Vehicle driving support device

Abstract

To provide a driving support device of a vehicle which can perform the required emergency brake control against a movable body outside of the traveling track of an own vehicle without giving a sense of incompatibility to a crewman.SOLUTION: A travel_ECU 14 is given: a movable body S which moves with velocity component from outside of the traveling track of an own vehicle to inside thereof is detected based on traveling environment information; possibility where the own vehicle M collides with the movable body S is determined based on movement information of the own vehicle M and movement information of the movable body S; and it cancels, even when a collision prediction time TTC that is a physical value representing the relative relationship between the own vehicle M and the movable body S determined to have the collision possibility is a second threshold value Tth2 or less, execution of emergency brake in a case that a structure (guard rail G or curb stone C) inhibiting the movable body S from approaching the traveling track of the own vehicle exists on an advancing route of the movable body S.SELECTED DRAWING: Figure 3

Description

Technical Field

[0001] The present invention relates to a driving assistance device for a vehicle capable of performing collision avoidance brake control on an obstacle that may collide with the host vehicle.

Background Art

[0002] In recent years, in vehicles such as automobiles, driving assistance devices for assisting a driver's driving operation have 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, there are driving assistance modes for performing steering assistance control and acceleration / deceleration control on the premise of the driver's main driving operation, and various technologies for driving assistance modes (so-called, autonomous driving modes) for allowing the vehicle to travel without requiring the driver's driving operation have been developed.

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

[0004] Also, in a driving assistance device, when an obstacle such as a vehicle or a pedestrian is recognized in front of the host vehicle, as an interrupt control, an emergency brake (AEB (Autonomous Emergency Braking) for reducing collision damage) control for the obstacle is performed, and a technique for decelerating until the relative speed between the host vehicle and the obstacle becomes zero has been put into practical use.

[0005] Such emergency braking control tends to be extended not only to obstacles existing in front of the host vehicle but also to moving objects entering the host vehicle's travel path from outside the host vehicle's travel path. For example, Patent Document 1 discloses a technique of decelerating or stopping the host vehicle as an avoidance operation to avoid a collision with another vehicle when it is determined that the other vehicle enters the road from a roadside store or the like.

[0006] Furthermore, it is being considered to extend such emergency braking control to moving objects such as pedestrians and bicycles moving on a sidewalk or the like outside the host vehicle's travel path.

Prior Art Documents

Patent Documents

[0007]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0008] However, different from vehicles such as automobiles, moving objects such as pedestrians and bicycles can stop or change the moving direction on a sidewalk or the like. Therefore, even if they have a speed component toward the host vehicle's travel path, they do not necessarily jump out onto the road. Accordingly, if emergency braking control is performed every time a moving object moving on a sidewalk or the like with a speed component toward the host vehicle's travel path is detected, unnecessary emergency braking control may be frequently performed, which may give the occupants a sense of discomfort.

[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 performing necessary emergency braking control on a moving object moving outside the host vehicle's travel path without giving the occupants a sense of discomfort.

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, and a speed component from the outside of the host vehicle's traveling path toward the inside of the host vehicle's traveling path based on the driving environment information. A moving object detection means for detecting a moving object moving with , from Collision determination means for determining the possibility of collision between the host vehicle and the moving object based on the movement information of the vehicle and the movement information of the moving object, and a physical quantity indicating the relative relationship between the moving object determined to have a possibility of collision with the host vehicle and the host vehicle When the value is equal to or less than a preset threshold value, an emergency brake execution means for executing an emergency brake to avoid a collision with the moving object, and a structure that inhibits the entry of the moving object into the host vehicle's traveling path even when the physical quantity is equal to or less than the threshold value When present on the traveling path of the moving object, a cancel means for canceling the execution of the emergency brake is provided , when a gap through which the moving body can pass is detected in the structure and the moving body is moving toward the gap, the canceling means does not cancel the execution of the emergency brake .

Advantages of the Invention

[0011] According to the driving assistance device for a vehicle of the present invention, it is possible to perform necessary emergency brake control on a moving object moving outside the host vehicle's traveling path without giving a sense of discomfort to the occupant.

Brief Description of the Drawings

[0012]

Figure 1

Figure 2

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Mode for Carrying Out the Invention

[0013] Hereinafter, the 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 support device.

[0014] As shown in FIG. 1, the driving support device 1 is configured to have, for example, a camera unit 10 fixed to the upper center of the front part inside the passenger compartment of a vehicle (own 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 travel control unit (travel_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. Also, the main camera 11a and the sub-camera 11b are each constituted by, for example, a CMOS or the like, and perform stereo imaging of the driving environment in the front region Af outside the vehicle (see FIG. 2) from different viewpoints at a predetermined imaging cycle synchronized 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 amount of positional deviation 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 of the driving lane (the own vehicle driving lane) on which the own vehicle M travels, 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 luminance difference based on the driving environment information, and obtains the curvature of the left and right lane lines for each predetermined section by a curve approximation formula using the method of least squares or the like. Further, the image recognition _ ECU 13 calculates the lane width from the difference in curvature between the left and right lane lines.

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

[0020] Also, the image recognition _ ECU 13 performs predetermined pattern matching or the like on the distance image information to recognize three-dimensional objects such as guardrails, curbstones, and surrounding vehicles that extend along the road. Here, in the recognition of three-dimensional objects in 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, and the relative speed between the three-dimensional object and the own vehicle M is performed.

[0021] Various information recognized by these image recognition _ECU13 is output to the driving _ECU14 as driving environment information.

[0022] Thus, in this embodiment, the image recognition _ECU13 realizes, together with the stereo camera 11 and the IPU12, a function as a driving environment recognition means for recognizing driving environment information outside the vehicle.

[0023] The driving _ECU14 is a control unit for overall control of the driving support device 1.

[0024] Connected to this driving _ECU14 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 CAN (Controller Area Network).

[0025] Furthermore, connected to the driving _ECU14 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] Connected to the CP_ECU21 is a human machine interface (HMI) 31 disposed around the driver's seat. The HMI31 includes, for example, switches for instructing execution of various driving support controls, a mode change switch for changing the driving support mode, a steering touch sensor for detecting the driver's steering state, a driver monitoring system (DMS) for detecting the driver's face authentication and line of sight, a touch panel type display, a combination meter, and a speaker.

[0027] When the CP_ECU21 receives a control signal from the traveling_ECU14, it appropriately notifies the driver of various warnings regarding the preceding vehicle, etc., the implementation status of driving support control, and various information regarding the driving environment of the host vehicle M, etc., through display, voice, etc. via the HMI31. Further, the CP_ECU25 outputs various input information such as the on / off operation status of various driving support controls input by the driver via the HMI31 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. Further, on the input side of the T / M_ECU23, various sensors such as a shift position sensor (not shown) are connected. Based on the engine torque signal estimated by the E / G_ECU22 and the detection signal from various sensors, etc., the T / M_ECU23 performs hydraulic control on the hydraulic control circuit 33. 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. Further, 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, there is a brake actuator connected for adjusting the brake hydraulic pressure output to the brake wheel cylinders provided on each wheel. Also, on the input side of the BK_ECU24, various sensors such as a brake pedal sensor, a yaw rate sensor, a longitudinal and lateral acceleration sensor, and a vehicle speed sensor (own vehicle speed), not shown in the figure, are connected.

[0032] Based on the control signal from the Traveling_ECU14 or the detection signals from various sensors, the BK_ECU24 performs drive control on the brake actuator. 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, longitudinal and lateral 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 Traveling_ECU14 or the detection signals from various sensors, the PS_ECU25 performs drive control on the electric power steering motor 35. Thereby, the PS_ECU25 generates a steering torque for the steering mechanism. Also, the PS_ECU25 outputs signals such as the steering torque and steering angle detected by various sensors to the Traveling_ECU14.

[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 own vehicle M by receiving positioning signals transmitted from a plurality of positioning satellites.

[0037] The road map DB36b is a large-capacity storage medium such as an HDD, in which high-precision road map information (dynamic map) is stored. This road map DB36b 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, parking lots, etc. The road map DB36b outputs road map information within a set range based on the own vehicle position measured by the GNSS sensor 36a to the driving ECU 14 as driving environment information, for example, based on a request signal from the driving ECU 14.

[0038] Thus, in the present embodiment, the road map DB36b, together with the GNSS sensor 36a, realizes a function as a driving environment recognition means for recognizing driving environment information outside the vehicle.

[0039] 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 at the left and right side portions of the front bumper, for example. The left front side sensor 37lf and the right front side sensor 37rf detect a three-dimensional object existing in the regions Alf, Arf (see FIG. 2) on the left and right diagonally front and side of the own vehicle M, which are difficult to recognize in the image of the stereo camera 11, as driving environment information.

[0040] 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 at the left and right side portions of the rear bumper, for example. The left rear side sensor 37lf and the right rear side sensor 37rf detect a three-dimensional object existing in the regions Alr, Arr (see FIG. 2) on the left and right diagonally side and rear of the own vehicle M, which are difficult to recognize by the left front side sensor 37lf and the right front side sensor 37rf, as driving environment information.

[0041] Here, the millimeter-wave radar that constitutes each radar mainly detects three-dimensional objects such as vehicles running parallel by analyzing the reflected wave from an object with respect to the emitted radio wave. Specifically, each radar detects, as information regarding the 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), the speed, and the like.

[0042] 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 a function as a driving environment recognition means for recognizing the driving environment information outside the vehicle.

[0043] 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, three-dimensional objects existing in the rear region Ar (see FIG. 2) of the host vehicle M that are difficult to recognize by the left rear side sensor 37lr and the right rear side sensor 37rr.

[0044] Thus, in the present embodiment, the rear sensor 38 realizes a function as a driving environment recognition means for recognizing the driving environment information outside the vehicle.

[0045] Note that the coordinates of each object outside the vehicle included in the driving environment information recognized by the image recognition ECU 13, 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 into coordinates in a three-dimensional coordinate system (see FIG. 2) with the center of the host vehicle M as the origin in the driving ECU 14.

[0046] The traveling ECU 14 is set with 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 as driving modes. Each of these driving modes can be selectively switched in the traveling ECU 14 based on, for example, the operation status of a mode switching switch provided on the HMI 31.

[0047] 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 a steering operation, an accelerator operation, and a brake operation by the driver.

[0048] 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 by appropriately combining them through controls such as the E / G ECU 22, BK ECU 24, and PS ECU 25 while reflecting the driving operation by the driver, so as to drive the host vehicle M along the target driving route. It is a so-called semi-automatic driving mode.

[0049] Here, the preceding vehicle following control is basically performed based on the driving environment information input from the image recognition ECU 13. That is, the preceding vehicle following control is performed based on, for example, the preceding vehicle information included in the driving environment information from the image recognition ECU 13.

[0050] In addition, the lane center maintenance control and the lane departure suppression 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 lane center maintenance control and the lane departure suppression 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.

[0051] In addition, the second driving control mode is an automatic driving mode in which, without requiring the driver to perform steering, accelerator operation, and brake operation, the host vehicle M is driven according to the target route (route map information) by appropriately combining mainly the preceding vehicle following control, the lane center maintenance control, and the lane departure suppression control through the control of, for example, the E / G_ECU22, BK_ECU24, PS_ECU25, etc.

[0052] The evacuation mode is, for example, a mode for automatically stopping the host vehicle M on the roadside strip or the like when, during driving in the second driving control mode, driving in this 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).

[0053] In addition, in each of the above driving modes, the driving _ ECU14 appropriately performs emergency braking (AEB (Autonomous Emergency Braking): collision damage reduction braking) control on obstacles such as preceding vehicles on the host vehicle driving road that are likely to collide with the host vehicle M.

[0054] Furthermore, when it is determined that it is difficult to avoid a collision with an obstacle by the emergency braking control, the driving _ ECU14 can also perform emergency steering control for avoiding a collision with the obstacle instead of or in combination with the emergency braking control.

[0055] Here, the emergency braking control and the emergency steering control are basically performed based on the driving environment information input from the image recognition ECU 13. That is, the emergency braking control and the emergency steering control are performed based on, for example, obstacle information such as a preceding vehicle or a stopped vehicle included in the driving environment information from the image recognition ECU 13. At this time, in order to avoid collisions with vehicles traveling side by side or following vehicles, etc., the following vehicle information, the information of vehicles traveling side by side, etc. included in the driving environment information from the left and right front side sensors 37lf, 37rf, the left and right rear side sensors 37lr, 37rr, and the rear sensor 38 are referred to.

[0056] Here, in the present embodiment, the driving ECU 14 extends the control target to not only obstacles originally existing inside the own vehicle's travel path but also obstacles (moving objects) that enter the own vehicle's travel path from outside the own vehicle's travel path, and performs emergency braking control.

[0057] That is, at the time of emergency braking control, the driving ECU 14 detects three-dimensional objects such as a preceding vehicle or a stopped vehicle existing inside the own vehicle's travel path, and three-dimensional objects existing outside the own vehicle's travel path.

[0058] At this time, for three-dimensional objects existing inside the own vehicle's travel path, the driving ECU 14 determines whether there is a possibility of collision between the own vehicle M and the three-dimensional object based on the movement information of the own vehicle M and the movement information of the three-dimensional object.

[0059] In addition, for three-dimensional objects detected outside the own vehicle's travel path, the driving ECU 14 determines whether the three-dimensional object is a moving object that moves with a velocity component Vsx toward the inside of the own vehicle's travel path. Then, for the moving object having the velocity component Vsx, the driving ECU 14 determines whether there is a possibility of collision between the own vehicle M and the three-dimensional object (moving object) based on the movement information of the own vehicle M and the movement information of the three-dimensional object (moving object).

[0060] Then, the driving ECU 14 extracts, as the control target of the emergency braking control, the three-dimensional object that is most likely to collide with the own vehicle M earliest from among the three-dimensional objects determined to have a possibility of collision with the own vehicle M detected inside and outside the own vehicle's travel path.

[0061] When the driving ECU 14 extracts the control target, if the time to collision TTC (= (relative speed between the host vehicle M and the obstacle in the longitudinal direction of the host vehicle M) / (relative distance to the obstacle in the longitudinal direction of the host vehicle M)), which is calculated as a physical quantity to the control target, becomes equal to or less than a preset first threshold value TTCth1, it executes an alarm for alerting the driver.

[0062] Furthermore, when the time to collision TTC to the control target becomes equal to or less than a preset second threshold value TTCth2, the driving ECU 14 executes an emergency brake for avoiding a collision with the control target through the BK ECU 24.

[0063] When executing this emergency brake, if the control target is a moving body from outside the host vehicle driving road, the driving ECU 14 determines whether to cancel the execution of the emergency brake. The conditions for this cancellation determination include whether structures such as guardrails and curbs that impede the entry of the moving body into the host vehicle driving road exist on the traveling path of the moving body. And when the cancellation condition is satisfied, the driving ECU 14 cancels the execution of the emergency brake.

[0064] As described above, in this embodiment, the driving ECU 14 realizes each function as a moving body detection means, a collision determination means, an emergency brake execution means, and a cancellation means.

[0065] Next, the emergency brake control executed in the driving ECU 14 will be described according to the flowchart of the emergency brake control routine shown in FIG. 3. This routine is repeatedly executed at preset time intervals.

[0066] When the routine starts, the driving ECU 14 reads driving environment information in step S101. This driving environment information includes various information about three-dimensional objects such as preceding vehicles and parked vehicles existing inside the host vehicle's driving road, pedestrians and bicycles existing on sidewalks outside the host vehicle's driving road, and structures such as guardrails and curbs existing between the host vehicle's driving road and sidewalks.

[0067] In the subsequent step S102, the driving ECU 14 sets the control target for emergency brake control. This setting of the control target is performed, for example, according to the control target setting subroutine shown in FIG. 4.

[0068] When the subroutine starts, the driving ECU 14 detects a front three-dimensional object of the host vehicle M based on the driving environment information in step S201. That is, the driving ECU 14 detects three-dimensional objects such as preceding vehicles and parked vehicles existing in front of the host vehicle M inside the host vehicle's driving road, and pedestrians and bicycles existing in front of the host vehicle M on sidewalks outside the host vehicle's driving road.

[0069] In the subsequent step S202, the driving ECU 14 extracts any one three-dimensional object from the three-dimensional objects detected in step S201.

[0070] In the subsequent step S203, the driving ECU 14 checks whether the three-dimensional object extracted this time exists inside the host vehicle's driving road.

[0071] And in step S203, when it is determined that the extracted three-dimensional object exists inside the host vehicle's driving road, the driving ECU 14 proceeds to step S204 and checks whether the extracted three-dimensional object exists on the driving trajectory of the host vehicle M, that is, whether the extracted three-dimensional object can become an obstacle on the predicted path of the host vehicle M.

[0072] And in step S204, when it is determined that the extracted three-dimensional object does not exist on the driving trajectory of the host vehicle M, the driving ECU 14 proceeds to step S211.

[0073] On the other hand, in step S204, when it is determined that the extracted three-dimensional object exists on the travel trajectory of the host vehicle M, the travel ECU 14 determines that the extracted three-dimensional object is an obstacle on the predicted path of the host vehicle M, proceeds to step S205, calculates the collision prediction time TTC with the obstacle, and then proceeds to step S211.

[0074] Also, in step S203, when it is determined that the three-dimensional object extracted this time exists outside the host vehicle travel path, the travel ECU 14 proceeds to step S206 and checks whether the extracted three-dimensional object has a velocity component in the direction of the host vehicle travel path. That is, the travel ECU 14 checks whether the extracted three-dimensional object has a velocity component Vsx in the lateral direction (the X-axis direction in FIG. 2) that intersects the velocity vector Vm of the host vehicle M (see, for example, FIG. 7).

[0075] Then, in step S206, when it is determined that the extracted three-dimensional object does not have a velocity component Vsx in the lateral direction that intersects the velocity vector Vm of the host vehicle M, the travel ECU 14 proceeds to step S211 without determining the three-dimensional object as an obstacle.

[0076] On the other hand, in step S206, when it is determined that the extracted three-dimensional object is a moving object S (see, for example, FIG. 7) that has a velocity component Vsx in the lateral direction that intersects the velocity vector Vm of the host vehicle M, the travel ECU 14 proceeds to step S207 and calculates the arrival prediction time Tx of the moving object to the front of the host vehicle M. Here, for example, as shown in FIG. 7, when the relative distance between the host vehicle M and the moving object S in the vehicle width direction (the X-axis direction) of the host vehicle M is Xm, the arrival prediction time Tx is calculated by dividing the relative distance Xm by the velocity component Vsx in the lateral direction.

[0077] In the subsequent step S208, the travel ECU 14 calculates the collision prediction time TTC (= Vrel / Ym) with the moving object S based on the relative velocity Vrel between the host vehicle M and the moving object S in the front-rear direction (the Y-axis direction in FIG. 2) of the host vehicle M and the relative distance Ym between the host vehicle M and the moving object S in the front-rear direction of the host vehicle M.

[0078] In the next step S209, the travel_ECU 14 checks whether or not there is a possibility that the moving object S will collide with the host vehicle M. Here, whether or not there is a possibility that the moving object S will collide with the host vehicle M is determined based on, for example, the predicted arrival time Tx and the predicted collision time TTC being less than or equal to TTC-α <Tx<TTC+αの関係を満たすか否かを調べることにより判定される。なお、αは、例えば、自車両Mの車幅、及び、自車速Vmと速度成分Vxとに応じて予め設定された定数である。

[0079] Then, in step S209, if it is determined that there is no possibility that the moving object S will collide with the host vehicle M, the travel_ECU 14 proceeds to step S211 without recognizing the moving object S as an obstacle.

[0080] On the other hand, in step S209, if it is determined that there is a possibility that the moving object S will collide with the host vehicle M, that is, TTC-α <Tx<TTC+αであると判定した場合、走行_ECU14は、ステップS210に進み、当該移動体Sを障害物として認定した後、ステップS211に進む。

[0081] When the process proceeds from step S204, step S205, step S206, or step S210 to step S211, the travel_ECU 14 checks whether or not all currently detected three-dimensional objects ahead have been extracted in step S202.

[0082] Then, in step S211, if it is determined that all the three-dimensional objects ahead have not been extracted, the traveling_ECU 14 returns to step S202.

[0083] On the other hand, if it is determined in step S211 that all three-dimensional objects ahead have been extracted, the travel_ECU 14 proceeds to step S212, where it extracts the three-dimensional object with the shortest collision prediction time TTC from among the three-dimensional objects recognized as obstacles as a control target for emergency brake control, and then exits the subroutine. Note that if there is no three-dimensional object recognized as an obstacle, the travel_ECU 14 exits the subroutine without extracting a three-dimensional object to be a control target for emergency brake control.

[0084] With such a control target setting subroutine, in the present embodiment, not only three-dimensional objects existing inside the host vehicle traveling path but also three-dimensional objects existing outside the host vehicle traveling path can be set as control targets for emergency braking control.

[0085] In the main routine of FIG. 3, when proceeding from step S102 to step S103, the traveling ECU 14 checks whether there is currently a control target for emergency braking control in front of the host vehicle M.

[0086] And in step S103, when it is determined that there is no control target, the traveling ECU 14 exits the routine as it is.

[0087] On the other hand, in step S103, when it is determined that there is a control target, the traveling ECU 14 proceeds to step S104 and checks whether the collision prediction time TTC for the control target is equal to or less than a preset first threshold value Tth1.

[0088] And in step S104, when it is determined that the collision prediction time TTC is greater than the first threshold value Th1, the traveling ECU 14 exits the routine as it is.

[0089] On the other hand, in step S104, when it is determined that the collision prediction time TTC is equal to or less than the first threshold value Tth1, the traveling ECU 14 proceeds to step S105 and checks whether the collision remaining time TTC is equal to or less than a preset second threshold value Tth2 (Tth2 < Tth1).

[0090] And in step S105, 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 S109.

[0091] On the other hand, in step S105, when it is determined that the time to collision TTC is equal to or less than the second threshold value Tth2, the driving ECU 14 proceeds to step S106 and checks whether the currently set control target is a moving object existing outside the host vehicle travel path.

[0092] Then, in step S106, when it is determined that the control target is a solid object existing inside the host vehicle travel path, the driving ECU 14 proceeds to step S110.

[0093] On the other hand, in step S106, when it is determined that the control target is a moving object S existing outside the host vehicle travel path, the driving ECU 14 proceeds to step S107 and performs a cancellation determination for the emergency brake. This cancellation determination is performed, for example, according to the flowchart of the cancellation determination subroutine shown in FIGS. 5 and 6.

[0094] When the subroutine starts, in step S301, the driving ECU 14 checks whether the velocity component Vsy of the moving object S in the longitudinal direction of the host vehicle M is sufficiently larger than the velocity component Vsx of the moving object S in the vehicle width direction of the host vehicle M. More specifically, the driving ECU 14 checks, for example, whether the velocity component Vsy is larger than the value obtained by multiplying the velocity component Vsx by a coefficient β (β is a coefficient larger than "1"). That is, based on the velocity components of the moving object S, the driving ECU 14 checks whether the moving object S intends to move along a sidewalk or the like along the host vehicle travel path, or whether the moving object S intends to enter the interior of the host vehicle travel path.

[0095] Then, in step S301, when it is determined that the velocity component Vsy of the moving object S is sufficiently larger than the velocity component Vsx (see, for example, FIG. 8), the driving ECU 14 exits the subroutine as it is.

[0096] On the other hand, in step S301, when it is determined that the velocity component Vsy of the moving object S is sufficiently smaller than the velocity component Vsx (see, for example, FIG. 9), the driving ECU 14 proceeds to step S302 and checks whether the moving object S is a bicycle.

[0097] And in step S302, when it is determined that the moving body S is not a bicycle, that is, when it is determined that the moving body S is a pedestrian, the traveling ECU 14 proceeds to step S313.

[0098] On the other hand, in step S302, when it is determined that the moving body S is a bicycle, the traveling ECU 14 proceeds to step S303 and checks whether there is a guard rail G that divides the inside and outside of the host vehicle's traveling path in the traveling direction of the moving body S (bicycle).

[0099] And in step S303, when it is determined that there is no guard rail G in the traveling direction of the moving body S (bicycle), the traveling ECU 14 proceeds to step S307.

[0100] On the other hand, in step S303, when it is determined that there is a guard rail G in the traveling direction of the moving body S (bicycle), the traveling ECU 14 proceeds to step S304 and detects the gap of the guard rail G (the part where the guard rail G is interrupted). That is, the traveling ECU 14 searches whether there is a gap through which the moving body S (bicycle) can pass in the guard rail G.

[0101] In the subsequent step S305, based on the lateral velocity component Vsx, the longitudinal velocity component Vsy of the moving body S (bicycle), the lateral distance Xs to the guard rail G, the longitudinal distance Ys to the gap, the width A of the gap, etc. (see FIG. 10), the traveling ECU 14 determines whether the moving body S (bicycle) can pass through the gap of the guard rail G.

[0102] That is, the traveling ECU 14 calculates, for example, the time Tg until the moving body S (bicycle) reaches the guardrail G based on the lateral speed component Vsx of the moving body S (bicycle) and the longitudinal distance Ys to the guardrail G. Further, the traveling ECU 14 calculates the longitudinal movement distance Yg until the time Tg when the moving body S (bicycle) reaches the guardrail G based on the longitudinal speed component Vsy of the moving body S (bicycle). Then, when the calculated movement distance Yg satisfies the relationship Ys < Yg < (Ys + A), the traveling ECU 14 determines that the moving body S (bicycle) can pass through the guardrail G (see Fig. 10). On the other hand, when there is no gap in the guardrail G in the first place, when the movement distance Yg satisfies the relationship Yg ≤ Ys, or when the movement distance Yg satisfies the relationship (Ys + A) ≤ Yg, the traveling ECU 14 determines that the moving body S (bicycle) cannot pass through the guardrail G (see Fig. 11).

[0103] In the subsequent step S306, the traveling ECU 14 checks whether or not it is determined that the moving body S (bicycle) can pass through the guardrail G as a result of the determination in step S305.

[0104] And, if it is determined in step 305 that the moving body S (bicycle) can pass through the guardrail G, the traveling ECU 14 exits the subroutine as it is from step S306.

[0105] On the other hand, if it is determined in step S305 that the moving body S (bicycle) cannot pass through the guardrail G, the traveling ECU 14 proceeds from step S306 to step S312.

[0106] Also, when proceeding from step S303 to step S307, the traveling ECU 14 checks whether or not there is a curb C that demarcates the inside and outside of the own vehicle's traveling road in the traveling direction of the moving body S (bicycle).

[0107] And, in step S307, when it is determined that there is no curb C in the traveling direction of the moving body S (bicycle), the traveling ECU 14 simply exits the subroutine.

[0108] On the other hand, in step S307, when it is determined that there is a curb C in the traveling direction of the moving body S (bicycle), the traveling ECU 14 proceeds to step S308 and refers to the height of the curb C recognized as traveling environment information.

[0109] In the subsequent step S309, the traveling ECU 14 detects the gap of the curb C (the portion where the curb C is interrupted). That is, the traveling ECU 14 searches for whether there is a gap through which the moving body S (bicycle) can pass in the curb C.

[0110] In the subsequent step S310, the traveling ECU 14 determines whether the moving body S (bicycle) can pass through the gap of the curb C based on the lateral speed component Vsx, the longitudinal speed component Vsy of the moving body S (bicycle), the lateral distance Xs to the curb C, the longitudinal distance Ys to the gap, the width A of the gap, and the like. Note that this determination is basically the same as the determination for passing through the guardrail G, so the details are omitted.

[0111] In addition, the traveling ECU 14 determines whether the moving body S (bicycle) can pass over the curb C based on the height of the curb C and the tire radius of the bicycle as the moving body S. That is, the traveling ECU 14 compares the height of the curb C with the tire radius of the bicycle. For example, when the height of the curb C is less than 30% of the tire radius of the bicycle, it is determined that the moving body S (bicycle) can pass over the curb C regardless of the presence or absence of a gap in the curb C (see FIG. 12).

[0112] When proceeding from step S310 to step S311, the traveling ECU 14 checks whether it is determined that the moving body S (bicycle) can pass through the curb C as a result of the determination in step S310.

[0113] And, as a result of step S310, when it is determined that the moving body S (bicycle) can pass over the curb C, the travel ECU 14 exits the subroutine as it is from step S311.

[0114] On the other hand, as a result of the determination in step S310, when it is determined that the moving body S (bicycle) cannot pass over the curb C, the travel ECU 14 proceeds from step S311 to step S312.

[0115] When proceeding from step S306 or from step S311 to step S312, the travel ECU 14 determines to cancel the emergency brake for the moving body S (bicycle) currently set as the control target, and then exits the subroutine.

[0116] Also, when proceeding from step S302 to step S313, the travel ECU 14 checks whether or not there is a guard rail G that demarcates the inside and outside of the host vehicle's travel path in the traveling direction of the moving body S (pedestrian).

[0117] And, in step S313, when it is determined that there is no guard rail G in the traveling direction of the moving body S (pedestrian), the travel ECU 14 exits the subroutine as it is.

[0118] On the other hand, in step S313, when it is determined that there is a guard rail G in the traveling direction of the moving body S (pedestrian), the travel ECU 14 proceeds to step S314 and refers to the height of the guard rail G recognized as travel environment information.

[0119] In the subsequent step S315, the travel ECU 14 determines whether or not the moving body S (pedestrian) can pass through the gap of the guard rail G based on the lateral velocity component Vsx, the longitudinal velocity component Vsy, the lateral distance Xs to the guard rail G, the longitudinal distance Ys to the gap, the width A of the gap, etc. of the moving body S (pedestrian) (see FIGS. 13 and 14). Note that this determination is basically the same as the passing determination for the guard rail G when the moving body S is a bicycle, so the details are omitted.

[0120] In addition, the traveling ECU 14 determines whether the moving object S (pedestrian) can pass over the guardrail G based on the height of the guardrail G. That is, for example, when the height of the guardrail G is equal to or less than a preset height (e.g., 50 cm), the traveling ECU 14 determines that the moving object S (pedestrian) can pass over the guardrail G regardless of the presence or absence of a gap in the guardrail G (see FIG. 15).

[0121] When proceeding from step S316 to step S317, the traveling ECU 14 checks whether, based on the result of the determination in step S316, it is determined that the moving object S (pedestrian) can pass over the guardrail G.

[0122] And, if it is determined in step S316 that the moving object S (pedestrian) can pass over the guardrail G, the traveling ECU 14 exits the subroutine as it is from step S317.

[0123] On the other hand, if it is determined in step S316 that the moving object S (pedestrian) cannot pass over the guardrail G, the traveling ECU 14 proceeds from step S317 to step S318, determines to cancel the emergency brake for the moving object S (bicycle) currently set as the control target, and then exits the subroutine.

[0124] In the main routine of FIG. 3, when proceeding from step S107 to step S108, the traveling ECU 14 checks whether, based on the result of the determination in step S107, the condition for canceling the emergency brake for the moving object S is satisfied.

[0125] And, if it is determined in step S107 that the condition for canceling the emergency brake for the moving object S is satisfied, the traveling ECU 14 proceeds from step S108 to step S109.

[0126] On the other hand, if it is determined as a result of the determination in step S107 that the cancellation condition for the emergency brake for the moving body S is not satisfied, the traveling ECU 14 proceeds from step S108 to step S110.

[0127] When proceeding from step S105 or from step S108 to step S109, the traveling ECU 14 outputs a warning to the driver that the host vehicle M may collide with the control target, and then exits the routine. Here, as the warning in step S109, not only a preset display and voice output but also a warning brake (soft brake) of the host vehicle M using a preset small deceleration a1 can be included.

[0128] When proceeding from step S106 or from step S108 to step S110, the traveling ECU 14 performs an emergency brake (hard brake) of the host vehicle M on the control target using a preset deceleration a2 (a2 > a1), and then exits the routine.

[0129] According to such an embodiment, the traveling ECU 14 detects a moving body S that moves with a speed component from the outside to the inside of the host vehicle traveling path based on the traveling environment information, and determines the possibility of the host vehicle M colliding with the moving body S based on the moving information of the host vehicle M and the moving information of the moving body S. When the time to collision TTC, which is a physical quantity indicating the relative relationship with the moving body S determined to have a possibility of colliding with the host vehicle M, becomes equal to or less than a second threshold value Tth2, in the driving support control for executing an emergency brake to avoid a collision with the moving body S, even when the time to collision TTC becomes equal to or less than the second threshold value Tth2, when a structure (guard rail G or curb C) that inhibits the entry of the moving body S into the host vehicle traveling path exists on the traveling path of the moving body S, the execution of the emergency brake is canceled. Thereby, it is possible to perform necessary emergency brake control even on a moving body moving outside the host vehicle traveling path without giving a sense of discomfort to the occupant.

[0130] That is, when a moving object S such as a bicycle or a pedestrian existing outside the bicycle travel path is set as a control target for emergency braking control, if it is determined based on structures such as a guardrail G or a curb C that the moving object S is unlikely to clearly enter the inside of the bicycle travel path, the emergency brake is canceled to exclude the execution of unnecessary emergency braking, and the emergency brake can be executed only for the moving object S that is highly likely to enter the inside of the bicycle travel path.

[0131] Here, when the moving object S is a bicycle, when there is a guardrail G on the traveling path of the bicycle, basically, the running_ECU14 cancels the execution of the emergency brake assuming that the guardrail G is a structure that inhibits the entry of the bicycle into the bicycle travel path. However, if there is a gap through which the bicycle can pass in the guardrail G and the bicycle is moving toward the gap in the guardrail G, the execution of the emergency brake is not canceled. Thereby, it is possible to perform necessary emergency braking control even for a bicycle moving outside the bicycle travel path without giving discomfort to the occupant.

[0132] Also, when the moving object S is a bicycle, when there is a curb C on the traveling path of the bicycle, basically, the running_ECU14 cancels the execution of the emergency brake assuming that the curb C is a structure that inhibits the entry of the bicycle into the bicycle travel path. However, if there is a gap through which the bicycle can pass in the curb C and the bicycle is moving toward the gap in the curb C, or if the bicycle can cross the curb C, the execution of the emergency brake is not canceled. Thereby, it is possible to perform necessary emergency braking control even for a bicycle moving outside the bicycle travel path without giving discomfort to the occupant.

[0133] In addition, when the moving object S is a pedestrian, if there is a guardrail G on the pedestrian's travel path, the traveling ECU 14 basically cancels the execution of the emergency brake on the assumption that the guardrail G is a structure that inhibits the pedestrian from entering the host vehicle's travel path. However, if there is a gap through which the pedestrian can pass in the guardrail G and the pedestrian is moving toward the gap in the guardrail G, or if the pedestrian can step over the guardrail G, the execution of the emergency brake is not canceled. Thereby, it is possible to perform necessary emergency brake control on pedestrians moving outside the host vehicle's travel path without giving discomfort to the occupant.

[0134] In addition, even when the emergency brake is canceled, a predetermined warning is given to bicycles and pedestrians moving outside the host vehicle's travel path, thereby alerting the driver to unexpected jumps out of bicycles and pedestrians.

[0135] 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, the PS ECU 25, etc. are composed of well-known microcomputers including a CPU, a RAM, a ROM, a nonvolatile storage unit, etc., and fixed data such as programs and data tables to be executed by the CPU are stored in advance in the ROM. 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.

[0136] 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. Furthermore, the above embodiments include inventions at various stages, and various inventions can be extracted by appropriately combining a plurality of disclosed constituent elements.

[0137] For example, if some of the constituent elements shown in the embodiment are deleted and the stated problems can be solved and the stated effects can be obtained, the configuration obtained by deleting these constituent elements can be extracted as an invention.

Explanation of Signs

[0138] 1 … Driving support device 10 … Camera unit 11 … Stereo camera 11a … Main camera 11b … Sub camera 13 … Image recognition ECU 14 … Driving 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 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 S … Moving body G … Guardrail C … Curb

Claims

1. A driving environment recognition means for recognizing driving environment information outside the vehicle, A moving object detection means for detecting a moving object that moves with a speed component from outside the own vehicle's driving path toward the inside of the own vehicle's driving path based on the driving environment information, A collision determination means for determining the possibility of the own vehicle colliding with the moving object based on the moving information of the own vehicle and the moving information of the moving object, An emergency brake execution means for executing an emergency brake to avoid a collision with the moving object when a physical quantity indicating the relative relationship between the moving object determined to have a possibility of colliding with the own vehicle and the own vehicle becomes equal to or less than a preset threshold value, A canceling means for canceling the execution of the emergency brake when, even when the physical quantity becomes equal to or less than the threshold value, a structure that inhibits the entry of the moving object into the own vehicle's driving path exists on the traveling path of the moving object, Comprising, The canceling means does not cancel the execution of the emergency brake when a gap through which the moving object can pass is detected in the structure and the moving object is moving toward the gap. A vehicle driving support device characterized by the above.

2. The moving object is a bicycle, The canceling means cancels the execution of the emergency brake when a guardrail exists on the traveling path of the bicycle. The vehicle driving support device according to claim 1, characterized by this.

3. The moving object is a bicycle, The canceling means cancels the execution of the emergency brake when a curb having a height equal to or higher than a preset height exists on the traveling path of the bicycle. The vehicle driving support device according to claim 1, characterized by this.

4. The moving object is a pedestrian, The canceling means cancels the execution of the emergency brake when a guardrail having a height equal to or higher than a preset height exists on the traveling path of the pedestrian. The vehicle driving support device according to claim 1, characterized by this.

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