Vehicle driving support device

Abstract

To provide a vehicle operation support device which can suppress execution of unnecessary emergency braking for an oncoming vehicle within an intersection.SOLUTION: A travel_ECU14 calculates a predicted own vehicle advancement route Cm and calculates a predicted oncoming vehicle advancement route Co on the basis of behavior of an oncoming vehicle O based on travel environmental information, determines existence or absence of such intension that an own vehicle M turns right within an intersection and enters a right turn road, corrects the predicted own vehicle advancement route Cm to a limit advancement route for causing the own vehicle M to enter the right turn road when there is intention that the own vehicle M enters the right turn road and cannot enter the right turn road on the current predicted own vehicle advancement route Cm, and further, determines existence or absence of such intention that the oncoming vehicle O turns right within the intersection and enters the right turn road, and corrects a predicting oncoming vehicle advancement route Co to a limit advancement route for causing the oncoming vehicle O to enter the right turn road when there is intention that the oncoming vehicle O enters the right turn road and cannot enter the right turn road on the current predicted oncoming vehicle advancement route Co.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a driving assistance device for a vehicle capable of performing brake control with respect to obstacles such as a preceding vehicle or an oncoming vehicle.

Background Art

[0002] In recent years, in vehicles such as automobiles, a driving assistance device for assisting a driver's driving operation has been put into practical use for the purpose of reducing the burden of the driver's driving operation and improving safety. In this type of driving assistance device, as driving modes, for example, a manual driving mode in which steering and acceleration / deceleration are performed according to the driver's main driving operation, a driving assistance mode in which steering assistance control and acceleration / deceleration control are performed on the premise of the driver's main driving operation, and a driving assistance mode for causing the vehicle to travel without requiring the driver's driving operation (so-called, automatic driving mode) are set.

[0003] The driving assistance control in each driving assistance mode is basically realized by including a following inter-vehicle distance control (ACC: Adaptive Cruise Control) function, a lane center keeping control (ALKC: Active Lane Keep Centering) function, and the like. And by such driving assistance control, the vehicle can be automatically driven along the traveling lane while maintaining the inter-vehicle distance from the preceding vehicle.

[0004] Further, as a technology related to the active safety of the driving assistance device, when an obstacle that requires an emergency stop such as a preceding vehicle or a stopped vehicle is recognized in front of the host vehicle, an emergency brake (AEB (Collision Damage Mitigation Brake): Autonomous Emergency Braking) control for the obstacle is performed as an interrupt control, and a technology for decelerating until the relative speed between the host vehicle and the obstacle becomes zero has been put into practical use. The control target of this emergency brake is being studied to be extended not only to a preceding vehicle or a stopped vehicle traveling in front of the host vehicle's traveling road but also to an oncoming vehicle with a high risk of colliding with the host vehicle within an intersection.

[0005] For example, Patent Document 1 discloses a technique for predicting a travel trajectory (calculating a predicted travel route) when a moving object travels through an intersection based on speed information regarding the travel speed of the moving object and intersection information including the shape of the intersection, and determining the travel risk at a determination position where the predicted trajectory intersects with an oncoming lane. Further, Patent Document 1 discloses a technique for automatically braking and stopping the vehicle in addition to outputting an alarm when it is determined that there is a travel risk.

Prior Art Documents

Patent Documents

[0006]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0007] However, when the determination result of the travel risk started in Patent Document 1 described above is applied to the emergency braking control, for example, in an intersection, there is a risk that an unnecessary emergency brake may be executed when the oncoming vehicle does not start a right turn until it reaches the very vicinity of the host vehicle making a right turn.

[0008] That is, the timing at which the host vehicle and the oncoming vehicle start a right turn within an intersection varies greatly depending on the individual differences of the driver, and some drivers may not start steering until just before the road of the right turn destination. Therefore, even if both the host vehicle and the oncoming vehicle make a right turn, depending on the timing at which the predicted travel route in the right turn direction of the oncoming vehicle is calculated, there is a risk that the oncoming vehicle may be determined as a straight-ahead vehicle and an emergency brake may be executed.

[0009] The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle driving support device capable of suppressing the execution of an unnecessary emergency brake for an oncoming vehicle within an intersection.

Means for Solving the Problems

[0010] A driving assistance device for a vehicle according to an aspect of the present invention includes a driving environment recognition means for recognizing driving environment information outside the vehicle, a host vehicle predicted travel path calculation means for calculating a host vehicle predicted travel path based on the driving state of the host vehicle, a oncoming vehicle predicted travel path calculation means for calculating a oncoming vehicle predicted travel path based on the behavior of the oncoming vehicle when the oncoming vehicle is detected based on the driving environment information, a host vehicle turning intention determination means for determining whether there is an intention to enter a first intersection ahead after the host vehicle crosses the oncoming lane by turning within the intersection, and when the host vehicle has an intention to enter the first intersection and it is impossible to enter the first intersection on the current host vehicle predicted travel path, a host vehicle predicted travel path correction means for correcting the host vehicle predicted travel path to a host vehicle limit travel path which is a limit travel path for the host vehicle to enter the first intersection, a oncoming vehicle turning intention determination means for determining whether there is an intention for the oncoming vehicle to enter a second intersection ahead after the oncoming vehicle crosses the host vehicle travel lane by turning within the intersection, and when the oncoming vehicle has an intention to enter the second intersection and it is impossible to enter the second intersection on the current oncoming vehicle predicted travel path, a oncoming vehicle predicted travel path correction means for correcting the oncoming vehicle predicted travel path to a oncoming vehicle limit travel path which is a limit travel path for the oncoming vehicle to reach the second intersection, and a control target setting means for setting the oncoming vehicle as a control target for emergency braking when at least a part of the host vehicle predicted travel path and the oncoming vehicle predicted travel path overlaps until a preset timing. , the own-vehicle predicted travel path correction means detects the intersection corner closest to the own vehicle in the turning direction for entering the first intersection, and calculates, as the own-vehicle limit travel path, a travel path for guiding the own vehicle inside the intersection corner by turning based on the minimum turning radius of the own vehicle. 。 A driving support device for a vehicle according to an aspect of the present invention includes a driving environment recognition means for recognizing driving environment information outside the vehicle, an own-vehicle predicted travel path calculation means for calculating an own-vehicle predicted travel path based on the driving state of the own vehicle, an oncoming vehicle predicted travel path calculation means for calculating an oncoming vehicle predicted travel path based on the behavior of the oncoming vehicle when the oncoming vehicle is detected based on the driving environment information, an own-vehicle turning intention determination means for determining whether there is an intention for the own vehicle to enter a first intersection after crossing the oncoming lane by turning within the intersection, an own-vehicle predicted travel path correction means for correcting the own-vehicle predicted travel path to an own-vehicle limit travel path, which is a limit travel path for allowing the own vehicle to enter the first intersection, when the own vehicle has an intention to enter the first intersection and the own vehicle cannot enter the first intersection on the current own-vehicle predicted travel path, an oncoming vehicle turning intention determination means for determining whether there is an intention for the oncoming vehicle to enter a second intersection after crossing the own-vehicle travel lane by turning within the intersection, an oncoming vehicle predicted travel path correction means for correcting the oncoming vehicle predicted travel path to an oncoming vehicle limit travel path, which is a limit travel path for allowing the oncoming vehicle to reach the second intersection, when the oncoming vehicle has an intention to enter the second intersection and the oncoming vehicle cannot enter the second intersection on the current oncoming vehicle predicted travel path, and a control target setting means for setting the oncoming vehicle as a control target for emergency braking when at least a part of the own-vehicle predicted travel path and the oncoming vehicle predicted travel path overlaps until a preset timing. The oncoming vehicle predicted travel path correction means detects the intersection corner closest to the oncoming vehicle in the turning direction for entering the second intersection, and calculates, as the oncoming vehicle limit travel path, a travel path for guiding the oncoming vehicle inside the intersection corner by turning based on the minimum turning radius of the oncoming vehicle.

Effect of the Invention

[0011] According to the driving assistance device for a vehicle of the present invention, it is possible to suppress the execution of unnecessary emergency braking on an oncoming vehicle within an intersection.

Brief Description of the Drawings

[0012]

Figure 1

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Figure 11

Figure 12

Embodiments for Carrying Out the Invention

[0013] Hereinafter, embodiments of the present invention will be described with reference to the drawings. The drawings relate to one embodiment of the present invention, and FIG. 1 is an overall configuration diagram of a driving assistance device.

[0014] As shown in FIG. 1, the driving assistance device 1 is configured to have, for example, a camera unit 10 fixed to the upper center of the front part inside the vehicle (host vehicle) M.

[0015] This camera unit 10 is configured to include a stereo camera 11, an image processing unit (IPU) 12, an image recognition unit (image recognition_ECU) 13, and a driving control unit (driving_ECU) 14.

[0016] The stereo camera 11 includes a main camera 11a and a sub-camera 11b. The main camera 11a and the sub-camera 11b are arranged, for example, at symmetric positions with respect to the center in the vehicle width direction. Further, the main camera 11a and the sub-camera 11b are each configured by, for example, a CMOS or the like, and stereoscopically image the driving environment in the front region Af outside the vehicle (see FIG. 2) from different viewpoints at a predetermined imaging cycle in synchronization with each other.

[0017] The IPU 12 performs predetermined image processing on the driving environment image captured by the stereo camera 11, and detects edges of various objects such as three-dimensional objects represented on the image and lane lines on the road surface. Then, the IPU 12 obtains distance information from the position deviation amount of corresponding edges in the left and right images, and generates image information (distance image information) including the distance information.

[0018] Based on the distance image information and the like received from the IPU 12, the image recognition_ECU 13 obtains the road curvature [1 / m] of the lane lines that demarcate the left and right sides of the road on which the host vehicle M travels (host vehicle traveling road), and the width between the left and right lane lines (lane width). Various methods for obtaining this road curvature and lane width are known. For example, the image recognition_ECU 13 recognizes the left and right lane lines by binarization processing based on the luminance difference based on the driving environment information, and obtains the curvature of the left and right lane lines for each predetermined section using a curve approximation formula by the least squares method or the like. Further, the image recognition_ECU 13 calculates the lane width from the difference in the curvature of the left and right lane lines.

[0019] Then, the image recognition_ECU 13 calculates, based on the curvature of the left and right lane lines and the lane width, the vehicle lateral position deviation, which is the distance from the center of the lane to the center in the vehicle width direction of the host vehicle M.

[0020] In addition, the image recognition ECU 13 performs predetermined pattern matching or the like on the distance image information to recognize guardrails, curbstones, and three-dimensional objects such as surrounding vehicles that extend along the road. Here, in the recognition of three-dimensional objects by the image recognition ECU 13, for example, recognition of the type of three-dimensional object, the height of the three-dimensional object, the distance to the three-dimensional object, the speed of the three-dimensional object, the relative speed Vrel between the three-dimensional object and the host vehicle M, and the like is performed.

[0021] Various information recognized by the image recognition ECU 13 is output to the travel ECU 14 as travel environment information.

[0022] As described above, in the present embodiment, the image recognition ECU 13, together with the stereo camera 11 and the IPU 12, realizes a function as a travel environment recognition means for recognizing travel environment information outside the vehicle.

[0023] The travel ECU 14 is a control unit for overall control of the driving support device 1.

[0024] Connected to this travel ECU 14 are, as various control units, a cockpit control unit (CP_ECU) 21, an engine control unit (E / G_ECU) 22, a transmission control unit (T / M_ECU) 23, a brake control unit (BK_ECU) 24, and a power steering control unit (PS_ECU) 25 via an in-vehicle communication line such as a CAN (Controller Area Network).

[0025] Furthermore, connected to the travel ECU 14 are, as various sensors, a locator unit 36, a left front side sensor 37lf, a right front side sensor 37rf, a left rear side sensor 37lf, a right rear side sensor 37rr, and a rear sensor 38.

[0026] The CP_ECU21 is connected to a Human Machine Interface (HMI) 31 disposed around the driver's seat. The HMI 31 includes, for example, switches for instructing the execution of various driving assistance controls, mode change switches for switching driving assistance modes, a steering touch sensor for detecting the driver's steering state, a driver monitoring system (DMS) for detecting the driver's face authentication, line of sight, etc., a touch panel display, a combination meter, and a speaker, etc.

[0027] When the CP_ECU21 receives a control signal from the Traveling_ECU14, it appropriately notifies the driver of various warnings regarding a preceding vehicle, etc., the implementation status of driving assistance controls, and various information regarding the driving environment of the host vehicle M through display, voice, etc. via the HMI 31. Further, the CP_ECU25 outputs various input information such as the on / off operation status of various driving assistance controls input by the driver via the HMI 31 to the Traveling_ECU14.

[0028] On the output side of the E / G_ECU22, a throttle actuator 32 of an electronic control throttle, etc. is connected. Further, on the input side of the E / G_ECU22, various sensors such as an accelerator sensor (not shown) are connected.

[0029] Based on a control signal from the Traveling_ECU14 or a detection signal from various sensors, etc., the E / G_ECU22 performs drive control on the throttle actuator 32. Thereby, the E / G_ECU22 adjusts the intake air amount of the engine and generates a desired engine output. Further, the E / G_ECU22 outputs signals such as the accelerator opening detected by various sensors to the Traveling_ECU14.

[0030] On the output side of the T / M_ECU23, a hydraulic control circuit 33 is connected. Also, on the input side of the T / M_ECU23, various sensors such as a shift position sensor (not shown) are connected. The T / M_ECU23 performs hydraulic control on the hydraulic control circuit 33 based on the engine torque signal estimated by the E / G_ECU22, detection signals from various sensors, etc. Thereby, the T / M_ECU23 operates friction engagement elements, pulleys, etc. provided in the automatic transmission, and shifts the engine output at a desired gear ratio. Also, the T / M_ECU23 outputs signals such as the shift position detected by various sensors to the traveling_ECU14.

[0031] On the output side of the BK_ECU24, a brake actuator 34 for adjusting the brake hydraulic pressure output to the brake wheel cylinders provided on each wheel is connected. Also, on the input side of the BK_ECU24, various sensors such as a brake pedal sensor, yaw rate sensor, front and rear acceleration sensors, and vehicle speed sensor (not shown) are connected.

[0032] The BK_ECU24 performs drive control on the brake actuator 34 based on a control signal from the traveling_ECU14 or detection signals from various sensors. Thereby, the BK_ECU24 appropriately generates a braking force for performing forced braking control, yaw rate control, etc. on the own vehicle M on each wheel. Also, the BK_ECU24 outputs signals such as the brake operation state, yaw rate, front and rear acceleration, and vehicle speed (own vehicle speed) detected by various sensors to the traveling_ECU14.

[0033] On the output side of the PS_ECU25, an electric power steering motor 35 for applying a steering torque by the rotational force of a motor to the steering mechanism is connected. Also, on the input side of the PS_ECU25, various sensors such as a steering torque sensor and a steering angle sensor are connected.

[0034] Based on the control signal from the driving ECU 14 or the detection signals from various sensors, the PS ECU 25 performs drive control on the electric power steering motor 35. Thereby, the PS ECU 25 generates a steering torque for the steering mechanism. Also, the PS ECU 25 outputs signals such as the steering torque detected by various sensors and the steering angle to the driving ECU 14.

[0035] The locator unit 36 is configured to include a GNSS sensor 36a and a high-precision road map database (road map DB) 36b.

[0036] The GNSS sensor 36a measures the position (latitude, longitude, altitude, etc.) of the host vehicle M by receiving positioning signals transmitted from a plurality of positioning satellites.

[0037] The road map DB 36b is a large-capacity storage medium such as an HDD, and stores high-precision road map information (dynamic map). This road map DB 36b holds lane width data, lane center position coordinate data, lane traveling azimuth angle data, speed limits, etc. as lane data required for performing autonomous driving. This lane data is stored at several-meter intervals for each lane on the road map. Also, the road map DB holds information on various facilities and parking lots, etc. The road map DB 36b outputs road map information within a set range based on the position of the host vehicle measured by the GNSS sensor 36a as driving environment information to the driving ECU 14 based on, for example, a request signal from the driving ECU 14.

[0038] Thus, in this embodiment, the road map DB 36b, together with the GNSS sensor 36a, realizes a function as a driving environment recognition means for recognizing driving environment information outside the vehicle.

[0039] Furthermore, the locator unit 36 has a function as a navigation device. That is, when a destination is input by the driver through a touch panel display or the like provided on the HMI 31, the locator unit 36 sets a target route from the current position to the destination. The target route set in this way is output to the travel_ECU 14 as appropriate and is displayed on a display or the like provided on the HMI 31.

[0040] The left front side sensor 37lf and the right front side sensor 37rf are constituted by, for example, millimeter wave radars. These left front side sensor 37lf and right front side sensor 37rf are respectively disposed on the left and right side portions of the front bumper. The left front side sensor 37lf and the right front side sensor 37rf detect three-dimensional objects existing in the left and right diagonally forward and side regions Alf, Arf (see FIG. 2) of the host vehicle M that are difficult to recognize in the image of the stereo camera 11 as travel environment information.

[0041] The left rear side sensor 37lr and the right rear side sensor 37rr are constituted by, for example, millimeter wave radars. These left rear side sensor 37lr and right rear side sensor 37rr are respectively disposed on the left and right side portions of the rear bumper. The left rear side sensor 37lf and the right rear side sensor 37rf detect three-dimensional objects existing in the left and right diagonally side and rear regions Alr, Arr (see FIG. 2) of the host vehicle M that are difficult to recognize by the left front side sensor 37lf and the right front side sensor 37rf as travel environment information.

[0042] Here, the millimeter wave radar constituting each radar analyzes the reflected wave from an object with respect to the output radio wave, and mainly detects three-dimensional objects such as vehicles running side by side. Specifically, each radar detects, as information regarding a three-dimensional object, the lateral width of the three-dimensional object, the position of the representative point of the three-dimensional object (relative position with respect to the host vehicle M), and the speed and the like.

[0043] Thus, in the present embodiment, the front side sensor 37lf, the right front side sensor 37rf, the left rear side sensor 37lr, and the right rear side sensor 37rr realize the function as a driving environment recognition means for recognizing the driving environment information outside the vehicle.

[0044] The rear sensor 38 is constituted by, for example, a sonar. This rear sensor 38 is disposed, for example, on the rear bumper. The rear sensor 38 detects, as driving environment information, a three-dimensional object existing in the rear area Ar (see FIG. 2) of the host vehicle M that is difficult to recognize by the left rear side sensor 37lr and the right rear side sensor 37rr.

[0045] Thus, in the present embodiment, the rear sensor 38 realizes the function as a driving environment recognition means for recognizing the driving environment information outside the vehicle.

[0046] The coordinates of each object outside the vehicle included in the driving environment information recognized by the image recognition _ ECU13, the driving environment information recognized by the locator unit 36, the driving environment information recognized by the left front side sensor 37lf, the driving environment information recognized by the right front side sensor 37rf, the driving environment information recognized by the left rear side sensor 37lf, the driving environment information recognized by the right rear side sensor 37rr, and the driving environment information recognized by the rear sensor 38 are all converted in the driving _ ECU14 into the coordinates in a three-dimensional coordinate system (see FIG. 2) with the center of the host vehicle M as the origin.

[0047] In the driving _ ECU14, as driving modes, a manual driving mode, a first driving control mode and a second driving control mode which are modes for driving control, and an evacuation mode are set. These driving modes can be selectively switched in the driving _ ECU14 based on, for example, the operation status of a mode change switch provided on the HMI31.

[0048] Here, the manual driving mode is a driving mode that requires steering by the driver. For example, it is a driving mode in which the host vehicle M is driven according to driving operations such as steering operation, accelerator operation, and brake operation by the driver.

[0049] Similarly, the first driving control mode is also a driving mode that requires steering by the driver. That is, the first driving control mode mainly performs adaptive cruise control (ACC) and active lane keep centering (ALKC) control and active lane keep bouncing control in an appropriate combination while reflecting the driving operation by the driver through control such as E / G_ECU22, BK_ECU24, PS_ECU25, etc., so as to drive the host vehicle M along the target driving route. It is a so-called semi-automatic driving mode.

[0050] Here, the adaptive cruise control is basically performed based on the driving environment information input from the image recognition_ECU13. That is, the adaptive cruise control is performed based on, for example, the preceding vehicle information included in the driving environment information from the image recognition_ECU13.

[0051] Also, the active lane keep centering control and the active lane keep bouncing control are basically performed based on the driving environment information input from at least one of the image recognition_ECU13 or the locator unit 36. That is, the active lane keep centering control and the active lane keep bouncing control are performed based on, for example, the lane division line information included in the driving environment information from the image recognition_ECU13 or the locator unit 36.

[0052] The second driving control mode is an autonomous driving mode in which, without requiring the driver to hold the steering wheel, perform accelerator operations, or perform brake operations, the host vehicle M is caused to travel according to a target route (route map information) by appropriately combining mainly a preceding vehicle following control, a lane center maintenance control, and a lane departure suppression control through control of, for example, the E / G_ECU 22, BK_ECU 24, PS_ECU 25, etc.

[0053] The evacuation mode is, for example, a mode for automatically stopping the host vehicle M on the road shoulder or the like when, during traveling in the second driving control mode, traveling in that mode becomes impossible to continue and the driver cannot take over the driving operation (that is, when it is impossible to transition to the manual driving mode or the first driving control mode).

[0054] Also, the driving_ECU 14 performs appropriate emergency braking (AEB (Autonomous Emergency Braking): collision damage mitigation braking) control on obstacles such as preceding vehicles on the host vehicle travel route that are highly likely to collide with the host vehicle M in each of the above-described driving modes.

[0055] That is, the driving_ECU 14 extracts, for example, three-dimensional objects such as a preceding vehicle L (see FIG. 5) or a stopped vehicle that exist in front of the host vehicle M on the host vehicle travel route based on the driving environment information. In addition, when there is an intersection on the host vehicle travel route, the driving_ECU 14 also extracts three-dimensional objects such as oncoming vehicles O (see FIGS. 6 to 12) that enter the intersection.

[0056] Also, the driving_ECU 14 determines the possibility of collision between each extracted three-dimensional object and the host vehicle M, and calculates a collision prediction time TTC (= (relative distance to the braking target) / (relative speed to the braking target)) for the three-dimensional object determined to have a high possibility of colliding with the host vehicle M.

[0057] Furthermore, the driving_ECU 14 sets, as a control target Trg (obstacle), the three-dimensional object for which the shortest collision prediction time TTC has been calculated among the three-dimensional objects determined to have a high possibility of colliding with the host vehicle M.

[0058] When the predicted collision time TTC becomes equal to or less than a first preset threshold value Tth1, the traveling ECU 14 issues an alarm to prompt the driver to avoid a collision with the braking target Trg. In addition to alarms by sound or display, it is also possible to include an alarm brake (soft brake) using a preset deceleration a1 as an alarm.

[0059] If an appropriate collision avoidance operation by the driver is not performed in response to the alarm and the predicted collision time TTC becomes equal to or less than a second preset threshold value Tth2 (Tth2 < Tth1), the traveling ECU 14 performs an emergency brake (hard brake) on the host vehicle M with respect to the braking target Trg using a preset deceleration a2 (a2 > a1).

[0060] These alarm control and emergency brake control are not limited to, for example, the case where the driving mode is the first driving support mode and the second driving support mode, but are also applicable when the driving mode is the manual driving mode.

[0061] Here, when setting the control target Trg, the traveling ECU 14 calculates a predicted travel path for the host vehicle M and each solid object until the timing when a preset time N (for example, about N = 4 seconds) has elapsed.

[0062] That is, the traveling ECU 14 calculates a predicted travel path (host vehicle predicted travel path Cm) of the host vehicle M until the timing when the set time N has elapsed based on, for example, the driving state of the host vehicle M (host vehicle speed, steering angle, yaw rate, etc.) (see FIGS. 5, 6, 7, 9, 11, etc.). In the figure, "M'" indicates the host vehicle at the timing when the set time N has elapsed.

[0063] Also, when the traveling ECU 14 detects a solid object based on, for example, driving environment information, it calculates a predicted travel path of the solid object until the timing when the set time N has elapsed based on the behavior of the solid object (moving speed, moving direction, etc.).

[0064] Here, FIG. 5 shows a predicted travel route (preceding vehicle predicted travel route Cl) when the three-dimensional object is the preceding vehicle L. In the figure, "L'" indicates the preceding vehicle at the timing when the set time N has elapsed. FIGS. 6, 7, 9, 11, etc. show predicted travel routes (oncoming vehicle predicted travel routes Co) when the three-dimensional object is the oncoming vehicle O. In the figure, "O'" indicates the oncoming vehicle at the timing when the set time N has elapsed.

[0065] Among these predicted travel routes, the own vehicle predicted travel route Cm and the oncoming vehicle predicted travel route Co are appropriately corrected within the intersection.

[0066] Specifically described, when the own vehicle M enters the intersection, the travel ECU 14 determines whether the own vehicle M (the driver of the own vehicle M) intends to turn right within the intersection. That is, the travel ECU 14 determines whether the own vehicle M intends to enter the right turn road (the first intersection road) beyond the oncoming lane by turning (right turn) within the intersection.

[0067] Here, for example, when the type of the travel lane immediately before the own vehicle M enters the intersection is a dedicated right turn lane, when the right turn indicator of the own vehicle M is operated, or when the target route set by the locator unit 36 is in the direction of turning right within the intersection, the travel ECU 14 determines that the own vehicle M intends to turn right within the intersection in at least any one of these cases.

[0068] And when the own vehicle M intends to enter the right turn road and the turning amount is insufficient on the current predicted travel route (own vehicle predicted travel route Cm) of the own vehicle M and it is impossible to enter the right turn road (see FIGS. 7, 11, etc. for example), the travel ECU 14 corrects the own vehicle predicted travel route Cm. That is, the travel ECU 14 makes a minimum necessary correction to the own vehicle predicted travel route Cm on the assumption that the own vehicle predicted travel route Cm changes to a state where it can enter the right turn road by steering by the driver or the like while the own vehicle M is traveling within the intersection.

[0069] When correcting the predicted travel path of this bicycle, the travel ECU 14 detects the intersection corner P1 closest to the host vehicle M in the right turn direction of the host vehicle M.

[0070] Further, the travel ECU 14 calculates, as the host vehicle limit travel path, a limit travel path (outermost path) that is the limit for guiding the host vehicle M to the inside (inside the right turn road) in the turning direction from the intersection corner P1 by turning the host vehicle M with the minimum turning radius r1 of the host vehicle M. Note that the minimum turning radius r1 of the host vehicle M uses the minimum turning radius preset as the specifications of the host vehicle M.

[0071] Then, the travel ECU 14 corrects (re-sets) the current predicted travel path Cm of the host vehicle to the host vehicle limit travel path (see FIGS. 8, 12, etc.).

[0072] In addition, when the oncoming vehicle C, which is a three-dimensional object, enters the intersection, the travel ECU 14 determines whether the oncoming vehicle C (the driver of the oncoming vehicle C) intends to turn right within the intersection. That is, the travel ECU 14 determines whether the oncoming vehicle C intends to enter the right turn road (second intersection road) beyond the host vehicle travel lane by turning (right turn) within the intersection.

[0073] Here, the travel ECU 14 determines that the oncoming vehicle C intends to turn right within the intersection when at least one of the following conditions is satisfied: for example, when the type of the travel lane immediately before the oncoming vehicle C enters the intersection is a right turn only lane, or when the right turn indicator of the oncoming vehicle C is blinking.

[0074] Then, when the oncoming vehicle C intends to enter the right turn road (left turn road as viewed from the host vehicle M) and the turning amount is insufficient to enter the right turn road on the current predicted travel path of the oncoming vehicle C (oncoming vehicle predicted travel path Co) (see FIG. 9, etc.), the travel ECU 14 corrects the oncoming vehicle predicted travel path Co. That is, the travel ECU 14 performs the minimum necessary correction on the oncoming vehicle predicted travel path Co on the assumption that the oncoming vehicle predicted travel path Co changes to a state where it can enter the right turn road by steering by the driver or the like while the oncoming vehicle O is traveling within the intersection.

[0075] When correcting the predicted travel path of the oncoming vehicle, the driving ECU 14 detects the intersection corner P2 closest to the oncoming vehicle C in the right turn direction of the oncoming vehicle C.

[0076] Further, the driving ECU 14 calculates a limit travel path (outermost path) that serves as a limit for guiding the oncoming vehicle C to the inside (inside the right turn road) in the turning direction from the intersection corner P2 by turning the oncoming vehicle C by the minimum turning radius r2 of the oncoming vehicle C as the oncoming vehicle limit travel path. Note that a fixed value (for example, about 5.5 m) preset as the minimum turning radius of a general vehicle is used for the minimum turning radius r2 of the oncoming vehicle C.

[0077] Then, the driving ECU 14 corrects (re-sets) the current predicted travel path Co of the oncoming vehicle to the oncoming vehicle limit travel path (see FIG. 10 etc.).

[0078] Thus, in the present embodiment, the driving ECU 14 realizes each function as a host vehicle predicted travel path calculation means, an oncoming vehicle predicted travel path calculation means, a host vehicle turning intention determination means, a host vehicle predicted travel path correction means, an oncoming vehicle turning intention determination means, an oncoming vehicle predicted travel path correction means, and a control target setting means.

[0079] Next, the emergency brake control executed in the driving ECU 14 will be described according to the flowchart showing the emergency brake control routine shown in FIG. 3. This routine is repeatedly executed in the driving ECU 14 at every set time.

[0080] When the routine starts, in step S101, the driving ECU 14 checks whether various three-dimensional objects such as a preceding vehicle L and an oncoming vehicle O exist in front of the host vehicle M.

[0081] And, if it is determined in step S101 that no three-dimensional object exists in front of the host vehicle M, the driving ECU 14 exits the routine as it is.

[0082] On one hand, in step S101, when it is determined that there is a three-dimensional object in front of the host vehicle M, the driving ECU 14 proceeds to step S102 to calculate the predicted travel path of the host vehicle M. That is, the driving ECU 14 calculates the predicted travel path Cm of the host vehicle until the timing when the set time N elapses based on the driving state of the host vehicle M (such as the host vehicle speed, steering angle, and yaw rate).

[0083] In the subsequent step S103, the driving ECU 14 calculates the predicted travel paths of the three-dimensional objects existing in front of the host vehicle M. That is, for example, when there is a preceding vehicle L in front of the host vehicle M, the driving ECU 14 calculates the predicted travel path Cl of the preceding vehicle until the timing when the set time N elapses based on the behavior of the preceding vehicle L (such as the moving speed and moving direction). Also, for example, when there is an oncoming vehicle O in front of the host vehicle M, the driving ECU 14 calculates the predicted travel path Co of the oncoming vehicle until the timing when the set time N elapses based on the behavior of the oncoming vehicle O (such as the moving speed and moving direction).

[0084] In the subsequent step S104, the driving ECU 14 checks whether the host vehicle M has entered the intersection.

[0085] And in step S104, when it is determined that the host vehicle M does not exist in the intersection, the driving ECU 14 proceeds to step S106.

[0086] On the other hand, in step S104, when it is determined that the host vehicle M exists in the intersection, the driving ECU 14 proceeds to step S105 to perform correction processing on the predicted travel path. This correction processing of the predicted travel path is appropriately performed on the predicted travel path Cm of the host vehicle and the predicted travel path Co of the oncoming vehicle. Specifically, the correction processing of the predicted travel path is performed, for example, according to the flowchart showing the correction processing subroutine of the predicted travel path shown in FIG. 4.

[0087] When the subroutine starts, the driving ECU 14 checks, in step S201, whether the host vehicle M intends to turn right within the intersection. That is, the driving ECU 14 checks whether the host vehicle M intends to turn right within the intersection based on, for example, the type of the driving lane immediately before the host vehicle M enters the intersection, the operation status of the right-turn indicator, and the target route set by the locator unit 36.

[0088] And, when it is determined in step S201 that the host vehicle M does not intend to turn right within the intersection, the driving ECU 14 proceeds to step S205.

[0089] On the other hand, when it is determined in step S201 that the host vehicle M intends to turn right within the intersection, the driving ECU 14 proceeds to step S202 and checks whether the host vehicle M can turn right according to the current predicted travel path Cm of the host vehicle. That is, the driving ECU 14 checks whether the host vehicle M can enter the right-turn lane according to the current predicted travel path Cm of the host vehicle.

[0090] And, when it is determined in step S202 that the host vehicle M can turn right according to the current predicted travel path Cm of the host vehicle, the driving ECU 14 proceeds to step S205.

[0091] On the other hand, when it is determined in step S202 that the host vehicle M cannot turn right according to the current predicted travel path Cm of the host vehicle, the driving ECU 14 proceeds to step S203 and calculates the limit travel path (host vehicle limit travel path) for the host vehicle M to turn right.

[0092] In the subsequent step S204, after the driving ECU 14 re-sets the host vehicle limit travel path calculated in step S203 as the predicted travel path Cm of the host vehicle, it proceeds to step S205.

[0093] When proceeding from step S201, step S202, or step S204 to step S205, the driving ECU 14 checks whether there is an oncoming vehicle O among the three-dimensional objects detected in front of the host vehicle M.

[0094] And, in step S205, when it is determined that there is no oncoming vehicle O inside the three-dimensional object, the traveling ECU 14 simply exits the subroutine.

[0095] On the other hand, in step S205, when it is determined that there is an oncoming vehicle O inside the three-dimensional object, the traveling ECU 14 proceeds to step S206 and extracts the oncoming vehicle O as an object for correction processing.

[0096] In the subsequent step S207, the traveling ECU 14 checks whether the extracted oncoming vehicle O intends to turn right within the intersection. That is, the traveling ECU 14 checks whether the oncoming vehicle O intends to turn right within the intersection based on, for example, the type of the driving lane immediately before the oncoming vehicle O enters the intersection and the flashing state of the right-turn indicator, etc.

[0097] And, in step S207, when it is determined that the oncoming vehicle O has no intention of turning right within the intersection, the traveling ECU 14 simply exits the subroutine.

[0098] On the other hand, in step S207, when it is determined that the oncoming vehicle O intends to turn right within the intersection, the traveling ECU 14 proceeds to step S208 and checks whether the oncoming vehicle O can turn right according to the current predicted traveling path Co of the oncoming vehicle. That is, the traveling ECU 14 checks whether the oncoming vehicle O can enter the right-turn lane according to the current predicted traveling path Co of the oncoming vehicle.

[0099] And, in step S208, when it is determined that the oncoming vehicle O can turn right according to the current predicted traveling path Co of the oncoming vehicle, the traveling ECU 14 simply exits the subroutine.

[0100] On the other hand, in step S208, when it is determined that the corresponding vehicle O cannot turn right according to the current predicted traveling path Co of the oncoming vehicle, the traveling ECU 14 proceeds to step S209 and calculates the limit traveling path (oncoming vehicle limit traveling path) for the oncoming vehicle O to turn right.

[0101] In the subsequent step S210, after the traveling_ECU14 re-sets the oncoming vehicle limit traveling path calculated in step S209 as the oncoming vehicle predicted traveling path Co, it exits the subroutine.

[0102] In the main routine of FIG. 3, when proceeding from step S104 or step S105 to step S106, the traveling_ECU14 checks whether there is an object that wraps around the own vehicle predicted traveling path Cm within the set time N. That is, the traveling_ECU14 checks whether there is an object (such as the preceding vehicle L or the oncoming vehicle O) whose predicted traveling path (such as the preceding vehicle predicted traveling path Cl or the oncoming vehicle predicted traveling path Co) overlaps with the own vehicle predicted traveling path Cm by the timing when the set time N elapses.

[0103] Then, in step S106, when it is determined that there is no object that wraps around the own vehicle predicted traveling path Cm by the timing when the set time N elapses, the traveling_ECU14 exits the routine as it is.

[0104] On the other hand, in step S106, when it is determined that there is an object that wraps around the own vehicle predicted traveling path Cm by the timing when the set time N elapses, the traveling_ECU14 proceeds to step S107 and calculates the time to collision (TTC) for each object that wraps around the own vehicle predicted traveling path Cm.

[0105] In the subsequent step S108, the traveling_ECU14 sets the object with the smallest time to collision (TTC) calculated in step S107 as the control target Trg for emergency braking.

[0106] When proceeding from step S108 to step S109, the traveling_ECU14 checks whether the time to collision (TTC) of the control target Trg is equal to or less than a preset first threshold value Tth1 (Tth1 < N).

[0107] And, in step S209, when it is determined that the collision prediction time TTC is greater than the first threshold value Tth1, the traveling ECU 14 exits the routine as it is.

[0108] On the other hand, in step S109, when it is determined that the collision prediction time TTC is less than or equal to the first threshold value Tth1, the traveling ECU 14 proceeds to step S110 and checks whether the collision prediction time TTC of the control target Trg is less than or equal to a preset second threshold value Tth2 (Tth2 < Tth1).

[0109] And, in step S110, when it is determined that the collision prediction time TTC is greater than the second threshold value Tth2, the traveling ECU 14 proceeds to step S111, executes an alarm for the control target Trg, and then exits the routine.

[0110] On the other hand, in step S110, when it is determined that the collision prediction time TTC is less than or equal to the second threshold value Tth2, the traveling ECU 14 proceeds to step S112, executes an emergency brake for the control target Trg, and then exits the routine.

[0111] According to such an embodiment, the driving ECU 14 calculates a predicted travel path Cm of the host vehicle M based on the driving state of the host vehicle M, and when detecting an oncoming vehicle O based on the driving environment information, calculates a predicted travel path Co of the oncoming vehicle O based on the behavior of the oncoming vehicle O. Further, the driving ECU 14 determines whether or not the host vehicle M intends to turn right within the intersection and enter the right-turning road, and when the host vehicle M intends to enter the right-turning road and it is impossible to enter the right-turning road on the current predicted travel path Cm of the host vehicle M, corrects the predicted travel path Cm of the host vehicle M to a limit travel path for causing the host vehicle M to enter the right-turning road, and determines whether or not the oncoming vehicle O intends to turn right within the intersection and enter the right-turning road, and when the oncoming vehicle O intends to turn right within the intersection and it is impossible to enter the right-turning road on the current predicted travel path Co of the oncoming vehicle O, corrects the predicted travel path Co of the oncoming vehicle O to a limit travel path for causing the oncoming vehicle O to enter the right-turning road. Then, when at least a part of the predicted travel path Cm of the host vehicle M and the predicted travel path Co of the oncoming vehicle O overlaps until the timing when the set time N elapses, the driving ECU 14 sets the oncoming vehicle O as a control target for emergency braking. Thereby, within the intersection, execution of unnecessary emergency braking for the oncoming vehicle O can be suppressed.

[0112] That is, when both the host vehicle M and the oncoming vehicle O turn right within the intersection, basically the predicted travel path Cm of the host vehicle M and the predicted travel path Co of the oncoming vehicle O do not overlap, so emergency braking is not executed. However, the timing at which the driver starts steering within the intersection varies greatly among individuals, and depending on the driver's steering timing, the predicted travel path Cm of the host vehicle M and the predicted travel path Co of the oncoming vehicle O may overlap.

[0113] For example, as shown in FIG. 6, when both the driver of the host vehicle M and the driver of the oncoming vehicle O start steering for each right-turning road at a relatively early timing after entering the intersection, the possibility that the predicted travel path Cm of the host vehicle M and the predicted travel path Co of the oncoming vehicle O overlap is low. Therefore, in such a case, the oncoming vehicle C is less likely to become a control target Trg for emergency braking.

[0114] On the other hand, for example, as shown in FIG. 7, when the steering start timing of the host vehicle M with respect to the right turn path is late, there is a high possibility that a part of the host vehicle predicted travel path Cm and the oncoming vehicle predicted travel path Co overlap. Therefore, in such a case, although the oncoming vehicle C can turn in a right turn direction to avoid a collision with the host vehicle M, it is highly likely to become the control target Trg of the emergency brake.

[0115] On the contrary, for example, as shown in FIG. 8, when the host vehicle M anticipates starting steering for a right turn, by correcting the host vehicle predicted travel path Cm, it is possible to reduce the possibility that a part of the host vehicle predicted travel path Cm and the oncoming vehicle predicted travel path Co overlap, and it is possible to suppress the execution of an unnecessary emergency brake.

[0116] Similarly, for example, as shown in FIG. 9, when the steering start timing of the oncoming vehicle O with respect to the right turn path is late, there is a high possibility that a part of the host vehicle predicted travel path Cm and the oncoming vehicle predicted travel path Co overlap. Therefore, in such a case, although the oncoming vehicle C can turn in a right turn direction to avoid a collision with the host vehicle M, it is highly likely to become the control target Trg of the emergency brake.

[0117] On the contrary, for example, as shown in FIG. 10, when the oncoming vehicle O anticipates starting steering for a right turn, by correcting the oncoming vehicle predicted travel path Co, it is possible to reduce the possibility that a part of the host vehicle predicted travel path Cm and the oncoming vehicle predicted travel path Co overlap, and it is possible to suppress the execution of an unnecessary emergency brake.

[0118] Note that, for example, as shown in FIG. 11, when the host vehicle M intends to turn right and the oncoming vehicle O does not intend to turn right, if the steering start timing of the host vehicle M with respect to the right turn path is late, there is a possibility that the oncoming vehicle predicted travel path Co does not overlap (intersect) with the host vehicle predicted travel path Cm. In such a case, although the oncoming vehicle C is highly likely to collide with the host vehicle M, it is highly likely not to become the control target Trg of the emergency brake.

[0119] On the other hand, for example, as shown in FIG. 12, in anticipation of the host vehicle M starting steering for a right turn, by correcting the host vehicle predicted travel path Cm, the host vehicle predicted travel path Cm and the oncoming vehicle predicted travel path Co can be superimposed, and an emergency brake can be executed as necessary.

[0120] Here, when correcting the host vehicle predicted travel path Cm, the traveling ECU 14 detects the intersection corner P1 closest to the host vehicle M in the turning direction for the host vehicle M to enter the right-turning road, and calculates the minimum required (the minimum to approach the right-turning road) host vehicle limit travel path for guiding the host vehicle M inside the turning direction from the intersection corner P1 by the minimum turning radius r1 of the host vehicle M. Thereby, while respecting the driving state of the host vehicle M, necessary correction can be made to the host vehicle predicted travel path Cm.

[0121] Also, when correcting the oncoming vehicle predicted travel path Co, the traveling ECU 14 detects the intersection corner P2 closest to the oncoming vehicle O in the turning direction for the oncoming vehicle O to enter the right-turning road, and calculates the minimum required (the minimum to approach the right-turning road) oncoming vehicle limit travel path for guiding the oncoming vehicle O inside the turning direction from the intersection corner P2 by the minimum turning radius r2 of the oncoming vehicle O. Thereby, while respecting the behavior of the oncoming vehicle O, necessary correction can be made to the oncoming vehicle predicted travel path Co.

[0122] Here, in the above-described embodiment, the IPU 12, the image recognition ECU 13, the traveling ECU 14, the CP ECU 21, the E / G ECU 22, the T / M ECU 23, the BK ECU 24, and the PS ECU 25, etc. are composed of well-known microcomputers provided with a CPU, a RAM, a ROM, a non-volatile storage unit, etc., and fixed data such as programs and data tables to be executed by the CPU are stored in the ROM in advance. Note that all or part of the functions of the processor may be configured by a logic circuit or an analog circuit, and the processing of various programs may be realized by an electronic circuit such as an FPGA.

[0123] The invention described in the above embodiments is not limited to those embodiments, and various modifications can be made without departing from the gist thereof at the implementation stage.

[0124] For example, in the above-described embodiments, an example of applying the driving support device 1 to a road with left-hand traffic is explained for legal regulations. However, by reading "right" as "left" and "left" as "right" in the above-described embodiments, it is possible to apply the driving support device 1 to a road with right-hand traffic as well for legal regulations.

[0125] Furthermore, each of the above embodiments includes inventions at various stages, and various inventions can be extracted by appropriate combinations of a plurality of disclosed constituent elements.

[0126] For example, even if some constituent elements are deleted from all the constituent elements shown in each embodiment, if the described problems can be solved and the described effects can be obtained, the configuration with these constituent elements deleted can be extracted as an invention.

Explanation of Reference Numerals

[0127] 1... Driving support device 10... Camera unit 11... Stereo camera 11a... Main camera 11b... Sub camera 13... Image recognition ECU 14... Travel ECU 21... CP ECU 22... E / G ECU 23... T / M ECU 24... BK ECU 25... PS ECU 31... HMI 32... Throttle actuator 33... Hydraulic control circuit 34... Brake actuator 35... Electric power steering motor 36 … Locator unit 36a … GNSS sensor 36b … Road map DB 37lf … Left front side sensor 37rf … Right front side sensor 37lr … Left rear side sensor 37rr … Right rear side sensor 38 … Rear sensor Af … Area Alf, Arf … Area Alr, Arr … Area Ar … Area M … Vehicle (own vehicle) O … Opposing vehicle Cm … Own vehicle predicted travel path Co … Opposing vehicle predicted travel path P1, P2 … Intersection corner

Claims

1. Driving environment recognition means for recognizing driving environment information outside the vehicle, Self-vehicle predicted travel path calculation means for calculating a self-vehicle predicted travel path based on the driving state of the host vehicle, When a oncoming vehicle is detected based on the driving environment information, oncoming vehicle predicted travel path calculation means for calculating an oncoming vehicle predicted travel path based on the behavior of the oncoming vehicle, Self-vehicle turning intention determination means for determining whether the host vehicle intends to enter a first intersection ahead after crossing the oncoming lane by turning within the intersection, When the host vehicle intends to enter the first intersection and it is impossible to enter the first intersection on the current self-vehicle predicted travel path, self-vehicle predicted travel path correction means for correcting the self-vehicle predicted travel path to a self-vehicle limit travel path which is a limit travel path for causing the host vehicle to enter the first intersection, Oncoming vehicle turning intention determination means for determining whether the oncoming vehicle intends to enter a second intersection ahead after crossing the host vehicle's travel lane by turning within the intersection, When the oncoming vehicle intends to enter the second intersection and it is impossible to enter the second intersection on the current oncoming vehicle predicted travel path, oncoming vehicle predicted travel path correction means for correcting the oncoming vehicle predicted travel path to an oncoming vehicle limit travel path which is a limit travel path for causing the oncoming vehicle to reach the second intersection, Control target setting means for setting the oncoming vehicle as a control target for emergency braking when at least a part of the self-vehicle predicted travel path and the oncoming vehicle predicted travel path overlap until a preset timing, comprising The self-vehicle predicted travel path correction means detects an intersection corner closest to the host vehicle in the turning direction for entering the first intersection, and calculates a travel path for guiding the host vehicle inside the intersection corner by turning with the minimum turning radius of the host vehicle as the self-vehicle limit travel path. A driving support device for a vehicle, characterized in that.

2. Driving environment recognition means for recognizing driving environment information outside the vehicle, Self-vehicle predicted travel path calculation means for calculating a self-vehicle predicted travel path based on the driving state of the host vehicle, When a oncoming vehicle is detected based on the driving environment information, oncoming vehicle predicted travel path calculation means for calculating an oncoming vehicle predicted travel path based on the behavior of the oncoming vehicle, Self-vehicle turning intention determination means for determining whether the host vehicle intends to enter a first intersection ahead after crossing the oncoming lane by turning within the intersection, When the host vehicle intends to enter the first intersection and it is impossible to enter the first intersection on the current predicted travel path of the host vehicle, a host vehicle predicted travel path correction means for correcting the host vehicle predicted travel path to a host vehicle limit travel path which is a limit travel path for causing the host vehicle to enter the first intersection. An oncoming vehicle turning intention determination means for determining whether the oncoming vehicle intends to enter a second intersection after crossing the host vehicle's travel lane by turning within the intersection. When the oncoming vehicle intends to enter the second intersection and it is impossible to enter the second intersection on the current predicted travel path of the oncoming vehicle, an oncoming vehicle predicted travel path correction means for correcting the oncoming vehicle predicted travel path to an oncoming vehicle limit travel path which is a limit travel path for causing the oncoming vehicle to reach the second intersection. A control target setting means for setting the oncoming vehicle as a control target for emergency braking when at least a part of the predicted travel path of the host vehicle and the predicted travel path of the oncoming vehicle overlap until a preset timing. Comprising. The oncoming vehicle predicted travel path correction means detects an intersection corner closest to the oncoming vehicle in the turning direction for entering the second intersection, and calculates a travel path for guiding the oncoming vehicle inside the intersection corner by turning with the minimum turning radius of the oncoming vehicle as the oncoming vehicle limit travel path. A vehicle driving support device characterized by the above.

3. The oncoming vehicle predicted travel path correction means according to claim 1, characterized in that it detects an intersection corner closest to the oncoming vehicle in the turning direction for entering the second intersection, and calculates a travel path for guiding the oncoming vehicle inside the intersection corner by turning with the minimum turning radius of the oncoming vehicle as the oncoming vehicle limit travel path. The vehicle driving support device described.

4. The host vehicle turning intention determination means determines whether there is an intention to enter the first intersection based on at least any one of the type of travel lane when the host vehicle enters the intersection, the presence or absence of a turn signal operation, or the target travel route set for the host vehicle. The vehicle driving support device according to any one of claims 1 to 3.

5. The oncoming vehicle turning intention determination means determines the presence or absence of the intention to enter the second intersection based on at least any one of the type of the driving lane when the oncoming vehicle enters the intersection or the presence or absence of the blinking of the turn signal. The vehicle driving support device according to any one of claims 1 to 4, characterized in that.

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