side opposite to the driving lane 2 with respect to the center of the parked vehicle 31 in the lateral direction. However, by adding the left area 51b to the support execution area 51, the position where the pedestrian 20 is walking falls within the support execution area 51. In response to this, the driving support device 100 executes steering support to avoid the pedestrian 20 and generates a target trajectory 11c offset toward the lane boundary 6 side from the center of the driving lane 2. Thus, in Case 3 where the wall 40 as the second obstacle exists, the execution conditions for steering support to avoid the pedestrian 20 are relaxed compared to Case 2 where the wall 40 does not exist. Thereby, in a situation where there is a high possibility that the pedestrian 20 will jump out in front of the host vehicle 10, a collision between the pedestrian 20 and the host vehicle 10 can be avoided in advance.

[0063] FIG. 6 shows application examples of the driving support control according to the first embodiment to Cases 4 and 5. Cases 4 and 5 are cases where the pedestrian 20 walks in the direction opposite to the traveling direction of the host vehicle 10 and approaches the parked vehicle 31 as the first obstacle.

[0064] In Cases 4 and 5, an assistance execution area 52 is set on the side opposite to the host vehicle 10 with respect to the parked vehicle 31 in the vertical direction. In Case 4, since there is no second obstacle, a right area (first area) 52a that extends from the center of the parked vehicle 31 toward the driving lane 2 in the lateral direction is set as the assistance execution area 52. In Case 5, since there is a wall 40 as the second obstacle, the assistance execution area 51 is expanded from the side closer to the driving lane 2 toward the side farther away in the lateral direction. Specifically, an area combining a left area (second area) 52b that extends from the center of the parked vehicle 31 in the direction opposite to the driving lane 2 and the right area 52a is set as the assistance execution area 52. The concept regarding the shape and size of the left area 52b and the right area 52a is applied to those in Cases 1 to 3.

[0065] In Case 4, the position where the pedestrian 20 is walking is outside the assistance execution area 51. Therefore, the steering assistance for avoiding the pedestrian 20 by the driving assistance device 100 is not executed, and the host vehicle 10 travels along a target trajectory 11d passing through the center of the driving lane 2. On the other hand, in Case 5, the position where the pedestrian 20 is walking is within the assistance execution area 51. Therefore, the steering assistance for avoiding the pedestrian 20 by the driving assistance device 100 is executed, and a target trajectory 11e offset toward the lane boundary 6 side from the center of the driving lane 2 is generated.

[0066] In Cases 4 and 5, the assistance execution area 52 is set on the same side as the side where the pedestrian 20 is located with respect to the parked vehicle 31 in the vertical direction. This also applies to Cases 1 to 3. Even in Cases 1 to 3, the assistance execution area 51 is set on the same side as the side where the pedestrian 20 is located with respect to the parked vehicle 31 in the vertical direction. That is, in Cases 1 to 5, the assistance execution area is set according to the position of the pedestrian 20 with respect to the parked vehicle 31. However, when an object that can be a first obstacle such as the parked vehicle 31 is detected, the assistance execution areas may be set on both sides thereof in the vertical direction. For example, when only the parked vehicle 31 is detected, the right areas 51a and 52a may be set, and when the parked vehicle 31 and the wall 40 are detected, the left areas 51b and 52b may be set in addition to the right areas 51a and 52a.

[0067] FIG. 7 shows application examples of the driving assistance control according to the first embodiment to Cases 6 and 7. Cases 6 and 7 are cases where the first obstacle is a vertical obstacle having a small width and depth like the utility pole 32. In these cases, the assistance execution area is set in a different way from Cases 1 to 5.

[0068] In Case 6, the assistance execution area is not set. This is because, regardless of the position of the pedestrian 20 with respect to the utility pole 32, it is impossible to predict whether the pedestrian 20 will proceed along the travel path 22a or the travel path 22b. Therefore, in Case 6, regardless of the position where the pedestrian 20 is walking, the steering assistance for avoiding the pedestrian 20 by the driving assistance device 100 is not executed, and the host vehicle 10 travels along the target trajectory 12a passing through the center of the travel lane 2. Thereby, it is possible to prevent the passengers of the host vehicle 10 from feeling annoyance due to the intervention of unnecessary steering assistance.

[0069] In Case 7, a support execution area 53 is set on the side of the host vehicle 10 with respect to the utility pole 32 in the vertical direction. This is because due to the presence of the wall 40 as the second obstacle, regardless of the position of the pedestrian 20 with respect to the utility pole 32, the path along which the pedestrian 20 advances is limited to a path 22c that bypasses the utility pole 32 from the inside. The support execution area 53 extends in the horizontal direction over a range from at least the roadside strip 4 to the wall 40. The right end of the support execution area 53 may enter the driving lane 2 beyond the roadside strip 4. The vertical length of the support execution area 53 may be set to a fixed value, for example.

[0070] In Case 7, since the traveling direction is limited by the utility pole 32 and the wall 40, the position where the pedestrian 20 is walking enters the support execution area 53. For this reason, steering assistance for avoiding the pedestrian 20 by the driving support device 100 is executed, and a target trajectory 12b offset to the side of the lane boundary line 6 from the center of the driving lane 2 is generated. Thus, in Case 7 where the wall 40 as the second obstacle exists, the execution conditions for steering assistance for avoiding the pedestrian 20 are relaxed compared to Case 6 where the wall 40 does not exist. Thereby, in a situation where the possibility of the pedestrian 20 jumping out in front of the host vehicle 10 is increased, a collision between the pedestrian 20 and the host vehicle 10 can be avoided.

[0071] 2-2. Procedure of Driving Support Control The driving support device 100 performs driving support control according to the procedure shown in FIG. 8. FIG. 8 is a flowchart showing the procedure of driving support control performed by the driving support device 100 in the first embodiment. The flowchart shown in FIG. 8 is executed when a moving object is detected in front of the host vehicle 10 and a vertical obstacle (first obstacle) that obstructs the vertical movement of the moving object is detected.

[0072] In step S101 of the flowchart shown in FIG. 8, it is determined whether the size of the vertical obstacle is larger than a specified value. If the size of the vertical obstacle is larger than the specified value, the vertical obstacle is determined to be a first type of vertical obstacle. If the size of the vertical obstacle is less than or equal to the specified value, the vertical obstacle is determined to be a second type of vertical obstacle.

[0073] If the vertical obstacle is a first type of vertical obstacle, the process proceeds to step S102. In step S102, it is determined whether a moving object is within the support execution area set based on the vertical obstacle. Since the vertical obstacle is a first type of vertical obstacle, here, the right area on the side of the driving lane with respect to the vertical obstacle in the horizontal direction is set as the support execution area.

[0074] If the moving object is within the support execution area, the process proceeds to step S107. In step S107, steering assistance for avoiding the moving object is executed. The case where the determination result of step S102 is affirmative and steering assistance is executed includes the above-mentioned case 1.

[0075] If the moving object is not within the support execution area, the process proceeds to step S103. Also, if the vertical obstacle is a second type of vertical obstacle, the process skips step S102 and proceeds to step S103. In step S103, it is determined whether there is a lateral obstacle around the moving object. If there is no lateral obstacle, steering assistance for avoiding the moving object is not executed. The case where the determination result of step S103 is negative and steering assistance is not executed includes the above-mentioned cases 2, 4, and 6.

[0076] When there is a horizontal obstacle, the process proceeds to step S104. In step S104, it is determined whether the moving body can pass between the vertical obstacle and the horizontal obstacle. If the moving body can pass between the vertical obstacle and the horizontal obstacle, the horizontal obstacle does not correspond to the second obstacle. In this case, the steering assistance for avoiding the moving body is not executed. The cases where the determination result of step S104 is negative and the steering assistance is not executed include the above-mentioned case 3´ and case 7´.

[0077] If the moving body cannot pass between the vertical obstacle and the horizontal obstacle, the horizontal obstacle corresponds to the second obstacle. In this case, the process proceeds to step S105. In step S105, the assistance execution area is expanded. When the vertical obstacle is a first type of vertical obstacle, the left area on the side opposite to the driving lane with respect to the vertical obstacle in the horizontal direction is added to the assistance execution area. When the vertical obstacle is a second type of vertical obstacle, the assistance execution area is set for the first time. The cases where the determination result of step S104 is positive include the above-mentioned case 3, case 5, and case 7.

[0078] Next, in step S106, it is determined whether the moving body is within the expanded assistance execution area. If the moving body is not within the expanded assistance execution area, the steering assistance for avoiding the moving body is not executed. However, if the moving body is within the expanded assistance execution area, the process proceeds to step S107. In step S107, the steering assistance for avoiding the moving body is executed. The cases where the determination result of step S106 is positive and the steering assistance is executed include the above-mentioned case 3, case 5, and case 7.

[0079] 2-3. Configuration of the Driving Support Device Finally, the configuration of the driving assistance device 100 for executing the above-described driving assistance control will be described. FIG. 9 is a diagram showing a configuration example of the driving assistance device 100 according to the first embodiment and the vehicle 10 to which it is applied. The vehicle 10 includes a control device 110 that controls the vehicle 10, a sensor group 120 that inputs information to the control device 110, and a vehicle actuator 130 that operates in response to a signal output from the control device 110. The control device 110, the sensor group 120, and the vehicle actuator 130 are connected by an in-vehicle network such as CAN (Controller Area Network). The driving assistance device 100 includes at least the control device 110. However, the driving assistance device 100 may include the sensor group 120 in addition to the control device 110. Further, the driving assistance device 100 may further include the vehicle actuator 130.

[0080] The sensor group 120 includes an autonomous sensor 121, a vehicle state sensor 122, and a position sensor 123. The autonomous sensor 121 is a sensor that acquires information on the surrounding situation of the vehicle 10 including an area in front of the vehicle 10. The autonomous sensor 121 includes at least one of a camera, a millimeter-wave radar, and LiDAR (Laser Imaging Detection and Ranging). Based on the information obtained by the autonomous sensor 121, processes such as detection of an object existing around the vehicle 10, measurement of the relative position and relative speed of the detected object with respect to the vehicle 10, and recognition of the shape of the detected object are performed. A moving object, a vertical obstacle, and a lateral obstacle existing in front of the vehicle 10 are detected by the autonomous sensor 121.

[0081] The vehicle state sensor 122 is a sensor that acquires information regarding the movement of the vehicle 10. The vehicle state sensor 122 includes at least one of, for example, a wheel speed sensor, an acceleration sensor, a yaw rate sensor, and a steering angle sensor. The position sensor 123 is used to acquire information regarding the current position of the vehicle 10. As the position sensor 123, a GPS (Global Positioning System) receiver is exemplified. When the driving support device 100 has high-precision map information, based on the current position of the vehicle 10 acquired by the position sensor 123 and the high-precision map information, obstacles existing around the vehicle 10 can be recognized. For example, information regarding obstacles fixed on the map such as utility poles and walls may be acquired from the high-precision map information instead of being acquired by the autonomous sensor 121.

[0082] The vehicle actuator 130 is an actuator that controls the movement of the vehicle 10. The vehicle actuator 130 includes a steering actuator 131 that steers the vehicle 10, a drive actuator 132 that drives the vehicle 10, and a brake actuator 133 that brakes the vehicle 10. The steering actuator 131 includes, for example, a power steering system, a steer-by-wire steering system, and a rear-wheel steering system. The drive actuator 132 includes, for example, an engine, a motor, and a hybrid system. The brake actuator 133 includes, for example, a hydraulic brake and an electric regenerative brake.

[0083] The control device 110 is an in-vehicle computer represented by an ECU (Electronic Control Unit). The control device 110 has a processor 111 and a program memory 112 coupled to the processor 111. The processor 111 may be, for example, a CPU (Central Processing Unit), an FPGA (Field-Programmable Gate Array), an ASIC (Application-Specific Integrated Circuit), or other processing unit. Also, the processor 111 may be a combination of two or more of a CPU, an FPGA, an ASIC, or other processing unit.

[0084] The program memory 112 stores an operation support program 113 composed of a plurality of executable instructions. The operation support program 113 is a program for causing the processor 111 to execute the operation support control shown in a flowchart in FIG. 8. The operation support program 113 can be recorded on a computer-readable recording medium. Further, the control device 110 includes a storage (not shown) in which various data for operation support including map information is stored.

[0085] 3. Operation Support Control According to the Second Embodiment 3-1. Application Examples to Cases 1 to 7 Next, a second embodiment of the present disclosure will be described. In the operation support control according to the second embodiment, a prediction range of the future position of the moving body is calculated. For calculating the prediction range, the operation support device 100 calculates the presence probability of the moving body at each position on the XY plane at a time point in the future by a predetermined time from the present based on the current position, moving direction, moving speed, and the surrounding environment of the moving body. A position with a high presence probability can be said to be a position with a high risk with respect to the host vehicle 10. When contour lines are generated by connecting a set of positions with the same presence probability, the closer the contour line is to the center, the greater the presence probability, and the farther the outer contour line is, the smaller the presence probability. In this specification, a region where the presence probability of the moving body is equal to or greater than a certain value is defined as the prediction range.

[0086] In the operation support control according to the second embodiment, when the prediction range overlaps the trajectory of the host vehicle 10, the operation support device 100 performs steering support for the host vehicle 10. Further, as a method of relaxing the execution condition of the steering support for avoiding the moving body, the prediction range is set on the side closer to the traveling lane. Specific examples of the prediction range can be described using Cases 1 to 7 described above. Hereinafter, the operation support control according to the second embodiment will be described for each of the above cases.

[0087] FIG. 10 shows application examples of the driving support control according to the second embodiment to Cases 1 to 3. Cases 1 and 2 are cases where only the parked vehicle 31, which is the first obstacle, exists around the pedestrian 20 and no second obstacle exists. Case 3 is a case where, in addition to the first obstacle, there is a wall 40 as the second obstacle.

[0088] In Case 1, the prediction range 61 of the future position of the pedestrian 20 extends from the current position of the pedestrian 20 toward the right side of the parked vehicle 31, that is, the side of the driving lane 2. This is because the current position of the pedestrian 20 is on the side of the driving lane 2 with respect to the center of the parked vehicle 31 in the lateral direction, so the pedestrian 20 is highly likely to bypass the parked vehicle 31 from the inside. The path 21a from the current position of the pedestrian 20 to the center of the prediction range 61, that is, the position with the highest existence probability, is the path that the pedestrian 20 is predicted to select to bypass the parked vehicle 31 in Case 1.

[0089] In Case 1, the prediction range 61 overlaps with the current trajectory 11 of the host vehicle 10. For this reason, the driving support device 100 executes steering support for the host vehicle 10 so as to avoid the pedestrian 20. Specifically, the driving support device 100 generates a target trajectory 11a offset toward the side of the lane boundary 6 from the center of the driving lane 2, and operates the steering actuator so that the host vehicle 10 travels along the target trajectory 11a. The offset amount of the target trajectory with respect to the center of the driving lane 2 when the steering support is performed is set so that the target trajectory 11a does not overlap with the prediction range 61. Note that when there is no room to generate the target trajectory 11a so as not to overlap with the prediction range 61 because the prediction range 61 extends across the entire driving lane 2, the driving support device 100 operates the braking actuator and the driving actuator so as to stop the host vehicle 10.

[0090] In Case 2, the prediction range 62 of the future position of the pedestrian 20 extends from the current position of the pedestrian 20 to the left side of the parked vehicle 31, that is, the side opposite to the driving lane 2. Since the current position of the pedestrian 20 is on the side opposite to the driving lane 2 with respect to the center of the parked vehicle 31 in the lateral direction, the pedestrian 20 is highly likely to bypass the parked vehicle 31 from the outside. The path 21b from the current position of the pedestrian 20 to the center of the prediction range 62 is the path predicted to be selected by the pedestrian 20 to bypass the parked vehicle 31 in Case 2.

[0091] In Case 2, the prediction range 62 does not overlap with the current trajectory 11 of the host vehicle 10. For this reason, the steering assistance for avoiding the pedestrian 20 by the driving support device 100 is not executed, and the host vehicle 10 travels along the target trajectory 11b passing through the center of the driving lane 2. Thereby, it is possible to prevent the passengers of the host vehicle 10 from feeling annoyance due to the intervention of unnecessary steering assistance.

[0092] In Case 3, the current position of the pedestrian 20 is on the side opposite to the driving lane 2 with respect to the center of the parked vehicle 31 in the lateral direction. However, the prediction range 63 of the future position of the pedestrian 20 extends from the current position of the pedestrian 20 to the right side of the parked vehicle 31. Due to the cooperative action of the wall 40 and the parked vehicle 31, the pedestrian 20 is forced to move laterally toward the driving lane 2. The path 21c from the current position of the pedestrian 20 to the center of the prediction range 63 is the path predicted to be selected by the pedestrian 20 to bypass the parked vehicle 31 in Case 3.

[0093] In Case 3, the prediction range 63 overlaps with the current trajectory 11 of the host vehicle 10. Therefore, the driving support device 100 executes steering support to avoid the pedestrian 20, and generates a target trajectory 11c offset to the side of the lane boundary line 6 rather than the center of the driving lane 2 so as not to overlap with the prediction range 63. Thus, in Case 3 where the wall 40 as the second obstacle exists, the execution condition of the steering support for avoiding the pedestrian 20 is relaxed compared to Case 2 where the wall 40 does not exist. Thereby, in a situation where there is a high possibility that the pedestrian 20 will jump out in front of the host vehicle 10, a collision between the pedestrian 20 and the host vehicle 10 can be avoided in advance.

[0094] FIG. 11 shows application examples of the driving support control according to the second embodiment to Cases 4 and 5. Cases 4 and 5 are cases where the pedestrian 20 walks in the direction opposite to the traveling direction of the host vehicle 10 and approaches the parked vehicle 31 as the first obstacle.

[0095] In Cases 4 and 5, the prediction ranges 64 and 65 of the future position of the pedestrian 20 extend on the side opposite to the host vehicle 10 with respect to the parked vehicle 31 in the vertical direction. However, in Case 4, the prediction range 64 extends from the current position of the pedestrian 20 toward the left side of the parked vehicle 31, while in Case 5, the prediction range 65 extends from the current position of the pedestrian 20 toward the right side of the parked vehicle 31. In Case 4, the pedestrian 20 is highly likely to bypass the parked vehicle 31 from the outside, while in Case 5, due to the cooperative action of the wall 40 and the parked vehicle 31, the pedestrian 20 is forced to move laterally toward the driving lane 2.

[0096] In Case 4, the prediction range 64 does not overlap with the current trajectory 11 of the host vehicle 10. Therefore, the steering support for avoiding the pedestrian 20 by the driving support device 100 is not executed, and the host vehicle 10 travels along a target trajectory 11d passing through the center of the driving lane 2. On the other hand, in Case 5, the prediction range 65 overlaps with the current trajectory 11 of the host vehicle 10. Therefore, the steering support for avoiding the pedestrian 20 by the driving support device 100 is executed, and a target trajectory 11e offset to the side of the lane boundary line 6 rather than the center of the driving lane 2 so as not to overlap with the prediction range 65 is generated.

[0097] Figure 12 shows application examples to Cases 6 and 7 of the driving support control according to the second embodiment. Cases 6 and 7 are cases where the first obstacle is a vertical obstacle with both small width and depth like the utility pole 32.

[0098] In Case 6, the prediction range 66 of the future position of the pedestrian 20 spreads toward both the left side and the right side of the parked vehicle 31 from the current position of the pedestrian 20. This is because regardless of the position of the pedestrian 20 relative to the utility pole 32, it is not determined whether the pedestrian 20 will detour around the utility pole 32 from the inside or from the outside. The prediction range 66 set in Case 6 does not overlap with the current trajectory 12 of the host vehicle 10. Therefore, regardless of the position where the pedestrian 20 is walking, the steering assistance for avoiding the pedestrian 20 by the driving support device 100 is not executed, and the host vehicle 10 travels along the target trajectory 12a passing through the center of the driving lane 2. Thereby, it is possible to prevent the occupant of the host vehicle 10 from feeling annoyance due to the intervention of unnecessary steering assistance.

[0099] In Case 7, the prediction range 67 of the future position of the pedestrian 20 spreads toward the right side of the parked vehicle 31 from the current position of the pedestrian 20. This is because due to the cooperative action of the wall 40 and the parked vehicle 31, regardless of the position of the pedestrian 20 relative to the utility pole 32, the pedestrian 20 is forced to move laterally toward the driving lane 2. The path 22c from the current position of the pedestrian 20 to the center of the prediction range 67 is the path predicted to be selected by the pedestrian 20 for detouring around the parked vehicle 31 in Case 7.

[0100] In Case 7, the prediction range 67 overlaps with the current trajectory 12 of the host vehicle 10. Therefore, the driving support device 100 executes steering support to avoid the pedestrian 20, and generates a target trajectory 12b offset to the side of the lane boundary line 6 rather than the center of the driving lane 2 so as not to overlap with the prediction range 67. Thus, in Case 7 where the wall 40, which is the second obstacle, exists, the execution condition of the steering support for avoiding the pedestrian 20 is relaxed compared to Case 6 where the wall 40 does not exist. As a result, in a situation where there is a high possibility that the pedestrian 20 will jump out in front of the host vehicle 10, a collision between the pedestrian 20 and the host vehicle 10 can be avoided in advance.

[0101] 3-2. Procedure of Driving Support Control The driving support device 100 performs driving support control according to the procedure shown in FIG. 13. FIG. 13 is a flowchart showing the procedure of the driving support control performed by the driving support device 100 in the second embodiment. The flowchart shown in FIG. 13 is executed when a moving object is detected in front of the host vehicle 10 and a vertical obstacle (first obstacle) that obstructs the vertical movement of the moving object is detected.

[0102] In step S201 of the flowchart shown in FIG. 13, it is determined whether the size of the vertical obstacle is larger than a specified value. If the size of the vertical obstacle is larger than the specified value, the vertical obstacle is determined to be a first type of vertical obstacle. If the size of the vertical obstacle is equal to or less than the specified value, the vertical obstacle is determined to be a second type of vertical obstacle. Cases where the determination result of step S201 is affirmative include Cases 1 to 5 described above. The determination result of step S201 is stored in the memory.

[0103] Next, in step S202, it is determined whether there is a lateral obstacle around the moving object. Cases where the determination result of step S202 is affirmative include Case 3, Case 5, and Case 7 described above. The determination result of step S202 is stored in the memory.

[0104] Next, in step S203, it is determined whether the moving object can pass between the vertical obstacle and the horizontal obstacle. However, this determination is made only when the determination result in step S202 is affirmative. If the moving object can pass between the vertical obstacle and the horizontal obstacle, the horizontal obstacle does not correspond to the second obstacle.

[0105] Next, in step S204, based on the determination results of steps S201 to S203, the current position, moving direction, and moving speed of the moving object, a predicted range of the future position of the moving object is calculated.

[0106] Next, in step S205, it is determined whether the predicted range of the future position of the moving object calculated in step 204 overlaps with the trajectory 11 of the host vehicle 10. If the predicted range does not overlap with the trajectory of the host vehicle 10, the steering assistance for avoiding the moving object is not executed. Cases where the determination result in step S205 is negative and the steering assistance is not executed include the above-described cases 2, 4, and 6.

[0107] If the predicted range overlaps with the trajectory of the host vehicle 10, the process proceeds to step S206. In step S206, the steering assistance for avoiding the moving object is executed. Cases where the determination result in step S205 is affirmative and the steering assistance is executed include the above-described cases 1, 3, 5, and 7.

[0108] 3-3. Configuration of Driving Support Device The configuration of the driving support device 100 for implementing the above-described driving support control can be represented by the block diagram shown in FIG. 9 in the same manner as in the first embodiment. That is, the hardware of the driving support device 100 according to the second embodiment is common to that of the second embodiment. The difference between the second embodiment and the first embodiment lies only in the content of the driving support program 113 stored in the program memory 112.

Explanation of Signs

[0109] 2 Traveling Lane 10 Host Vehicle 20 Pedestrian (Moving Object) 31 Parked vehicle (longitudinal obstacle, first obstacle) 32 Utility pole (longitudinal shield, first shield) 40 Wall (lateral obstacle, second obstacle) 51 - 53 Support execution area 51a, 52a Right area (first area) 51b, 52b Left area (second area) 61 - 67 Prediction range 100 Driving support device 110 Control device 111 Processor 112 Program memory 113 Driving support program

Claims

1. Detecting a moving object existing in front of the host vehicle; Detecting a first obstacle that obstructs the longitudinal movement of the moving object; Determining the presence or absence of a second obstacle that is located on the side opposite to the travel lane of the host vehicle with respect to the first obstacle in the lateral direction and that forces the moving object to move laterally toward the travel lane due to a cooperative action with the first obstacle; When the second obstacle exists, relaxing the execution conditions for steering assistance for avoiding the moving object compared to the case where the second obstacle does not exist, and configured to execute; Relaxing the execution conditions for the steering assistance Performing the steering assistance when the moving object is located in a support execution area that extends toward the side of the moving object with respect to the first obstacle in the longitudinal direction; When the second obstacle exists, including expanding the support execution area compared to the case where the second obstacle does not exist A driving support device characterized by the above.

2. In the driving support device according to Claim 1, Expanding the support execution area Includes expanding the support execution area from the side closer to the travel lane toward the side farther from the travel lane in the lateral direction A driving support device characterized by the above.

3. In the driving support device according to Claim 2, Expanding the support execution area When the second obstacle does not exist, setting a first area on the side of the travel lane with respect to the first obstacle in the lateral direction as the support execution area; When the second obstacle exists, setting a second area on the side opposite to the travel lane with respect to the first obstacle in the lateral direction and the first area as the support execution area A driving support device characterized by the above.

4. In the driving support device according to Claim 1, Expanding the support execution area When the second obstacle does not exist, not providing the support execution area, and when the second obstacle exists, providing the support execution area A driving support device characterized by the above.

5. In the driving support device according to Claim 4, Providing the support execution area Includes setting an area on the side opposite to the travel lane with respect to the first obstacle in the lateral direction as at least a part of the support execution area A driving support device characterized by the above.

6. In the driving support device according to any one of Claims 1 to 5, The second obstacle is an object whose distance from the first obstacle in the lateral direction is smaller than the lower limit value. An operation support device characterized by the above.

7. In the operation support device according to any one of Claims 1 to 5, the second obstacle is an obstacle that forces the moving body to move laterally toward the driving lane by the combined and cooperative action of the action exerted on the moving body by itself and the action exerted on the moving body by the first obstacle. An operation support device characterized by the above.

8. In the operation support device according to any one of Claims 1 to 5, the second obstacle is an obstacle that can increase the probability that the moving body moves laterally toward the driving lane due to the physical constraints imposed on the moving body by the positional relationship among the three elements including itself, the first obstacle, and the moving body. An operation support device characterized by the above.

9. An operation support method executed by an in-vehicle computer, including: detecting a moving body existing in front of the host vehicle; detecting a first obstacle that hinders the vertical movement of the moving body; determining the presence or absence of a second obstacle that is located on the side opposite to the driving lane of the host vehicle with respect to the first obstacle in the lateral direction and that forces the moving body to move laterally toward the driving lane by the cooperative action with the first obstacle; when the second obstacle exists, relaxing the execution conditions for steering assistance for avoiding the moving body compared to the case where the second obstacle does not exist, wherein relaxing the execution conditions for steering assistance includes: performing the steering assistance when the moving body is located in a support execution area that extends to the side of the moving body with respect to the first obstacle in the vertical direction; when the second obstacle exists, expanding the support execution area compared to the case where the second obstacle does not exist. An operation support method characterized by the above.

10. detecting a moving body existing in front of the host vehicle; detecting a first obstacle that hinders the vertical movement of the moving body; determining the presence or absence of a second obstacle that is located on the side opposite to the driving lane of the host vehicle with respect to the first obstacle in the lateral direction and that forces the moving body to move laterally toward the driving lane by the cooperative action with the first obstacle; When the second obstacle exists, the in-vehicle computer is configured to relax the execution conditions for steering assistance to avoid the moving body more than when the second obstacle does not exist. Relaxing the execution conditions for the steering assistance includes: performing the steering assistance when the moving body is located in the assistance execution area that extends to the side of the moving body with respect to the first obstacle in the longitudinal direction; and when the second obstacle exists, expanding the assistance execution area more than when the second obstacle does not exist. A program characterized by the above.

Images