Vehicle control device, vehicle control method, and program thereof

Abstract

To provide a vehicle control device capable of starting vehicle control to deal with a target at a more appropriate timing, the target tending to delay recognition of a driver located on the front side of an own vehicle.SOLUTION: A driving assistance ECU of the vehicle control device acquires front side target information including information about a target located within the side and outside range (dead angle detection range) DAA of a front monitor device target detection range by a specific camera device including a front camera. The driving assistance ECU identifies the type and the moving state of the target (target within dead angle) located within at least the dead angle detection range on the basis of the front side target information, and determines a front side obstacle area on the basis of the identified type and moving state of the target within the dead angle. The driving assistance ECU suppresses starting of the own vehicle HV when it is determined that the target of the type corresponding to the front side obstacle area and of the moving state corresponding to the front side obstacle area is located within the determined front side obstacle area and a start determination condition is established.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to a vehicle control device, a vehicle control method, and a program thereof that execute control for reducing the possibility that the host vehicle and a target object located in front of the host vehicle approach each other excessively.

Background Art

[0002] One of the conventional vehicle control devices (hereinafter referred to as the "conventional device") uses a front camera and a front side radar to detect target objects existing in the central region in front of the host vehicle and regions located laterally with respect to the central region (near the left and right ends of the central region). When the conventional device determines that there is a possibility of a collision between the detected target object and the host vehicle, it performs emergency driving control to reduce the collision damage.

[0003] Generally, a driver recognizes a target object located in the central region in front of the host vehicle relatively early. Such a target object generally has a low relative lateral speed. On the other hand, a driver recognizes a target object located in front of and laterally outside (front and outside the left and right directions) of the host vehicle that is about to cross in front of the host vehicle relatively late. Such a target object generally has a high relative lateral speed. Therefore, when the relative lateral speed of the target object is equal to or higher than a threshold value, the conventional device starts emergency driving control earlier than when the relative lateral speed is less than the threshold value (see Patent Document 1).

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

[0005] However, a target object attempting to cross in front of the host vehicle may be initially detected as stopped (relative lateral speed is zero) at the front side of the host vehicle, such as a pedestrian or a bicycle, and then suddenly start to cross. In this case, since the relative lateral speed of the target object is less than the threshold value when the target object is detected, the emergency driving control is not started early. Therefore, there is a possibility that the execution of the emergency driving control may be delayed.

[0006] The present invention has been made to solve the above problems. That is, one of the objects of the present invention is to provide a vehicle control device capable of starting vehicle control for dealing with a target object located on the front side of the host vehicle and having a tendency to delay the driver's recognition at a more appropriate timing.

[0007] To achieve the above object, one aspect of the present invention is a specific camera device (FSM) capable of acquiring front side target object information including information on a target object within a blind spot detection range (DAA) that is lateral and outside of the target object detection range (FWA) of a front monitoring device (20, 30, FWM) including a front camera (21) having a first horizontal viewing angle (θf) for imaging a front area of the host vehicle, a controller (10, 50) that controls the driving force of the host vehicle to be reduced so that the driving force of the host vehicle becomes smaller when it is determined (steps 640 to 660) that a start inhibition condition including a target object condition (step 640) that a target object of a certain type is located within a front side obstacle area (for example, A2, A2, and A3, etc.) corresponding to the type of the target object within the blind spot is satisfied, as compared with a case where it is not determined that the start inhibition condition is satisfied (step 670, step 740), is provided.

[0008] According to this aspect, when a starting inhibition condition including a target condition that a target of a certain type is located in the front-side obstacle area corresponding to the type of a target within a blind spot that cannot be detected by a forward monitoring device is satisfied, the driving force of the host vehicle is reduced as compared with when the starting inhibition condition is not satisfied. Therefore, it is possible to execute control for reducing the driving force at an appropriate timing according to the type of a target located in the front side of the host vehicle (starting inhibition control which is vehicle control for dealing with the target).

[0009] In one aspect of the present invention, the controller (10) identifies the type of the target within the blind spot based on the front-side target information (step 620), identifies the movement state of the target within the blind spot based on the front-side target information (step 625), determines the front-side obstacle area based on the identified type of the target within the blind spot and the identified movement state of the target within the blind spot (step 630), when it is determined based on the front-side target information that a target of a type corresponding to the determined front-side obstacle area and having a movement state corresponding to the movement state corresponding to the front-side obstacle area is located within the determined front-side obstacle area, it is determined that the target condition is satisfied (step 640), is configured as described above.

[0010] According to this aspect, the front-side obstacle area is determined according to not only the type of the target within the blind spot but also the movement state of the target within the blind spot. For example, when the target is a pedestrian, the front-side obstacle area determined for the state where the pedestrian is approaching the host vehicle can be set to have a larger lateral distance from the host vehicle than the front-side obstacle area determined for the state where the pedestrian is stationary. As described above, according to the above aspect, the front-side obstacle area corresponding to the type and movement state of the target Since it is set, it is possible to execute control for reducing the driving force at a more appropriate timing according to the type and moving state of the target. For example, the type of the target is a type for distinguishing which of "pedestrians, bicycles, and vehicles (including automobiles and motorcycles)" the target is. The moving state of the target is, for example, a state of being distinguished into a stationary state, a state of approaching the host vehicle, and other states.

[0011] One aspect of the present invention is an accelerator pedal operation amount sensor (82) for detecting an accelerator pedal operation amount (AP) of the host vehicle, a vehicle speed sensor (81) for detecting a vehicle speed (SPD) which is the speed of the host vehicle, a power train actuator (51) for changing the driving force of the host vehicle, and is provided with. Furthermore, when the controller (10) determines that the target condition is satisfied (step 640), when the detected vehicle speed (SPD) is equal to or lower than a specific vehicle speed threshold value (SPDth) (step 650), and when the detected accelerator pedal operation amount (AP) is equal to or higher than a specific operation amount threshold value (lower threshold value APLоth) (step 660), it determines that the start suppression condition is satisfied (step 670), When it is not determined that the start suppression condition is satisfied, the power train actuator is controlled so that the driving force becomes a normal driving force that increases as the detected accelerator pedal operation amount increases (step 750), When it is determined that the start suppression condition is satisfied, the power train actuator is controlled so that the driving force becomes a driving force smaller than the normal driving force (step 740), and is configured as follows.

[0012] According to this aspect, when the object condition is satisfied and the accelerator pedal is depressed relatively largely in a state where the vehicle speed is relatively low, it is determined that the starting suppression condition is satisfied, and the power train actuator is controlled so that the driving force becomes smaller than the normal driving force. Therefore, when the driver tries to start the host vehicle without noticing the object in the blind spot, since the driving force of the host vehicle is suppressed, the host vehicle can be quickly stopped when the object in the blind spot moves to the front of the host vehicle trying to cross in front of the host vehicle.

[0013] In one aspect of the present invention, the specific camera device (FSM) includes a front wide-angle camera (front PVM camera 41) having a second horizontal viewing angle (θw) larger than the first horizontal viewing angle (θf) of the front camera, and is configured to acquire the front side object information based on the image data acquired by the front wide-angle camera.

[0014] The front wide-angle camera is often mounted together with other wide-angle cameras to generate an overhead view image of the vehicle. Therefore, according to the above aspect, it is possible to acquire the front side object information including information on the object in the blind spot without specially preparing a camera for the specific camera device.

[0015] In one aspect of the present invention, the controller (10) determines whether an object exists in a predetermined front obstacle area (A1) in front of the host vehicle using the image data acquired by the front camera (step 510), when it is determined that an object exists in the front obstacle area, when the detected vehicle speed (SPD) is equal to or lower than the specific vehicle speed threshold (SPDth) (step 520), and when the detected accelerator pedal operation amount (AP) is equal to or greater than the mis-start operation amount threshold (APHith) greater than the specific operation amount threshold, it is determined that the mis-start suppression condition is satisfied (step 540), When it is determined that the mis-start suppression condition is satisfied, the power train actuator is controlled so that the driving force becomes a driving force smaller than the normal driving force (step 720). It is configured as follows.

[0016] When a target exists in the forward obstacle area (A1) of the host vehicle based on the image data acquired by the front camera, the driver generally notices the target and does not deeply depress the accelerator pedal. However, a situation may occur in which the driver mistakenly depresses the accelerator pedal instead of the brake pedal (mis-start operation). According to the above aspect, such a mis-start operation is determined to have occurred when the vehicle speed (SPD) is equal to or lower than a specific vehicle speed threshold (SPDth) and the accelerator pedal operation amount (AP) is equal to or higher than a mis-start operation amount threshold (APHith), and the driving force is reduced. Therefore, it is possible to prevent the host vehicle from colliding with a target located in front of the host vehicle.

[0017] In one aspect of the above vehicle control device, The forward obstacle area (A1) is a rectangular area having a longitudinal direction in front of the host vehicle in the longitudinal direction of the front and rear axes (X-axis direction) of the host vehicle, and the length in the short side direction (Y-axis direction length) of the rectangle is a value (2·D1) corresponding to the vehicle width of the host vehicle. The controller When information about an intermediate target located in the range between the forward obstacle area (A1) and the blind spot detection range (DAA) (range B between A1 and the straight line Lfr) is included in the front side target information, the intermediate target is treated as a target within the blind spot to determine whether the target condition is satisfied. It is configured as follows.

[0018] According to this aspect, start suppression control can be executed even for a target located outside the blind spot detection range and on the side and outside of the forward obstacle area.

[0019] Note that the present invention also extends to a vehicle control method and its program implemented by the above vehicle control device. Furthermore, in the above description, for the purpose of assisting the understanding of the invention, the reference numerals used in the embodiments are appended in parentheses to the constituent elements of the invention corresponding to the embodiments. However, each constituent element of the present invention is not limited to the embodiments defined by the above reference numerals.

Brief Description of the Drawings

[0020]

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

Figure 6

Figure 7

Figure 8

Embodiments for Carrying Out the Invention

[0021] (Configuration) The vehicle control device (driving support device) DS according to the embodiment of the present invention shown in FIG. 1 is mounted on a vehicle HV (hereinafter referred to as “own vehicle” to distinguish it from other vehicles) shown in FIG. 2.

[0022] As shown in FIG. 1, the vehicle control device DS includes a driving support ECU 10, a front camera device 20, a front radar device 30, a PVM camera device 40, a power train ECU 50, a power train actuator 51, a brake ECU 60, a brake actuator 61, an alarm ECU 70, an alarm sound generation device 72, an alarm display device 74, a vehicle speed sensor 81, an accelerator pedal operation amount sensor 82, a brake pedal operation amount sensor 83, and a steering angle sensor 84.

[0023] In this specification, “ECU” is an electronic control device (Electronic Control Unit) having a microcomputer as a main part, and is also referred to as a controller. The microcomputer includes a CPU (processor), a ROM, a RAM, a non-volatile memory, an interface I / F, and the like. The CPU realizes various functions as described later by executing instructions (programs, routines) stored in the ROM. Some or all of the above plurality of ECUs and a plurality of ECUs described later may be integrated into one ECU. Further, the above plurality of ECUs and a plurality of ECUs described later are connected to each other through a CAN (Controller Area Network) so as to be able to exchange information.

[0024] Each of the driving support ECU 10 and ECUs (22, 32, 45) described later processes information regarding the position of an object using the orthogonal coordinate system (X-axis and Y-axis) shown in FIG. 2. This orthogonal coordinate system is defined as follows. Origin: The center position in the vehicle width direction at the tip of the own vehicle HV X-axis: An axis passing through the origin and extending in the longitudinal direction of the own vehicle HV. The front of the own vehicle HV is the positive direction. Y-axis: An axis passing through the origin and extending in the lateral direction of the own vehicle HV. The right side of the own vehicle HV is the positive direction.

[0025] The driving support ECU 10 shown in FIG. 1 is the main ECU of the vehicle control device DS and executes driving support control (vehicle control) as described later.

[0026] The front camera device 20 includes a front camera 21 and an image ECU 22.

[0027] As shown in FIG. 2, the front camera 21 is disposed at the upper and central part of the front windshield of the host vehicle HV. The front camera 21 is a stereo camera and captures "the scene in front of the host vehicle HV (including the road surface and objects)" every time a predetermined time elapses to acquire a pair of left and right image data. The imaging range of the front camera 21 is in the range of an angle θf centered on the X axis. That is, the horizontal viewing angle (the first horizontal viewing angle) of the front camera 21 is the angle θf (in this example, approximately 100 degrees). Therefore, the front camera 21 is included in the range of an angle (θf / 2) in the right and left directions with respect to the front of the vehicle, and images a scene within the range up to the imaging possible distance Rf from the front camera 21. Note that the front camera 21 may be a monocular camera.

[0028] The image ECU 22 shown in FIG. 1 analyzes the image data transmitted from the front camera 21 every time a predetermined time elapses to generate front camera object information. The front camera object information includes "the position, relative longitudinal speed (relative speed of the object in the X-axis direction), relative lateral speed (relative speed of the object in the Y-axis direction), and type" of the object imaged by the front camera 21.

[0029] The front radar device 30, together with the front camera device 20, constitutes the front monitoring device FWM. The front radar device 30 is a device that acquires information about an object existing in front of the host vehicle HV using radio waves in the millimeter wave band and includes a front radar 31 and a front radar ECU 32.

[0030] As shown in Fig. 2, the front radar 31 is disposed at the position of the origin described above, and transmits radio waves in the millimeter wave band within the detection range of the angle θr having the X-axis as the central axis (radar axis). That is, the front radar 31 transmits radio waves in the range of the angle (θr / 2) to the right and left directions with respect to the front of the vehicle. Note that the angle θr is smaller than the angle θf.

[0031] When a target exists within the radio wave transmission range (detection range) of the front radar 31, the target reflects the radio waves transmitted from the front radar 31. As a result, a reflected wave is formed. The front radar 31 receives this reflected wave. The front radar 31 transmits information about the transmitted radio waves and information about the received reflected wave to the front radar ECU 32 every time a predetermined time elapses.

[0032] Based on the information transmitted from the front radar 31, the front radar ECU 32 acquires target information about the targets existing within the detection range of the front radar 31. This target information is referred to as "front radar target information" and includes the distance between the target and the origin, the azimuth of the target, the relative speed of the target, and the like. Note that the upper limit distance of the detection range of the front radar 31 is longer than the photographable distance Rf.

[0033] As understood from the above, the target detection range FWA of the front monitoring device FWM including the front camera device 20 and the front radar device 30 has a shape like the hatched portion shown in Fig. 3.

[0034] The driving support ECU 10 generates fusion target information by integrating the front camera target information and the front radar target information. The fusion target information includes the position of the target, the relative longitudinal speed of the target (relative speed in the X-axis direction), the relative lateral speed of the target (relative speed in the Y-axis direction), the size of the target (width and length), and the type of the target.

[0035] The PVM camera device 40 shown in Fig. 1 includes a front PVM camera 41, a left PVM camera 42, a right PVM camera 43, a rear PVM camera 44, and a PVM·ECU 45.

[0036] As shown in FIG. 2, the front PVM camera 41 is disposed at the position of the origin described above and includes a fish-eye lens (ultra-wide-angle lens) (not shown). The front PVM camera 41 captures an image of "the scene in front of and on the front side of the host vehicle HV (including the road surface and object targets)" every time a predetermined time elapses to obtain image data. The imaging range of the front PVM camera 41 is in the range of an angle θw centered on the X-axis. That is, the horizontal viewing angle (second horizontal viewing angle) of the front PVM camera 41 is "an angle θw (substantially 180 degrees in this example) larger than the horizontal viewing angle θf of the front camera 21". Therefore, the front PVM camera 41 includes the ranges of angles (θw / 2) to the right and left with respect to the front of the host vehicle HV, and images a scene within the range up to a "shooting possible distance Rw shorter than the shooting possible distance Rf" from the front PVM camera 41. The front PVM camera 41 is also referred to as a front wide-angle camera.

[0037] Each of the left PVM camera 42, the right PVM camera 43, and the rear PVM camera 44 has the same structure as the front PVM camera 41. As shown in FIG. 2, the left PVM camera 42 is fixed to the left side surface of the host vehicle HV and images the scene on the left side of the host vehicle HV. The right PVM camera 43 is fixed to the right side surface of the host vehicle HV and images the scene on the right side of the host vehicle HV. The rear PVM camera 44 is fixed to the center position in the vehicle width direction at the rear end of the host vehicle HV and images the scene behind the host vehicle HV.

[0038] The PVM·ECU 45 generates data for an overhead image and data for a driving direction image based on the image data transmitted every time a predetermined time has elapsed from the front PVM camera 41, the left PVM camera 42, the right PVM camera 43, and the rear PVM camera 44. The data for the overhead image and the data for the driving direction image are transmitted to the driving assistance ECU 10 and a display ECU (not shown). The display ECU displays an overhead image based on the data for the overhead image and a driving direction image based on the data for the driving direction image on a display (not shown). The driving direction image includes a forward driving direction image and a reverse driving direction image. Note that the structures of the PVM cameras 41-44, the overhead image, and the driving direction image are well-known (see, for example, Japanese Unexamined Patent Application Publication No. 2022-86516, Japanese Unexamined Patent Application Publication No. 2020-117128, and Japanese Unexamined Patent Application Publication No. 2019-016825, etc.).

[0039] Furthermore, the PVM·ECU 45 analyzes the image data transmitted from the front PVM camera 41 every time a predetermined time has elapsed to generate PVM camera target information (front side target information). The PVM camera target information includes the position of the target and the type of the target, etc.

[0040] In this way, the front PVM camera 41 and the PVM·ECU 45 constitute a specific camera device FSM capable of acquiring front side target information. Furthermore, as shown in FIG. 3, the specific camera device FSM can also acquire information about a target (hereinafter, also referred to as a "target within the blind spot") located within a "blind spot detection range DAA", which is a range on the side and outside of the target detection range FWA of the front monitoring device FWM. That is, the specific camera device FSM can acquire information about a target located in any of the "blind spot detection range DAA, the front obstacle area A1, and the intermediate range B (the range between the area A1 and the straight line Lfr)" shown in FIG. 3.

[0041] The power train ECU 50 is connected to the power train actuator 51. The power train actuator 51 is an actuator for changing the operating state of the drive device (the power source of the host vehicle HV, which is an internal combustion engine in this case) of the host vehicle. In this example, the internal combustion engine is a gasoline fuel injection / spark ignition / multi-cylinder engine and is provided with a throttle valve for adjusting the intake air amount. The power train actuator 51 includes at least a throttle valve actuator for changing the opening degree of the throttle valve.

[0042] By driving the power train actuator 51, the power train ECU 50 can change the torque generated by the drive device. The torque generated by the drive device is transmitted to a drive wheel (not shown) via a gear mechanism (not shown). Therefore, the power train ECU 50 can control the driving force of the host vehicle HV by controlling the drive device via the power train actuator 51.

[0043] Note that the drive device of the host vehicle HV may be an electric motor. In other words, the host vehicle HV may be an electric vehicle, and in that case, the power train actuator 51 is an inverter capable of changing the torque of the electric motor. Further, the drive device of the host vehicle HV may be both an internal combustion engine and an electric motor. In other words, the host vehicle HV may be a hybrid vehicle, and in that case, the power train actuator 51 includes an inverter capable of changing the torque of the electric motor and a throttle valve actuator of the internal combustion engine.

[0044] The brake ECU 60 is connected to the brake actuator 61. The brake actuator 61 is an actuator for changing the braking force (frictional braking force) applied to the vehicle by controlling the friction brake device (braking device) disposed on each wheel of the host vehicle HV. Therefore, the brake ECU 60 can control the braking force applied to the host vehicle HV by controlling the braking device via the brake actuator 61.

[0045] The warning ECU 70 is connected to the warning sound generator 72 and can generate a warning sound from the warning sound generator 72. The warning ECU 70 is connected to the warning display device 74 and can display various warnings on the warning display device 74.

[0046] The driving support ECU 10 is further connected to the sensors described below and is configured to input the output values (detection values) of these sensors. · A vehicle speed sensor 81 that detects the speed of the host vehicle HV (i.e., the vehicle speed SPD). · An accelerator pedal operation amount sensor 82 that detects the operation amount AP of an accelerator pedal (not shown) of the host vehicle HV. · A brake pedal operation amount sensor 83 that detects the operation amount BP of a brake pedal (not shown) of the host vehicle HV. · A steering angle sensor 84 that detects the steering angle (steering angle) Sa of the host vehicle HV.

[0047] Note that the driving support ECU 10 is also connected to other driving state sensors that represent the driving state of the vehicle. The driving state sensors include, for example, wheel rotation speed sensors for each wheel and a brake switch that generates an ON signal when the brake pedal is operated. Further, each sensor may be connected to an ECU other than the driving support ECU 10. In that case, the driving support ECU 10 inputs "the output value of that sensor" from the ECU to which the sensor is connected via CAN.

[0048] (Outline of operation) The driving support ECU 10 of the vehicle control device DS executes mis-start suppression control for a front obstacle and start suppression control for a front-side obstacle (hereinafter, also referred to as "specific control" or "front-side obstacle start suppression control"). Note that the driving support ECU 10 is hereinafter simply referred to as "ECU 10".

[0049] <Mis-start suppression control for a front obstacle> ECU 10 determines whether or not there is a target in the front obstacle area A1 shown in FIG. 4 based on the fused target information (target information obtained by integrating the front camera target information and the front radar target information). The front obstacle area A1 is a substantially rectangular area set in front (in the traveling direction) of the host vehicle HV. The length range of the front obstacle area A1 in the X-axis direction is "a distance L0 shorter than the shooting possible distance Rf of the front camera 21 from the front end of the host vehicle HV (i.e., distance 0)". The range of the length (Ya) in the positive Y-axis direction and the negative Y-axis direction of the front obstacle area A1 is "a range from 0 to the distance D1". That is, the length (width) of the front obstacle area A1 in the Y-axis direction is "2·D1". The distance D1 is set to a value slightly longer than half of the vehicle width WD of the host vehicle HV (D1 = (WD / 2) + a predetermined value α).

[0050] When ECU 10 determines that the front obstacle condition that there is a target in the front obstacle area A1 is satisfied based on the fused target information, it determines whether or not a condition (mis-start determination condition) under which it can be estimated that the driver of the host vehicle HV has performed a mis-start operation is satisfied. The mis-start determination condition is a condition that is satisfied when both of the following condition C1 and condition C2 are satisfied. (Condition C1) The vehicle speed SPD is equal to or lower than the threshold vehicle speed SPDth. (Condition C2) The accelerator pedal operation amount AP is equal to or higher than the high-side threshold value (first threshold value) APHith. The high-side threshold value APHith is also referred to as the "mis-start operation amount threshold value".

[0051] When ECU 10 determines that the front obstacle condition is satisfied and the mis-start determination condition is satisfied, it determines that the mis-start suppression condition is satisfied, regards the target located in the front obstacle area A1 as a front obstacle, and executes mis-start suppression control for the front obstacle. The mis-start suppression control includes the following control. · Maintain the driving force of the host vehicle HV at the driving force required for creep running (hereinafter, may be referred to as the "driving force for creep running") (for example, set the opening degree of the throttle valve to zero). · When the vehicle speed SPD is higher than the "emergency braking required vehicle speed SPDBth which is lower than the threshold vehicle speed SPDth", the braking force applied to the host vehicle HV is controlled so that the magnitude of the deceleration of the host vehicle HV becomes the allowable maximum deceleration until the vehicle speed SPD decreases to the creep vehicle speed SPDcth. That is, the ECU10 executes emergency deceleration control by setting the braking force to the allowable maximum braking force. The creep vehicle speed SPDcth is lower than the emergency braking required vehicle speed SPDBth.

[0052] <Starting suppression control for the front side obstacle (specific control)> There may be a scene where an object located in the area on the side and outside of the front obstacle area A1 (the positive Y-axis direction side and the negative Y-axis direction side) tries to cross in front of the host vehicle HV. Depending on the above-described mis-start suppression control, there may be a delay in the response to such an object. Therefore, the ECU10 executes the specific control described below.

[0053] The ECU10 determines whether there is an object in the front side monitoring area outside the front obstacle area A1 based on the PVM camera object information (front side object information).

[0054] When the ECU10 determines that there is an object in the front side monitoring area, it specifies the type of the object based on the PVM camera object information. The specification of the object type is performed using a well-known method (for example, the pattern matching method). In this example, the types of objects to be specified are pedestrians, bicycles, and vehicles. Vehicles include automobiles (passenger cars, trucks, buses, etc.) and motorcycles. However, the types of objects to be specified may include personal mobility such as electric kick scooters and Segway (registered trademark) in addition to pedestrians, bicycles, and vehicles. In this case, the object type is set based on the normal moving speed of each object.

[0055] Furthermore, the ECU 10 determines the moving state of the target object based on the "latest PVM camera target object information and the PVM camera target object information before a predetermined time". The moving state of the target object determined here is any one of the states of whether the target object is stationary, whether the target object is approaching the host vehicle HV (accurately, the X-axis), or whether the target object is moving away from the host vehicle HV.

[0056] Next, the ECU 10 determines the front-side obstacle region as shown in FIG. 4 according to the type and moving state of the target object.

[0057] The length range of the front-side obstacle region in the X-axis direction is "the length in the X-axis direction of the shooting range of the front PVM camera 41 from the front end of the host vehicle HV (that is, the distance 0)". However, in FIG. 4, for the sake of convenience, the length range of the front-side obstacle region in the X-axis direction is illustrated as the range "from the front end of the host vehicle HV to the distance L0".

[0058] The range of the length (Ya) in the positive Y-axis direction and the negative Y-axis direction of the front-side obstacle region is as follows. · Stationary pedestrian (stationary pedestrian): Range from D1 to D2 · Stationary bicycle (stationary bicycle): Range from D1 to D3 · Stationary vehicle (stationary vehicle): Range from D1 to D4 · Approaching pedestrian (crossing pedestrian): Range from D1 to D5 · Approaching bicycle (crossing bicycle): Range from D1 to D6 · Approaching vehicle (crossing vehicle): Range from D1 to D7 However, 0 < D1 < D2 < D3 < D4 < D5 < D6 < D7

[0059] That is, as shown in FIG. 4, the front-side obstacle region is as follows. · Stationary pedestrian: Region A2 · Stationary bicycle: Region A2 and Region A3 · Stationary vehicle: Region A2, Region A3 and Region A4 · Crossing pedestrian: Region A2, Region A3, Region A4 and Region A5 · Cross - bicycle: Areas A2, A3, A4, A5, and A6 · Cross - vehicle: Areas A2, A3, A4, A5, A6, and A7

[0060] The ECU 10 determines, based on the PVM camera target information, whether there is a "target with type and movement state" corresponding to the determined front - side obstacle area within the determined front - side obstacle area. Hereinafter, the "target with the 'type and movement state' corresponding to the determined front - side obstacle area located within the determined front - side obstacle area" is referred to as the "corresponding front - side obstacle".

[0061] When the ECU 10 determines that the target condition (front - side obstacle condition) indicating the existence of the corresponding front - side obstacle is satisfied, it determines whether the condition (start determination condition) that allows the driver of the host vehicle HV to perform a start operation is satisfied. The start determination condition is a condition that is satisfied when both of the following conditions E1 and E2 are satisfied. (Condition E1) The vehicle speed SPD is less than or equal to the threshold vehicle speed SPDth. The threshold vehicle speed SPDth of Condition E1 may also be referred to as a specific vehicle speed threshold and may be the same as or different from the threshold vehicle speed SPDth of Condition C1. (Condition E2) The accelerator pedal operation amount AP is greater than or equal to the "lower - side threshold (second threshold) APLоth". The lower - side threshold APLоth is a value smaller than the upper - side threshold (false start operation amount threshold) APHith and is also referred to as the "specific operation amount threshold".

[0062] When the ECU 10 determines that the front - side obstacle condition is satisfied and the start determination condition is satisfied, it determines that the start suppression condition is satisfied and executes start suppression control for the corresponding front - side obstacle. The start suppression control includes the following control. · Maintain the driving force of the host vehicle HV at the driving force for creep running (for example, set the opening degree of the throttle valve to zero). · When the vehicle speed SPD is higher than the "low braking required vehicle speed SPDKth" which is lower than the "emergency braking required vehicle speed SPDBth", the braking force applied to the host vehicle HV is controlled so that the deceleration of the host vehicle HV becomes the warning deceleration until the vehicle speed SPD decreases to the creep vehicle speed SPDcth. The magnitude of the warning deceleration is smaller than the magnitude of the allowable maximum deceleration. That is, the ECU10 executes the deceleration control by setting the braking force to the warning braking force.

[0063] In this way, the vehicle control device DS executes not only the mis-start suppression control for the forward obstacle but also the start suppression control (specific control) for the forward side obstacle detected by using the forward PVM camera 41. As a result, even when the forward side obstacle crosses right in front of the host vehicle HV, since the start of the host vehicle HV is gentle, the possibility of the forward side obstacle getting too close to the host vehicle HV can be reduced.

[0064] (Specific operation) The CPU of the driving support ECU10 (hereinafter simply referred to as "CPU") executes the routine shown by the flowchart in FIGS. 5 to 8 every time a predetermined time elapses.

[0065] <Setting of the mis-start suppression control flag for the forward obstacle> Therefore, when an appropriate time point arrives, the CPU starts the process from step 500 in FIG. 5 and proceeds to step 510. At step 510, the CPU determines whether or not a target is detected in the forward obstacle region A1 based on the fusion target information. That is, the CPU determines whether or not the forward obstacle condition is satisfied.

[0066] When a target is detected within the front obstacle area A1, the CPU determines "Yes" in step 510 and proceeds to step 520. The CPU determines whether the vehicle speed SPD is less than or equal to the threshold vehicle speed SPDth in step 520 (that is, whether condition C1 is satisfied). When the vehicle speed SPD is less than or equal to the threshold vehicle speed SPDth, the CPU determines "Yes" in step 520 and proceeds to step 530. The CPU determines whether the accelerator pedal operation amount AP is greater than or equal to the high-side threshold value APHith in step 530 (that is, whether condition C2 is satisfied). For example, the high-side threshold value APHith is set to "a value of 90% of the maximum value of the accelerator pedal operation amount".

[0067] When the accelerator pedal operation amount AP is greater than or equal to the high-side threshold value APHith, the CPU determines "Yes" in step 530 and proceeds to step 540. The CPU sets the value of the mis-start suppression control flag Xfw for the front obstacle to "1" in step 540. Thereafter, the CPU proceeds to step 595 and temporarily ends this routine.

[0068] Note that all flags including the mis-start suppression control flag Xfw are set to "0" by an initialization routine executed by the CPU when the ignition key switch (not shown) of the host vehicle HV is changed from the off position to the on position.

[0069] On the other hand, when any of the following cases 1 to 3 occurs, the CPU proceeds to step 550, sets the value of the mis-start suppression control flag Xfw to "0", proceeds to step 595, and temporarily ends this routine. Case 1: When no target is detected within the front obstacle area A1 (step 510: No) Case 2: When the vehicle speed SPD is higher than the threshold vehicle speed SPDth (step 520: No) Case 3: When the accelerator pedal operation amount AP is less than the high-side threshold value APHith (step 530: No)

[0070] <Target setting of the start suppression control flag for the front side obstacle> When an appropriate time arrives, the CPU starts processing from step 600 in FIG. 6 and proceeds to step 610. At step 610, the CPU determines whether there is a target (the target is detected) in the "front side monitoring area including area A2 to area A7" based on the PVM camera target information. That is, the CPU determines whether the PVM camera target information contains information about the target in the "area other than the front obstacle area A1".

[0071] If it is determined that there is a target in the front side monitoring area, the CPU determines "Yes" at step 610, performs the "processing from step 620 to step 630" described below, and proceeds to step 640. Step 620: The CPU identifies the type of the target. That is, the CPU determines whether the target determined to exist in the front side monitoring area based on the PVM camera target information is a pedestrian, a bicycle, or something else. Step 625: The CPU identifies the moving state of the target. That is, the CPU identifies whether the target identified in step 620 is stationary, approaching the host vehicle HV (accurately, the X-axis), or moving away from the host vehicle HV. Step 630: The CPU executes the subroutine described below shown in FIG. 8 to be described later to determine the front side obstacle area according to the "type and moving state" of the target.

[0072] Next, the CPU proceeds to step 640 and determines based on the PVM camera target information whether there is a target with the "type and moving state" corresponding to the front side obstacle area in the "front side obstacle area determined in step 630". That is, the CPU determines whether the corresponding front side obstacle exists.

[0073] When there is an object in the corresponding front-side obstacle area, the CPU determines "Yes" in step 640 and proceeds to step 650. In step 650, the CPU determines whether the vehicle speed SPD is less than or equal to the threshold vehicle speed SPDth (i.e., whether condition E1 is satisfied). When the vehicle speed SPD is less than or equal to the threshold vehicle speed SPDth, the CPU determines "Yes" in step 650 and proceeds to step 660.

[0074] In step 660, the CPU determines whether the accelerator pedal operation amount AP is greater than or equal to the lower threshold value APLоth (i.e., whether condition E2 is satisfied). For example, the lower threshold value APLоth is set to "a value of 50% of the maximum value of the accelerator pedal operation amount".

[0075] When the accelerator pedal operation amount AP is greater than or equal to the lower threshold value APLоth, the CPU determines "Yes" in step 660 and proceeds to step 670. In step 670, the CPU sets the value of the start inhibition control flag Xfs for the front-side obstacle to "1". Then, the CPU proceeds to step 695 and temporarily ends this routine.

[0076] On the other hand, when any of the following cases 4 to 7 occurs, the CPU proceeds to step 680, sets the value of the start inhibition control flag Xfs to "0", proceeds to step 695, and temporarily ends this routine. Case 4: There is no target in the front-side monitoring area (step 610: No) Case 5: There is no corresponding front-side obstacle (step 640: No) Case 6: When the vehicle speed SPD is higher than the threshold vehicle speed SPDth (step 650: No) Case 7: When the accelerator pedal operation amount AP is less than the lower threshold value APLоth (step 660: No)

[0077] <Vehicle Driving Control> When an appropriate time point arrives, the CPU starts processing from step 700 in FIG. 7 and proceeds to step 710. In step 710, the CPU determines whether the value of the false start inhibition control flag Xfw for the front obstacle is "1".

[0078] When the value of the mis-start suppression control flag Xfw is "1", the CPU determines "Yes" in step 710 and proceeds to step 720. In step 720, the CPU executes the mis-start suppression control described above. At this time, when the braking force determined by applying the brake pedal operation amount BP to the lookup table MapB (operation braking force) described later is greater than the braking force determined by the mis-start suppression control, the CPU controls the brake actuator 61 so that the actual braking force matches this operation braking force. Thereafter, the CPU proceeds to step 795 and temporarily ends this routine.

[0079] On the other hand, when the value of the mis-start suppression control flag Xfw is "0", the CPU determines "No" in step 710 and proceeds to step 730. In step 730, the CPU determines whether the value of the start suppression control flag Xfs for the front-side obstacle is "1".

[0080] When the value of the start suppression control flag Xfs is "1", the CPU determines "Yes" in step 730 and proceeds to step 740. In step 740, the CPU executes the start suppression control described above. At this time, when the operation braking force determined based on the lookup table MapB described later is greater than the braking force determined by the start suppression control, the CPU controls the brake actuator 61 so that the actual braking force matches this operation braking force. Thereafter, the CPU proceeds to step 795 and temporarily ends this routine.

[0081] When the value of the start inhibition control flag Xfs is "0", the CPU determines "No" in step 730 and proceeds to step 750. The CPU executes normal vehicle driving control in step 750. More specifically, the CPU determines the target value of the driving force (i.e., the normal driving force) by applying the accelerator pedal operation amount AP and the vehicle speed SPD to the look-up table MapF, and controls the power train actuator 51 so that the actual driving force matches this target value. According to the table MapF, the target value of the driving force increases as the accelerator pedal operation amount AP increases. Furthermore, according to the table MapF, when the accelerator pedal operation amount AP is a certain value, the target value of the driving force decreases as the vehicle speed SPD increases. In addition, the CPU determines the operation braking force, which is the target value of the braking force, by applying the brake pedal operation amount BP to the look-up table MapB, and controls the brake actuator 61 so that the actual braking force matches this operation braking force. According to the table MapB, the operation braking force increases as the brake pedal operation amount BP increases. Thereafter, the CPU proceeds to step 795 and once terminates this routine.

[0082] <Determination of the front-side obstacle area> As described above, when the CPU proceeds to step 630 in FIG. 6, it starts processing from step 800 of the subroutine shown in FIG. 8 and proceeds to step 805.

[0083] At step 805, the CPU determines whether the type of the target detected based on the PVM camera target information is a vehicle (automobile or motorcycle). If the type of the target detected based on the PVM camera target information is a vehicle, the CPU proceeds to step 810 and determines based on the PVM camera target information whether the vehicle is approaching the host vehicle HV. If the vehicle is approaching the host vehicle HV, the CPU proceeds to step 815 and sets the range of the length (Ya) in the positive and negative Y-axis directions of the front-side obstacle area to the range from D1 to D7. Thereafter, the CPU proceeds to step 640 in FIG. 6 via step 895.

[0084] If the vehicle is not approaching the host vehicle HV, the CPU proceeds from step 810 to step 820 and determines whether the vehicle is stationary based on the PVM camera target information. If the vehicle is stationary, the CPU proceeds to step 825 and sets the range of the length (Ya) in the positive and negative Y-axis directions of the front-side obstacle area to the range from D1 to D4. Thereafter, the CPU proceeds to step 640 in FIG. 6 via step 895.

[0085] If the vehicle is not stationary, the CPU proceeds from step 820 to step 830 and sets the length (Ya) to "0". That is, in this case, the CPU does not set the front-side obstacle area. Thereafter, the CPU proceeds to step 640 in FIG. 6 via step 895. Note that when the front-side obstacle area is not set because the length (Ya) is set to "0", the CPU automatically determines that there is no corresponding front-side obstacle in step 640 of FIG. 6 described above.

[0086] If the type of the target detected based on the PVM camera target information is not a vehicle, the CPU proceeds from step 805 to step 835. At step 835, the CPU determines whether the type of the target detected based on the PVM camera target information is a bicycle. If the type of the target detected based on the PVM camera target information is a bicycle, the CPU proceeds to step 840 and determines whether the bicycle is approaching the host vehicle HV based on the PVM camera target information. If the bicycle is approaching the host vehicle HV, the CPU proceeds to step 845 and sets the range of the length (Ya) in the positive and negative Y-axis directions of the front-side obstacle area to the range from D1 to D6. Thereafter, the CCPU proceeds to step 640 in FIG. 6 via step 895.

[0087] If the bicycle is not approaching the host vehicle HV, the CPU proceeds from step 840 to step 850 and determines whether the bicycle is stationary based on the PVM camera target information. If the vehicle is stationary, the CPU proceeds to step 855 and sets the range of the length (Ya) in the positive and negative Y-axis directions of the front-side obstacle area to the range from D1 to D3. Thereafter, the CPU proceeds to step 640 in FIG. 6 via step 895.

[0088] If the bicycle is not stationary, the CPU proceeds from step 850 to step 860 and sets the length (Ya) to "0". That is, in this case, the CPU does not set the front-side obstacle area. Thereafter, the CPU proceeds to step 640 in FIG. 6 via step 895.

[0089] If the type of the target detected based on the PVM camera target information is not a bicycle, the CPU proceeds from step 835 to step 865. At step 865, the CPU determines whether the type of the target detected based on the PVM camera target information is a pedestrian. If the type of the target detected based on the PVM camera target information is a pedestrian, the CPU proceeds to step 870 and determines whether the pedestrian is approaching the host vehicle HV based on the PVM camera target information. If the pedestrian is approaching the host vehicle HV, the CPU proceeds to step 875 and sets the range of the length (Ya) in the positive and negative Y-axis directions of the front-side obstacle area to the range from D1 to D5. Thereafter, the CPU proceeds to step 640 in FIG. 6 via step 895.

[0090] If the pedestrian is not approaching the host vehicle HV, the CPU proceeds from step 870 to step 880 and determines whether the pedestrian is stationary based on the PVM camera target information. If the vehicle is stationary, the CPU proceeds to step 885 and sets the range of the length (Ya) in the positive and negative Y-axis directions of the front-side obstacle area to the range from D1 to D2. Thereafter, the CPU proceeds to step 640 in FIG. 6 via step 895.

[0091] If the pedestrian is not stationary, the CPU proceeds from step 880 to step 890 and sets the length (Ya) to "0". That is, in this case, the CPU does not set the front-side obstacle area. Thereafter, the CPU proceeds to step 640 in FIG. 6 via step 895.

[0092] When the CPU proceeds to step 865, if the type of the target detected based on the PVM camera target information is not a pedestrian (that is, if the type of the target detected based on the PVM camera target information is not any of a vehicle, a bicycle, and a pedestrian), the CPU proceeds from step 865 to step 890. That is, in this case, the CPU does not set the front-side obstacle area. Thereafter, the CPU proceeds to step 640 in FIG. 6 via step 895.

[0093] As described above, the vehicle control device DS according to the embodiment acquires "front-side target information including information on in-dead-angle targets located within the side and outer dead-angle detection range DAA of the target detection range FWA of the front monitoring device FWM including the front camera (21)" using the specific camera device FSM. Furthermore, the vehicle control device DS determines a front-side obstacle area according to the type (and moving state) of the in-dead-angle target based on the front-side target information, and when it is determined that a start inhibition condition including a target condition (step 640) that a target of the type (and moving state) is located within the determined front-side obstacle area and a start determination condition is satisfied (steps 640 to 660), the driving force of the host vehicle is controlled so as to be smaller than when it is not determined that the start inhibition condition is satisfied (steps 670, 740).

[0094] Therefore, it is possible to execute control for reducing the driving force at an appropriate timing even for targets of in-dead-angle targets that cannot be detected by the front monitoring device.

[0095] The present invention is not limited to the above-described embodiment and modification examples, and various modification examples can be adopted within the scope of the present invention.

[0096] For example, in step 720, the CPU may execute the first warning sound generation control and / or the first warning display control in addition to or instead of the mis-start suppression control.

[0097] The first warning sound generation control is a control for generating a voice message for notifying that a target exists in the front obstacle area and / or a voice message for prompting to operate the brake pedal instead of the accelerator pedal by using the warning ECU 70 and the warning sound generation device 72. The first warning sound generation control may be a control for generating the first warning sound by using the warning ECU 70 and the warning sound generation device 72.

[0098] The first warning display control is a control for causing the warning display device 74 to display a display message for notifying that a target exists in the front obstacle area and / or a display message for prompting to operate the brake pedal instead of the accelerator pedal by using the warning ECU and the warning display device 74. The first warning display control may be a control for causing the warning display device 74 to display the first warning mark by using the warning ECU 70 and the warning display device 74.

[0099] For example, in step 740, the CPU may execute the second warning sound generation control and / or the second warning display control in addition to or instead of the start suppression control.

[0100] The second warning sound generation control is a control for generating a voice message for notifying that a target exists in the front side obstacle area by using the warning ECU 70 and the warning sound generation device 72. The second warning sound generation control may be a control for generating the second warning sound by using the warning ECU 70 and the warning sound generation device 72.

[0101] The second warning display control is a control for causing the warning display device 74 to display a display message for notifying that a target exists in the front side obstacle area by using the warning ECU and the warning display device 74. The second warning display control may be a control for causing the warning display device 74 to display the second warning mark by using the warning ECU 70 and the warning display device 74.

[0102] The specific camera device FSM may include a right front side camera and a left front side camera instead of, or in addition to, the front PVM camera 41. The right front side camera images a scene in a range including the blind spot detection range DAA on the right side in front of the host vehicle. The left front side camera images a scene in a range including the blind spot detection range DAA on the left side in front of the host vehicle. In this case, the PVM·ECU 45 is configured to detect the "position, type, movement state", etc. of a target located in the front side monitoring area based on the image data from the right front side camera and the left front side camera.

[0103] Furthermore, the vehicle control device DS may include a right front radar device and a left front radar device. In this case, the vehicle control device DS detects the approach speed V1 of a target located in the right front side monitoring area to the host vehicle HV based on the radar target information from the right front radar device, and detects the approach speed V2 of a target located in the left front side monitoring area to the host vehicle HV based on the radar target information from the left front radar device. Then, the vehicle control device DS may determine the front obstacle area such that the length in the positive Y-axis direction of the front obstacle area for a crossing target (i.e., a crossing pedestrian, a crossing bicycle, and a crossing vehicle) becomes larger as the approach speed V1 is larger. Similarly, the vehicle control device DS may determine the front obstacle area such that the length in the negative Y-axis direction of the front obstacle area for a crossing target (i.e., a crossing pedestrian, a crossing bicycle, and a crossing vehicle) becomes larger as the approach speed V1 is larger.

[0104] Furthermore, the above embodiment is also applicable to an autonomous vehicle. Further, in the above embodiment, the types of the specified targets were a pedestrian, a bicycle, and a vehicle, but in addition to a pedestrian, a bicycle, and a vehicle, it may include personal mobility such as an electric kick scooter and a Segway (registered trademark). In this case, the type of the target is distinguished based on the normal moving speed of each target, and the range of the front obstacle area (particularly, the range of the length (Ya) in the positive Y-axis direction and the negative Y-axis direction) may be set for each distinguished target type.

Explanation of Reference Numerals

[0105] 10... Driving support ECU, 20... Front camera device, 21... Front camera, 22... Image ECU, 30... Front radar device, 31... Front radar, 32... Front radar ECU, 40... PVM camera device, 41... Front PVM camera, 45... PVM·ECU, 50... Power train ECU, 51... Power train actuator, 60... Brake ECU, 61... Brake actuator, 70... Alarm ECU, 72... Alarm sound generation device, 74... Alarm display device, 81... Vehicle speed sensor, 82... Accelerator pedal operation amount sensor, 83... Brake pedal operation amount sensor, A1... Front obstacle area, A2 - A7... Front side obstacle area, FWM... Front monitoring device, FSM... Specific camera device, FWA... Target detection range, DAA... Blind spot detection range.

Claims

1. A specific camera device capable of acquiring front-side target information including information on a target within a blind spot located on the side and outside of the target detection range of a front monitoring device including a front camera having a first horizontal angle of view for imaging the front area of the host vehicle, a controller that controls the driving force of the host vehicle so that the driving force becomes smaller when it is determined that a starting inhibition condition including a target condition that a target of a corresponding type is located within a front-side obstacle area according to the type of the target within the blind spot is satisfied, compared to when it is not determined that the starting inhibition condition is satisfied, comprising: The controller: identifies the type of the target within the blind spot based on the front-side target information, identifies the moving state of the target within the blind spot based on the front-side target information, determines the front-side obstacle area based on the identified type of the target within the blind spot and the identified moving state of the target within the blind spot, and when it is determined based on the front-side target information that a target of a type corresponding to the determined front-side obstacle area and having a moving state corresponding to the front-side obstacle area is located within the determined front-side obstacle area, determines that the target condition is satisfied. A vehicle control device configured as described above, a vehicle speed sensor that detects the vehicle speed, which is the speed of the host vehicle, an accelerator pedal operation amount sensor that detects the operation amount of the accelerator pedal of the host vehicle, and a power train actuator for changing the driving force of the host vehicle. comprising: The controller: when it is determined that the detected vehicle speed is equal to or lower than a specific vehicle speed threshold, the detected accelerator pedal operation amount is equal to or higher than a specific operation amount threshold, and the target condition is satisfied, determines that the starting inhibition condition is satisfied, when it is not determined that the starting inhibition condition is satisfied, controls the power train actuator so that the driving force becomes a normal driving force that increases as the detected accelerator pedal operation amount increases, and when it is determined that the starting inhibition condition is satisfied, controls the power train actuator so that the driving force becomes a driving force smaller than the normal driving force. configured as described above, vehicle control device.

2. In the vehicle control device according to Claim 1, the specific camera device: Including a front wide-angle camera having a second horizontal viewing angle larger than the first horizontal viewing angle of the front camera, and configured to obtain the front side object target information based on the image data acquired by the front wide-angle camera, A vehicle control device.

3. In the vehicle control device according to claim 2, The controller, Determines whether there is an object target in a predetermined front obstacle area in front of the host vehicle using the image data acquired by the front camera, When it is determined that there is an object target in the front obstacle area, when the detected vehicle speed is equal to or lower than the specific vehicle speed threshold value, and the detected accelerator pedal operation amount is equal to or larger than the mis-start operation amount threshold value larger than the specific operation amount threshold value, it is determined that the mis-start suppression condition is satisfied, When it is determined that the mis-start suppression condition is satisfied, controls the power train actuator so that the driving force becomes a driving force smaller than the normal driving force, Configured as, A vehicle control device.

4. In the vehicle control device according to claim 3, The front obstacle area is a rectangular area having a longitudinal direction in front of the host vehicle in the longitudinal direction of the vehicle, and the length in the short side direction of the rectangle is a value corresponding to the vehicle width of the host vehicle, The controller, When information about an intermediate object target located in a range between the front obstacle area and the blind spot detection range is included in the front side object target information, determines whether the object target condition is satisfied by treating the intermediate object target as an object target within the blind spot, Configured as, A vehicle control device.

Images