Vehicle control device

Abstract

To provide a vehicle control device capable of avoiding a collision with an obstacle by performing appropriate collision determination and appropriate drive assistance in consideration of a detection error with the obstacle.SOLUTION: A vehicle control device 100 comprises: a collision determination unit 3 that determines whether there is a risk of collision between an own vehicle and an obstacle; and a drive assistance control unit 4 that performs drive assistance for avoiding a collision. The collision determination unit 3 includes: a region setting unit 31 that sets an own vehicle region and an obstacle region; a position prediction unit 33 that predicts feature positions of the own vehicle region and the obstacle region; and an overlap determination unit 34 that determines that there is a risk of collision when the own vehicle region and the obstacle region overlap at the feature positions. The region setting unit 31 changes the size of the own vehicle region and / or the obstacle region from the size of the own vehicle and / or the obstacle on the basis of a movement speed of the obstacle and sets the own vehicle region and the obstacle region.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] The present invention relates to a vehicle control device, and more particularly to a vehicle control device for avoiding a collision with an obstacle around the vehicle or reducing damage at the time of a collision.

Background Art

[0002] Various techniques have been proposed for detecting obstacles (such as vehicles, motorcycles, bicycles, pedestrians, or structures) around the host vehicle using an external recognition device such as an in-vehicle camera or radar. Further, collision avoidance techniques have been developed using these techniques to avoid a collision with a detected obstacle or reduce damage at the time of a collision.

[0003] As this collision avoidance technique, there is Patent Document 1. In Patent Document 1, when it is determined that a collision between the host vehicle and a pedestrian is predicted within a first operation permission range having a predetermined width smaller than the estimated travel path of the host vehicle from the center of the host vehicle, and when it is determined that the current position of the pedestrian is located within a second operation permission range at a predetermined distance to the left and right with respect to the center of the estimated travel path of the host vehicle, a collision avoidance device that executes control to activate an automatic emergency brake is disclosed. The technique disclosed in Patent Document 1 uses the two operation permission ranges as described above to determine a collision with a pedestrian crossing in front of the host vehicle and decide whether to activate the automatic brake, thereby preventing an unnecessary automatic emergency brake.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] In the detection result of an obstacle around the host vehicle, a detection error in the position or moving speed of the obstacle may occur. When the detection target is an obstacle whose moving speed is faster than that of a pedestrian such as a vehicle, a two-wheeler, or a bicycle, the time taken to pass in front of the host vehicle becomes shorter. Therefore, if the detection error is large, there is a high possibility that the collision determination will be incorrect, the automatic emergency brake will not operate, or the timing of the automatic emergency brake will be significantly delayed, resulting in a situation where a collision with the obstacle cannot be avoided. In Patent Document 1, the detection error of an obstacle with a high moving speed is not considered, so the above problem may occur.

[0006] The present invention has been made in view of the above circumstances, and an object thereof is to provide a vehicle control device capable of performing appropriate collision determination and appropriate driving support in consideration of the detection error of an obstacle, and avoiding a collision with the obstacle.

Means for Solving the Problems

[0007] To solve the above problems, a vehicle control device according to the present invention includes an obstacle detection unit that detects an obstacle in front of the host vehicle in the traveling direction, a course estimation unit that estimates the course of the host vehicle, a collision determination unit that determines whether there is a possibility of collision between the host vehicle and the obstacle, and a driving support control unit that performs driving support for avoiding a collision with the obstacle on the host vehicle when it is determined that there is a possibility of collision. The collision determination unit includes a region setting unit that sets a host vehicle region where the host vehicle exists and an obstacle region where the obstacle exists, a position prediction unit that predicts future positions of the host vehicle region and the obstacle region based on the detection result of the obstacle detection unit and the estimation result of the course estimation unit, and a duplication determination unit that determines whether the host vehicle region and the obstacle region overlap at the future positions, and determines that there is a possibility of collision when the host vehicle region and the obstacle region overlap. The region setting unit sets the host vehicle region and the obstacle region by changing the sizes of the host vehicle region and / or the obstacle region from the sizes of the host vehicle and / or the obstacle based on the moving speed of the obstacle.

Effects of the Invention

[0008] According to the present invention, it is possible to provide a vehicle control device that can perform appropriate collision determination and appropriate driving support in consideration of detection errors of obstacles, and avoid collisions with obstacles. Problems, configurations, and effects other than those described above will be clarified by the following description of embodiments.

Brief Description of Drawings

[0009]

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Embodiments for Carrying Out the Invention

[0010] Hereinafter, embodiments of the present invention will be described with reference to the drawings. For components with the same reference numerals in each embodiment, unless otherwise specified, they have the same functions in each embodiment, and the description thereof will be omitted.

[0011] [Overall Configuration and Operation of Vehicle Control Device] FIG. 1 is a diagram for explaining the functional configuration of the vehicle control device 100 of the present embodiment.

[0012] The vehicle control device 100 is a computer that controls the host vehicle, and realizes various functions of the vehicle control device 100 by executing a program stored in a storage medium (not shown).

[0013] The vehicle control device 100 is connected to the brake device 113 of the host vehicle, the external recognition device 101, the sound generation device 111, and the display device 112 provided on the host vehicle. The vehicle control device 100 is connected to a transmission path such as an in-vehicle network (e.g., CAN) or a dedicated line of the host vehicle. Vehicle information such as the position, vehicle speed, steering angle, and shift position of the host vehicle is input to the vehicle control device 100 via the transmission path.

[0014] The external recognition device 101 is a device that recognizes the surrounding environment of the host vehicle and acquires information regarding the surrounding environment. In particular, the external recognition device 101 is a device that recognizes the surrounding environment in front of the traveling direction of the host vehicle and acquires information regarding the surrounding environment. The external recognition device 101 is constituted by, for example, an in-vehicle camera such as a monocular camera or a stereo camera that images the surrounding environment. The captured image of the external recognition device 101 is output to the vehicle control device 100 as analog data as it is, or after performing analog-to-digital conversion, via a transmission path such as a dedicated line. Further, in addition to the in-vehicle camera, the external recognition device 101 can be constituted by, for example, a radar that measures the distance to an obstacle using millimeter waves or laser light, a sonar that measures the distance to an obstacle using ultrasonic waves, and the like. The external recognition device 101 can output information such as the distance, direction, moving speed, and type of the detected obstacle to the vehicle control device 100 via a transmission path.

[0015] The sound generation device 111 is constituted by a speaker or the like. The sound generation device 111 emits a warning sound or voice guidance (hereinafter also referred to as "warning") indicating that there is a possibility of collision between the host vehicle and an obstacle, and notifies the occupant.

[0016] The display device 112 is constituted by a display such as a navigation device, a meter panel, a warning light, or the like. The display device 112 displays the operation screen of the vehicle control device 100 and also displays a warning screen or the like that visually conveys to the occupant that there is a possibility of collision between the host vehicle and an obstacle, and notifies the occupant.

[0017] The brake device 113 is constituted by an electric or hydraulic brake or the like that can control the braking force using an electric or hydraulic actuator or the like based on a braking command from the outside.

[0018] The vehicle control device 100 includes an obstacle detection unit 1, a route estimation unit 2, a collision determination unit 3, and a driving support control unit 4.

[0019] The obstacle detection unit 1 detects obstacles existing around the host vehicle based on the recognition result of the external recognition device 101. Specifically, the obstacle detection unit 1 performs an obstacle detection process of detecting information such as the type, position, shape, size, moving direction, and moving speed of obstacles existing around the host vehicle (hereinafter also referred to as "obstacle information") based on the imaging image data or distance measurement data of the surrounding environment of the host vehicle input from the external recognition device 101. Examples of the type of obstacles include vehicles, motorcycles, bicycles, or pedestrians. The type, position, shape, size, etc. of the obstacles can be detected using pattern matching, but other techniques may also be used.

[0020] The route estimation unit 2 performs a host vehicle route estimation process of estimating the future route of the host vehicle based on vehicle information such as the vehicle speed, steering angle, and shift position of the host vehicle input from the above transmission path connected to the vehicle control device 100.

[0021] The collision determination unit 3 performs a collision determination process of determining whether there is a possibility of collision between the host vehicle and an obstacle. In particular, the collision determination unit 3 performs a collision determination process of determining whether there is a possibility of collision between the host vehicle and an obstacle crossing in front of the traveling direction of the host vehicle.

[0022] The collision determination unit 3 compares the route of the host vehicle estimated by the route estimation unit 2 with the future position of the obstacle detected by the obstacle detection unit 1 to determine whether there is a possibility of collision between the host vehicle and the obstacle. The collision determination unit 3 performs collision determination using the host vehicle area and the obstacle area so that the collision determination is appropriately performed. The host vehicle area is the area where the host vehicle exists. The host vehicle area can be the area occupied by the host vehicle. The obstacle area is the area where the obstacle exists. The obstacle area can be the area occupied by the obstacle. The collision determination unit 3 virtually changes the sizes of the host vehicle area and / or the obstacle area to perform collision determination. The amount of enlargement and reduction of the sizes of the host vehicle area and the obstacle area is preset to be variable according to the moving speed of the obstacle, etc.

[0023] The collision determination unit 3 includes an area setting unit 31, a collision time calculation unit 32, a position prediction unit 33, and a duplication determination unit 34.

[0024] The area setting unit 31 performs area setting processing for setting the host vehicle area and the obstacle area. The area setting unit 31 sets the host vehicle area based on the vehicle information of the host vehicle input from the above transmission path and the travel route of the host vehicle estimated by the route estimation unit 2. The area setting unit 31 sets the obstacle area based on the obstacle information detected by the obstacle detection unit 1. For example, the area setting unit 31 may identify an obstacle crossing the travel route of the host vehicle from the obstacle information detected by the obstacle detection unit 1 and the travel route of the host vehicle estimated by the route estimation unit 2. The area setting unit 31 may set the obstacle area of the identified obstacle from the obstacle information detected by the obstacle detection unit 1.

[0025] During the area setting process, the area setting unit 31 virtually changes the sizes of the host vehicle area and / or the obstacle area from the sizes of the host vehicle and / or the obstacle based on the moving speed of the obstacle. Specifically, the area setting unit 31 changes the size (length) of the host vehicle area and / or the obstacle area in the crossing direction based on the moving speed of the obstacle in the direction crossing the travel route of the host vehicle from the size (length) of the host vehicle and / or the obstacle in the crossing direction. Then, the area setting unit 31 sets the changed host vehicle area and / or obstacle area.

[0026] At this time, the area setting unit 31 expands and sets the size of the host vehicle area and / or the obstacle area in the crossing direction as the moving speed of the obstacle in the direction crossing the travel route of the host vehicle is higher. The area setting unit 31 reduces and sets the size of the host vehicle area and / or the obstacle area in the crossing direction as the moving speed of the obstacle in the crossing direction is lower. Note that the direction crossing the travel route of the host vehicle may be the traveling direction of the obstacle when the obstacle crosses the travel route of the host vehicle, or may be the vehicle width direction of the host vehicle when the obstacle crosses the travel route of the host vehicle.

[0027] The collision time calculation unit 32 performs a collision time calculation process of calculating the collision time TTC (Time To Collision), which is the time required for the host vehicle to collide with an obstacle, based on the detection result of the obstacle detection unit 1 and the estimation result of the path estimation unit 2. For example, the collision time calculation unit 32 can estimate the path of the obstacle from the position, moving direction, and moving speed of the obstacle included in the obstacle information detected by the obstacle detection unit 1. The collision time calculation unit 32 estimates the position where the estimated path of the obstacle crosses the path of the host vehicle estimated by the path estimation unit 2 as the collision position of the host vehicle and the obstacle. The collision time calculation unit 32 divides the distance from the current position of the host vehicle to the collision position by the vehicle speed of the host vehicle. Thereby, the collision time calculation unit 32 can calculate the collision time TTC. The collision time calculation unit 32 may calculate the collision time TTC using other methods.

[0028] The position prediction unit 33 performs a position prediction process of predicting the future positions of the host vehicle area and the obstacle area based on the detection result of the obstacle detection unit 1 and the estimation result of the path estimation unit 2. Specifically, the position prediction unit 33 predicts the positions of the host vehicle area and the obstacle area when the collision time TTC, which is counted down over time, reaches zero. That is, the position prediction unit 33 predicts the positions of the host vehicle area and the obstacle area assuming that the host vehicle area and the obstacle area move at the current vehicle speed of the host vehicle and the moving speed of the obstacle, respectively, until the collision time TTC elapses.

[0029] Note that the position prediction unit 33 can predict the future position of the obstacle area from the position, moving direction, and moving speed of the obstacle included in the obstacle information detected by the obstacle detection unit 1. The position prediction unit 33 can predict the future position of the host vehicle area from the position, vehicle speed, and steering angle of the host vehicle included in the vehicle information of the host vehicle input from the above transmission path and the path of the host vehicle estimated by the path estimation unit 2.

[0030] The overlap determination unit 34 determines whether the own vehicle area and the obstacle area overlap at the future position predicted by the position prediction unit 33. When the own vehicle area and the obstacle area overlap, the overlap determination unit 34 determines that there is a possibility of the own vehicle colliding with the obstacle.

[0031] Specifically, the overlap determination unit 34 performs an overlap amount calculation process of calculating an overlap amount indicating the degree of overlap between the own vehicle area and the obstacle area at the positions of the own vehicle area and the obstacle area when the time to collision TTC becomes zero. The overlap amount is the size (length) of the overlapping portion of the own vehicle area and the obstacle area in the direction crossing the travel path of the own vehicle. Then, the overlap determination unit 34 determines whether the calculated overlap amount is zero. When the calculated overlap amount is zero, the overlap determination unit 34 determines that there is no possibility of the own vehicle colliding with the obstacle. When the calculated overlap amount is not zero, the overlap determination unit 34 determines that there is such a possibility of collision.

[0032] Furthermore, when the size of the own vehicle area and / or the obstacle area in the direction crossing the travel path of the own vehicle is changed for the obstacle, the overlap determination unit 34 calculates the overlap rate between the own vehicle area and the obstacle area in the changed area. The overlap rate is the ratio of the size (overlap amount) of the overlapping portion of the own vehicle area and the obstacle area in the direction crossing the area where the size has been changed to the size of the area where the size has been changed in the direction crossing. In particular, when the size of the own vehicle area and / or the obstacle area in the direction crossing is enlarged, the overlap determination unit 34 calculates the overlap rate in the enlarged area.

[0033] When the collision determination unit 3 determines that there is a possibility of the own vehicle colliding with an obstacle, the driving support control unit 4 performs a driving support control process of performing driving support for the own vehicle to avoid a collision with the obstacle.

[0034] The driving support control unit 4 includes a notification control unit 41 and a brake control unit 42.

[0035] The notification control unit 41 controls the notification of an alarm to the occupants of the host vehicle. When the collision determination unit 3 determines that there is a possibility of a collision, the notification control unit 41 performs a setting process for setting the notification timing of the alarm. At this time, the notification control unit 41 sets the notification timing of the alarm based on the moving speed of an obstacle in the direction crossing the traveling path of the host vehicle. Further, the notification control unit 41 sets the notification timing of the alarm based on the overlap rate calculated by the overlap determination unit 34.

[0036] The notification control unit 41 sets the notification timing of the alarm by setting a value (hereinafter also referred to as "alarm start TTC") that defines at what value of the collision time TTC that is counted down over time the alarm notification is to be started. The notification control unit 41 determines whether the set notification timing has arrived by determining whether the collision time TTC has fallen below the alarm start TTC. When the notification timing has arrived, the notification control unit 41 performs an alarm output process for causing the sound generation device 111 and the display device 112 to output an alarm.

[0037] The brake control unit 42 controls the operation of the automatic emergency brake of the host vehicle. When the collision determination unit 3 determines that there is a possibility of a collision, the brake control unit 42 performs a setting process for setting the operation timing of the automatic emergency brake. At this time, the brake control unit 42 sets the operation timing of the automatic emergency brake based on the moving speed of an obstacle in the direction crossing the traveling path of the host vehicle. Further, the brake control unit 42 sets the operation timing of the automatic emergency brake based on the overlap rate calculated by the overlap determination unit 34.

[0038] The brake control unit 42 sets the operation timing of the automatic emergency brake by setting a value (hereinafter also referred to as "brake operation start TTC") that defines at what value the collision time TTC, which is counted down over time, should be when starting the operation of the automatic emergency brake. The brake control unit 42 determines whether the set operation timing has arrived by determining whether the collision time TTC has fallen below the brake operation start TTC. When the operation timing arrives, the brake control unit 42 performs a brake control amount calculation process for calculating a brake control amount that generates a braking force capable of avoiding a collision with an obstacle. The brake control amount is, for example, the target brake pressure or the like, but as long as it is a control amount according to the configuration of the brake device 113, it does not have to be the target brake pressure. Thereafter, the brake control unit 42 performs a brake control amount output process of outputting the calculated brake control amount to the brake device 113 to operate the automatic emergency brake in the brake device 113.

[0039] Note that as described above, the area setting unit 31 included in the collision determination unit 3 can change and set the size of the host vehicle area and / or the obstacle area before the positions of the host vehicle area and the obstacle area when the collision time TTC becomes zero are predicted by the position prediction unit 33. However, when an obstacle is detected, the area setting unit 31 may set a host vehicle area and an obstacle area having the sizes of the host vehicle and the obstacle in the direction crossing the travel path of the host vehicle. Then, after the positions of the host vehicle area and the obstacle area when the collision time TTC becomes zero are predicted by the position prediction unit 33, the area setting unit 31 may change the size of the host vehicle area and / or the obstacle area in the crossing direction at the position and re-set the host vehicle area and / or the obstacle area.

[0040] Also, as described above, the position prediction unit 33 included in the collision determination unit 3 can predict the positions of the host vehicle area and the obstacle area when the time to collision TTC becomes zero as the future positions of the host vehicle area and the obstacle area. The overlap determination unit 34 can determine whether or not the host vehicle area and the obstacle area overlap at the positions of the host vehicle area and the obstacle area when the time to collision TTC becomes zero. Thereby, the vehicle control device 100 can determine the presence or absence of the possibility of the host vehicle colliding with an obstacle while suppressing the processing load related to the position prediction unit 33 and the overlap determination unit 34.

[0041] On the other hand, the position prediction unit 33 may predict the positions of the host vehicle area and the obstacle area not only at the positions of the host vehicle area and the obstacle area when the time to collision TTC becomes zero but also at a plurality of future points in time as the future positions of the host vehicle area and the obstacle area. Then, the overlap determination unit 34 may determine whether or not the host vehicle area and the obstacle area overlap each time at the plurality of positions predicted at the plurality of future points in time. Thereby, even if the moving direction and moving speed of the obstacle change moment by moment, the vehicle control device 100 can accurately determine the presence or absence of the possibility of the host vehicle colliding with the obstacle.

[0042] FIG. 2 is a flowchart of the processing performed by the vehicle control device 100 shown in FIG. 1.

[0043] In step S201, the vehicle control device 100 performs an external recognition result acquisition process of acquiring the recognition result of the surrounding environment of the host vehicle (hereinafter also referred to as "external recognition result") from the external recognition device 101. In particular, the vehicle control device 100 acquires the recognition result of an obstacle existing in front of the traveling direction of the host vehicle.

[0044] In step S202, the vehicle control device 100 performs a vehicle information acquisition process of acquiring vehicle information from the above transmission path connected to the vehicle control device 100.

[0045] In step S203, the vehicle control device 100 performs an obstacle detection process of detecting obstacle information based on the external recognition result acquired in step S201.

[0046] In step S204, the vehicle control device 100 performs a host vehicle path estimation process of estimating the future path of the host vehicle based on the vehicle information acquired in step S202.

[0047] In step S205, the vehicle control device 100 performs a collision determination process of determining whether there is a possibility of collision of the host vehicle with an obstacle. Details of the collision determination process will be described later with reference to FIG. 3.

[0048] In step S206, the vehicle control device 100 determines whether the determination result of the collision determination process in step S205 indicates that there is a possibility of collision. If the determination result of the collision determination process indicates that there is a possibility of collision, the vehicle control device 100 proceeds to step S207. If the determination result of the collision determination process does not indicate that there is a possibility of collision, the vehicle control device 100 ends this process shown in FIG. 2.

[0049] In step S207, the vehicle control device 100 performs a driving support control process of performing driving support for the host vehicle to avoid collision with an obstacle. Thereafter, the vehicle control device 100 ends this process shown in FIG. 2. Details of the driving support control process will be described later with reference to FIG. 4.

[0050] FIG. 3 is a flowchart of the collision determination process shown in step S205 of FIG. 2.

[0051] In step S301, the vehicle control device 100 performs an area setting process of setting a host vehicle area and an obstacle area. At this time, the vehicle control device 100 virtually changes the sizes of the host vehicle area and / or the obstacle area in the direction crossing the path of the host vehicle to set the host vehicle area and the obstacle area.

[0052] In step S302, the vehicle control device 100 performs a collision time calculation process of calculating a collision time TTC, which is the time required for the host vehicle to collide with an obstacle.

[0053] In step S303, the vehicle control device 100 performs a position prediction process of predicting, as the future positions of the host vehicle area and the obstacle area, the positions of the host vehicle area and the obstacle area when the time to collision TTC becomes zero.

[0054] In step S304, the vehicle control device 100 performs an overlapping amount calculation process of calculating an overlapping amount indicating the overlapping degree of the host vehicle area and the obstacle area at the position predicted in step S303.

[0055] In step S305, the vehicle control device 100 determines whether or not the overlapping amount calculated in step S304 is zero. When the overlapping amount is zero, the vehicle control device 100 proceeds to step S306. When the overlapping amount is not zero, the vehicle control device 100 proceeds to step S307.

[0056] In step S306, the vehicle control device 100 determines that there is no possibility of the host vehicle colliding with the obstacle. Then, the vehicle control device 100 ends this process shown in FIG. 3.

[0057] In step S307, the vehicle control device 100 determines that there is a possibility of the host vehicle colliding with the obstacle. Then, the vehicle control device 100 ends this process shown in FIG. 3.

[0058] FIG. 4 is a flowchart of the driving support control process shown in step S207 of FIG. 2.

[0059] In step S401, the vehicle control device 100 performs a setting process of setting the notification timing of an alarm. Specifically, the vehicle control device 100 sets an alarm start TTC.

[0060] In step S402, the vehicle control device 100 performs a setting process of setting the activation timing of the automatic emergency brake. Specifically, the vehicle control device 100 sets a brake activation start TTC.

[0061] In step S403, the vehicle control device 100 determines whether the notification timing of the warning has arrived. Specifically, the vehicle control device 100 determines whether the time to collision TTC is less than the warning start TTC set in step S401. If the time to collision TTC is less than the warning start TTC, the vehicle control device 100 determines that the notification timing of the warning has arrived and proceeds to step S404. If the time to collision TTC is not less than the warning start TTC, the vehicle control device 100 ends this process shown in FIG. 4.

[0062] In step S404, the vehicle control device 100 determines whether the activation timing of the automatic emergency brake has arrived. Specifically, the vehicle control device 100 determines whether the time to collision TTC is less than the brake activation start TTC set in step S402. If the time to collision TTC is less than the brake activation start TTC, the vehicle control device 100 determines that the activation timing of the automatic emergency brake has arrived and proceeds to step S405. If the time to collision TTC is not less than the brake activation start TTC, the vehicle control device 100 determines that the activation timing of the automatic emergency brake has not arrived and proceeds to step S407.

[0063] In step S405, the vehicle control device 100 performs a brake control amount calculation process for calculating a brake control amount that generates a braking force capable of avoiding a collision with an obstacle.

[0064] In step S406, the vehicle control device 100 performs a brake control amount output process of outputting the brake control amount calculated in step S405 to the brake device 113 to activate the automatic emergency brake in the brake device 113. If it is impossible to avoid a collision with an obstacle, the vehicle control device 100 outputs a predetermined maximum brake control amount to the brake device 113.

[0065] In step S407, the vehicle control device 100 performs an alarm output process for causing the sound generating device 111 and the display device 112 to output an alarm. Thereafter, the vehicle control device 100 ends this process shown in FIG. 4.

[0066] By performing the processes shown in FIGS. 2 to 4 above, even if the moving speed of an obstacle crossing in front of the traveling direction of the host vehicle is high and there is a detection error in the position or moving speed of the obstacle in the detection result of the obstacle, the vehicle control device 100 can perform an appropriate collision determination considering the detection error. Therefore, when there is a possibility of the host vehicle colliding with an obstacle, the vehicle control device 100 can reduce the frequency with which the alarm notification or the operation of the automatic emergency brake is not performed or delayed. Thus, the vehicle control device 100 can perform an appropriate collision determination and appropriate driving support considering the detection error of the obstacle, and avoid a collision with the obstacle.

[0067] In the process shown in FIG. 3 above, based on the moving speed of the obstacle in the direction crossing the traveling path of the host vehicle, the area setting unit 31 changes the sizes of the host vehicle area and / or the obstacle area in the crossing direction from the sizes of the host vehicle and / or the obstacle in the crossing direction, and sets the host vehicle area and the obstacle area. Thereby, since it becomes easy for the host vehicle area and the obstacle area to overlap in the vehicle control device 100, it becomes easy to determine that there is a possibility of the host vehicle colliding with the obstacle. Therefore, the vehicle control device 100 can further reduce the frequency with which the alarm notification or the operation of the automatic emergency brake is not performed or delayed. Thus, the vehicle control device 100 can perform an appropriate collision determination and appropriate driving support considering the detection error of the obstacle 600, and more surely avoid a collision with the obstacle 600.

[0068] [Specific Example of Collision Determination Process] FIG. 5(a) is a diagram for explaining a specific example of the collision determination process. FIG. 5(b) is a diagram showing the future position 620 of the obstacle 600 predicted when a detection error occurs in the detection result of the obstacle 600 in the situation shown in FIG. 5(a).

[0069] FIG. 5(a) and FIG. 5(b) assume a situation where an obstacle 600 exists in front of the traveling direction of the host vehicle 500 moving straight, and the obstacle 600 is about to cross the path of the host vehicle 500 from a direction perpendicular to the traveling direction of the host vehicle 500. The left diagram of FIG. 5(a) shows the positional relationship between the host vehicle 500 and the obstacle 600, and shows how the obstacle 600 crosses the path of the host vehicle 500 at position A. The right diagram of FIG. 5(a) shows the positional relationship between the two after T seconds (the collision time TTC = T seconds) from the right diagram of FIG. 5(a), and shows a state where the two have collided. In the situation shown in FIG. 5(a), the vehicle control device 100 can avoid a collision with the obstacle 600 by notifying the occupant of the host vehicle 500 of an alarm at an appropriate timing and activating the automatic emergency brake at an appropriate timing.

[0070] FIG. 5(b) shows the same situation as the left diagram of FIG. 5(a). There is a detection error in the position or moving speed in the detection result of the obstacle 600. When predicting the future position of the obstacle 600 after T seconds using the position or moving speed including the detection error, the obstacle 600 is predicted to move to the future position 620. Actually, as shown in the right diagram of FIG. 5(a), the obstacle 600 will collide with the front part of the host vehicle 500 after T seconds, but as shown in FIG. 5(b), the obstacle 600 is predicted to move to the future position 620 that has passed through the front part of the host vehicle 500. Then, it is determined that there is no possibility of collision between the host vehicle 500 and the obstacle 600, and the alarm may not be notified or the automatic emergency brake may not be activated.

[0071] Therefore, the vehicle control device 100 performs the above-described region setting process in order to appropriately determine the collision between the host vehicle 500 and the obstacle 600 and to notify the alarm or activate the automatic emergency brake at an appropriate timing.

[0072] FIG. 6(a) is a diagram for explaining a region setting process of expanding the obstacle region 610 by region extension. FIG. 6(b) is a diagram for explaining a region setting process of expanding the obstacle region 610 by region addition.

[0073] Figures 6(a) and 6(b) show the same situation as in Fig. 5(b). The area setting unit 31 performs an area setting process of expanding the obstacle area 610 at the future position 620 after T seconds in order to appropriately determine the collision between the host vehicle 500 and the obstacle 600. In the example of Fig. 6(a), when the size of the obstacle 600 (the obstacle area 610 before expansion) in the direction crossing the travel route of the host vehicle 500 is L, the area setting unit 31 extends the size of the obstacle area 610 in the crossing direction to Le at the future position 620 after T seconds. That is, in the example of Fig. 6(a), the area setting unit 31 expands the size of the obstacle area 610 in the crossing direction by extending the obstacle area 610 itself in the crossing direction. On the other hand, in the example of Fig. 6(b), the area setting unit 31 expands the size of the obstacle area 610 in the crossing direction by adding small areas 611 and 612 before and after the obstacle area 610 before expansion at the future position 620 after T seconds. In Fig. 6(b), Lef indicates the size of the small area 611 in the crossing direction. Ler indicates the size of the small area 612 in the crossing direction.

[0074] By performing the area setting process shown in Figs. 6(a) and 6(b), at the future position 620 after T seconds, the side part of the expanded obstacle area 610 overlaps with the front part (size W) of the host vehicle area 510. Thereby, the vehicle control device 100 can determine that there is a possibility of the host vehicle 500 colliding with the obstacle 600.

[0075] Fig. 7(a) is a graph for explaining the amount of expansion and contraction of the size of the obstacle area 610 set in the area setting process shown in Fig. 6(a). Fig. 7(b) is a graph for explaining the amount of expansion and contraction of the size of the obstacle area 610 set in the area setting process shown in Fig. 6(b).

[0076] In FIGS. 7(a) and 7(b), based on the moving speed of the obstacle 600 in the direction crossing the path of the host vehicle 500 (hereinafter also referred to as the "crossing speed of the obstacle 600"), the amount of expansion and contraction of the size of the obstacle area 610 in the crossing direction is set. The amount of expansion and contraction of the obstacle area 610 shown in FIG. 7(a) indicates the amount by which the size of the obstacle area 610 in the crossing direction is extended or shortened. The amount of expansion and contraction of the obstacle area 610 shown in FIG. 7(b) indicates the size of the small area 611 added or deleted on the front side of the obstacle area 610 before the change and the size of the small area 612 added or deleted on the rear side of the obstacle area 610 before the change.

[0077] The higher the crossing speed of the obstacle 600, the shorter the time for the obstacle 600 to pass in front of the host vehicle 500, and the more likely the detection error of the position or moving speed of the obstacle 600 is to increase. In FIGS. 7(a) and 7(b), the higher the crossing speed of the obstacle 600, the larger the amount of expansion of the size of the obstacle area 610 in the crossing direction. That is, the area setting unit 31 sets the size of the obstacle area 610 in the crossing direction to be larger as the crossing speed of the obstacle 600 is higher. Thereby, the vehicle control device 100 is more likely to determine that there is a possibility of collision between the host vehicle 500 and the obstacle 600 because the host vehicle area 510 and the obstacle area 610 are likely to overlap. Therefore, the vehicle control device 100 can further reduce the frequency of the warning not being notified or the automatic emergency brake not being activated or being delayed. Thus, the vehicle control device 100 can perform appropriate collision determination and appropriate driving support considering the detection error of the obstacle 600, and more reliably avoid a collision with the obstacle 600.

[0078] On the other hand, the lower the crossing speed of the obstacle 600, the smaller the detection error of the position or moving speed of the obstacle 600, and it is easier to set the accurate obstacle area 610. In FIGS. 7(a) and 7(b), the lower the crossing speed of the obstacle 600, the smaller the enlarged amount of the size of the obstacle area 610 in the crossing direction. That is, the area setting unit 31 sets the size of the obstacle area 610 in the crossing direction to be smaller as the crossing speed of the obstacle 600 is lower. Thereby, the vehicle control device 100 can accurately determine the possibility of collision of the host vehicle 500 with the obstacle 600 without overly enlarging the sizes of the host vehicle area 510 and the obstacle area 610 in the crossing direction. Therefore, the vehicle control device 100 can reduce the frequency at which warnings are issued or automatic emergency brakes are activated excessively. Thus, the vehicle control device 100 can perform appropriate collision determination and appropriate driving support in consideration of the detection error of the obstacle 600 to avoid collision with the obstacle 600.

[0079] FIG. 8(a) is a diagram for explaining an area setting process of expanding the host vehicle area 510 by area extension. FIG. 8(b) is a diagram for explaining an area setting process of expanding the host vehicle area 510 by area addition.

[0080] FIGS. 8(a) and 8(b) show the same situation as FIG. 5(b). The area setting unit 31 performs an area setting process of expanding the host vehicle area 510 at the future position 620 after T seconds in order to make an appropriate collision determination between the host vehicle 500 and the obstacle 600. In the example of FIG. 8(a), when the size of the host vehicle 500 (the host vehicle area 510 before expansion) in the direction crossing the travel path of the host vehicle 500 is W, the area setting unit 31 extends the size of the host vehicle area 510 in the crossing direction to We at the future position 620 after T seconds. On the other hand, in the example of FIG. 8(b), the area setting unit 31 expands the size of the host vehicle area 510 in the crossing direction by adding small areas 511 and 512 to the left and right of the host vehicle area 510 before expansion at the future position 620 after T seconds. In FIG. 8(b), Wer indicates the size of the small area 511 in the crossing direction. Wef indicates the size of the small area 512 in the crossing direction.

[0081] Note that the area setting unit 31 may set, as the host vehicle area 510, not the area occupied by the entire host vehicle 500, but only the area occupied by a portion such as the front bumper portion of the host vehicle 500 that is likely to collide with the obstacle 600. Similarly, the area setting unit 31 may set, as the obstacle area 610, not the area occupied by the entire obstacle 600, but only the area occupied by a portion such as the side portion of the obstacle 600 that is likely to collide with the host vehicle 500.

[0082] By performing the area setting process shown in FIGS. 8(a) and 8(b), at the future position 620 after T seconds, the front portion of the enlarged host vehicle area 510 overlaps with the side portion (size L) of the obstacle area 610. Thereby, the vehicle control device 100 can determine that there is a possibility of the host vehicle 500 colliding with the obstacle 600.

[0083] FIG. 9(a) is a graph for explaining the amount of enlargement / reduction of the size of the host vehicle area 510 set in the area setting process shown in FIG. 8(a). FIG. 9(b) is a graph for explaining the amount of enlargement / reduction of the size of the host vehicle area 510 set in the area setting process shown in FIG. 8(b).

[0084] In FIGS. 9(a) and 9(b), it is shown that the amount of enlargement / reduction of the size of the host vehicle area 510 in the crossing direction is set based on the crossing speed of the obstacle 600. The amount of enlargement / reduction of the host vehicle area 510 shown in FIG. 9(a) indicates the amount by which the size of the host vehicle area 510 in the crossing direction is extended or shortened. The amount of enlargement / reduction of the host vehicle area 510 shown in FIG. 9(b) indicates the size of the small area 511 added or deleted on the left side of the host vehicle area 510 before the change and the size of the small area 512 added or deleted on the right side of the host vehicle area 510 before the change.

[0085] Also in FIGS. 9(a) and 9(b), similar to FIGS. 7(a) and 7(b), the area setting unit 31 sets the size of the host vehicle area 510 in the crossing direction to be larger as the crossing speed of the obstacle 600 is higher. The area setting unit 31 sets the size of the host vehicle area 510 in the crossing direction to be smaller as the crossing speed of the obstacle 600 is lower. The vehicle control device 100 can perform appropriate collision determination and appropriate driving support considering the detection error of the obstacle 600 to avoid a collision with the obstacle 600.

[0086] Here, it is desirable that the amount of expansion and contraction of the size of the host vehicle area and / or the obstacle area, as shown in FIGS. 7(a) and 7(b) and FIGS. 9(a) and 9(b), be set based on the characteristics of the external recognition device 101. As characteristics of the external recognition device 101, for example, there are characteristics related to recognition error. The recognition error of the external recognition device 101 tends to vary depending on the position within the recognizable range of the external recognition device 101. For example, the recognizable range of the external recognition device 101 provided on the host vehicle can be expressed as a fan-shaped angular range that spreads to both sides in the left-right direction with the optical axis of the external recognition device 101 as zero degrees when viewed from above the host vehicle. The external recognition device 101 has a tendency for the recognition error to increase, such as recognizing the size of an obstacle as larger than the true value at a position farther from the optical axis to the left and right within the angular range. The larger the recognition error of the external recognition device 101, the larger the detection error of the obstacle by the obstacle detection unit 1. Therefore, for example, in this case, the area setting unit 31 may set the amount of expansion and contraction of the size of the host vehicle area and / or the obstacle area to be more conservative (set the absolute value of the amount of expansion and contraction to be smaller) at a position where the recognition error of the external recognition device 101 is large than at a position where the recognition error is small.

[0087] In this way, based on the characteristics related to the recognition error of the external recognition device 101, the area setting unit 31 can change the size of the host vehicle area and / or the obstacle area. As a result, the vehicle control device 100 can set the size of the host vehicle area and / or the obstacle area to an appropriate size, and can accurately determine the possibility of the host vehicle colliding with an obstacle. The vehicle control device 100 can perform appropriate collision determination and appropriate driving support considering the detection error of the obstacle, and can avoid a collision with the obstacle.

[0088] Also, it is desirable that the amount of expansion and contraction of the size of the host vehicle area and / or the obstacle area be set based on the type of the obstacle. For example, when comparing the types of obstacles such as a vehicle and a pedestrian, a pedestrian is more likely to make a sudden change in direction or a sudden change in speed. Therefore, when the type of the obstacle is a pedestrian, the detection error of the obstacle tends to be larger than when it is a vehicle. Thus, for example, it is conceivable that the area setting unit 31 sets the amount of expansion and contraction of the size of the host vehicle area and / or the obstacle area to be more conservative (set the absolute value of the amount of expansion and contraction to be smaller) when the type of the obstacle is a pedestrian than when it is a vehicle.

[0089] In this way, based on the type of the obstacle, the area setting unit 31 can change the size of the host vehicle area and / or the obstacle area. As a result, the vehicle control device 100 can set the size of the host vehicle area and / or the obstacle area to an appropriate size, and can accurately determine the possibility of the host vehicle colliding with an obstacle. The vehicle control device 100 can perform appropriate collision determination and appropriate driving support considering the detection error of the obstacle, and can avoid a collision with the obstacle.

[0090] [Specific Example of Driving Support Control Process] FIG. 10(a) is a diagram for explaining the setting process of the warning notification timing. FIG. 10(b) is a diagram for explaining the setting process of the activation timing of the automatic emergency brake.

[0091] As described above, the vehicle control device 100 makes it easier to determine that there is a possibility of the host vehicle colliding with an obstacle by expanding and setting the size of the host vehicle area and / or the obstacle area in the direction crossing the travel path of the host vehicle. However, there is a possibility that the determination of the possibility of collision may be overly made even in a situation where the possibility of collision should not originally be determined. In this case, there is a possibility that the warning notification or the operation of the automatic emergency brake may be overly performed. Therefore, the vehicle control device 100 can reduce the frequency of the warning notification or the operation of the automatic emergency brake being overly performed by the method shown in FIGS. 10(a) and 10(b).

[0092] Specifically, the notification control unit 41 sets the warning start TTC set in the process of setting the warning notification timing based on the crossing speed of the obstacle as shown in FIG. 10(a). In FIG. 10(a), the higher the crossing speed of the obstacle, the smaller the warning start TTC. That is, the notification control unit 41 sets the warning notification timing so that the warning is notified at a timing (a late timing) when the time until collision is short as the crossing speed of the obstacle is higher. In other words, the notification control unit 41 waits until the last minute timing before collision and performs the warning notification as the crossing speed of the obstacle is higher. Thereby, even if the vehicle control device 100 expands and sets the size of the host vehicle area and / or the obstacle area and makes it easier to determine that there is a possibility of the host vehicle colliding with an obstacle, the frequency of the warning notification being overly performed can be reduced. The vehicle control device 100 can perform appropriate collision determination and appropriate driving support in consideration of the detection error of the obstacle to avoid a collision with the obstacle.

[0093] Similarly, the brake control unit 42 sets the brake operation start TTC, which is set in the process of setting the operation timing of the automatic emergency brake, based on the crossing speed of the obstacle as shown in FIG. 10(b). In FIG. 10(b), the higher the crossing speed of the obstacle, the smaller the brake operation start TTC. That is, the brake control unit 42 sets the operation timing of the automatic emergency brake so that the automatic emergency brake operates at a timing when the time until collision is short as the crossing speed of the obstacle is higher. In other words, the brake control unit 42 waits until the very last moment before collision and operates the automatic emergency brake as the crossing speed of the obstacle is higher. Thereby, even if the vehicle control device 100 expands and sets the size of the host vehicle area and / or the obstacle area and it becomes easier to determine that there is a possibility of the host vehicle colliding with the obstacle, the frequency of excessive operation of the automatic emergency brake can be reduced. The vehicle control device 100 can perform appropriate collision determination and appropriate driving support in consideration of the detection error of the obstacle and avoid collision with the obstacle.

[0094] FIG. 11(a) is a diagram for explaining another example of the setting process shown in FIG. 10(a). FIG. 11(b) is a diagram for explaining another example of the setting process shown in FIG. 10(b).

[0095] As described above, when the size of the host vehicle area and / or the obstacle area is expanded, the overlap determination unit 34 calculates the overlap rate of the host vehicle area and the obstacle area in the expanded area. When it is determined that the host vehicle area and the obstacle area overlap in the area where the size of the host vehicle area and / or the obstacle area is expanded, if the detection error of the obstacle is large, the reliability of the determination result decreases, and there is also a possibility that the determination result is a false determination. And the smaller the overlap rate in the expanded area, the lower the reliability of the determination result. In this case, there is a possibility that it is determined that there is a possibility of collision excessively even in a situation where it should not be determined that there is a possibility of collision originally. There is a possibility that the warning is notified or the automatic emergency brake is operated excessively.

[0096] The notification control unit 41 can set the warning start TTC set in the process of setting the warning notification timing based on the overlapping rate in the enlarged area as shown in Fig. 11(a). In Fig. 11(a), the smaller the overlapping rate in the enlarged area, the smaller the warning start TTC. That is, the notification control unit 41 sets the warning notification timing so that the warning is notified at a timing when the time until collision is short as the overlapping rate in the enlarged area becomes smaller. In other words, the notification control unit 41 waits until the last minute timing before collision and performs the warning notification as the overlapping rate in the enlarged area becomes smaller. Thereby, even if the vehicle control device 100 expands and sets the size of the own vehicle area and / or the obstacle area and it becomes easier to determine that there is a possibility of collision of the own vehicle with an obstacle, the frequency of excessive warning notification can be reduced. The vehicle control device 100 can perform appropriate collision determination and appropriate driving support in consideration of the detection error of the obstacle and avoid collision with the obstacle.

[0097] Similarly, the brake control unit 42 sets the brake operation start TTC set in the process of setting the operation timing of the automatic emergency brake based on the overlapping rate in the enlarged area as shown in Fig. 11(b). In Fig. 11(b), the smaller the overlapping rate in the enlarged area, the smaller the brake operation start TTC. That is, the brake control unit 42 sets the operation timing of the automatic emergency brake so that the automatic emergency brake operates at a timing when the time until collision is short as the overlapping rate in the enlarged area becomes smaller. In other words, the brake control unit 42 waits until the last minute timing before collision and operates the automatic emergency brake as the overlapping rate in the enlarged area becomes smaller. Thereby, even if the vehicle control device 100 expands and sets the size of the own vehicle area and / or the obstacle area and it becomes easier to determine that there is a possibility of collision of the own vehicle with an obstacle, the frequency of excessive operation of the automatic emergency brake can be reduced. The vehicle control device 100 can perform appropriate collision determination and appropriate driving support in consideration of the detection error of the obstacle and avoid collision with the obstacle.

[0098] FIG. 12 is a diagram for explaining another example of the vehicle control device 100 shown in FIG. 1.

[0099] The vehicle control device 100 shown in FIG. 12 further includes a behavior determination unit 5 that determines the stability of the driving behavior of the host vehicle. The behavior determination unit 5 can determine that the lower the stability of the driving behavior is, the greater the variation width of the steering angle or the yaw angle of the host vehicle included in the vehicle information of the host vehicle input from the transmission path connected to the vehicle control device 100.

[0100] When the stability is high, the reliability of the estimation result of the route estimation unit 2 is high, and the detection error of the obstacle is also small. Therefore, the reliability of the result of determining the presence or absence of overlap between the host vehicle area and the obstacle area using the enlarged area can be high. On the other hand, when the stability is low, the reliability of the estimation result of the route estimation unit 2 is low, and the detection error of the obstacle is also large. Therefore, the reliability of the result of determining the presence or absence of overlap between the host vehicle area and the obstacle area using the enlarged area can be low. Therefore, when the stability is low, there is a possibility that even in a situation where it should not be determined that there is a possibility of collision, it may be determined that there is a possibility of collision excessively. There is a possibility that the warning notification or the operation of the automatic emergency brake may be performed excessively.

[0101] Therefore, when the size of the host vehicle area and / or the obstacle area is enlarged and the stability is lower than the threshold value, the overlap determination unit 34 invalidates the enlarged area and determines whether the host vehicle area and the obstacle area overlap. Thereby, the overlap determination unit 34 can accurately determine the possibility of the host vehicle colliding with the obstacle, and can reduce the frequency of excessive warning notification or automatic emergency brake operation. The vehicle control device 100 can perform appropriate collision determination and appropriate driving support in consideration of the detection error of the obstacle, and avoid a collision with the obstacle.

[0102] [Others] Note that the present invention is not limited to the above-described embodiments, and various modifications are included. For example, the above embodiments have been described in detail for easy understanding of the present invention, and are not necessarily limited to those having all the configurations described. Also, part of the configuration of one embodiment can be replaced with the configuration of another embodiment, and the configuration of another embodiment can be added to the configuration of one embodiment. Further, for part of the configuration of each embodiment, addition, deletion, or replacement with other configurations is possible.

[0103] In addition, each of the above configurations, functions, processing units, processing means, etc. may be realized by hardware, for example, by designing part or all of them in an integrated circuit. Also, each of the above configurations, functions, etc. may be realized by software by a processor interpreting and executing a program for realizing each function. Information such as a program, tape, file, etc. for realizing each function can be placed in a memory, a recording device such as a hard disk, SSD (solid state drive), or a recording medium such as an IC card, SD card, DVD.

[0104] Also, control lines and information lines show those considered necessary for explanation, and not necessarily all control lines and information lines are shown on the product. In reality, it may be considered that almost all configurations are interconnected.

Explanation of Reference Numerals

[0105] 1... Obstacle detection unit, 2... Route estimation unit, 3... Collision determination unit, 31... Region setting unit, 32... Collision time calculation unit, 33... Position prediction unit, 34... Duplication determination unit, 4... Driving support control unit, 41... Notification control unit, 42... Brake control unit, 5... Behavior determination unit, 100... Vehicle control device, 101... External recognition device, 500... Own vehicle, 510... Own vehicle region, 600... Obstacle, 610... Obstacle region, 620... Future position

Claims

1. An obstacle detection unit that detects an obstacle in front of the traveling direction of the host vehicle based on the recognition result of an external recognition device that recognizes the surrounding environment of the host vehicle, a course estimation unit that estimates the course of the host vehicle, a collision determination unit that determines whether there is a possibility of collision of the host vehicle with the obstacle, and a driving support control unit that performs driving support for avoiding collision with the obstacle on the host vehicle when it is determined that there is a possibility of collision. The collision determination unit includes a region setting unit that sets a host vehicle region where the host vehicle is present and an obstacle region where the obstacle is present, a position prediction unit that predicts the future positions of the host vehicle region and the obstacle region based on the detection result of the obstacle detection unit and the estimation result of the course estimation unit, and a duplication determination unit that determines whether the host vehicle region and the obstacle region overlap at the future position, and determines that there is a possibility of collision when the host vehicle region and the obstacle region overlap. The region setting unit sets the host vehicle region and the obstacle region by changing the sizes of the host vehicle region and / or the obstacle region from the sizes of the host vehicle and / or the obstacle based on characteristics related to the moving speed of the obstacle and the recognition error of the external recognition device. A vehicle control device characterized by the above.

2. The region setting unit sets the host vehicle region and the obstacle region based on the distance between the recognition angle range, which is an angle range represented with respect to the optical axis of the external recognition device and includes the obstacle, and the optical axis. The vehicle control device according to claim 1, characterized by the above.

3. The region setting unit sets the host vehicle region and the obstacle region by changing the sizes of the host vehicle region and / or the obstacle region in the direction crossing the course of the host vehicle from the sizes of the host vehicle and / or the obstacle in the direction crossing the course of the host vehicle based on the moving speed of the obstacle in the direction crossing the course of the host vehicle. The vehicle control device according to claim 1, characterized by the above.

4. The region setting unit sets the sizes of the host vehicle region and / or the obstacle region to be larger as the moving speed of the obstacle is higher. The vehicle control device according to claim 1, characterized by the above.

5. The region setting unit sets the sizes of the host vehicle region and / or the obstacle region to be smaller as the moving speed of the obstacle is lower. The vehicle control device according to claim 4, characterized by the above.

6. The obstacle detection unit detects the type of the obstacle, and the area setting unit changes the size of the host vehicle area and / or the obstacle area based on the type of the obstacle. The vehicle control device according to claim 1, characterized in that.

7. The driving support control unit includes a brake control unit that controls the operation of the automatic emergency brake of the host vehicle, and the brake control unit sets the operation timing of the automatic emergency brake based on the moving speed of the obstacle. The vehicle control device according to claim 1, characterized in that.

8. The driving support control unit includes a notification control unit that controls the notification of an alarm to the occupant of the host vehicle, and the notification control unit sets the notification timing of the alarm based on the moving speed of the obstacle. The vehicle control device according to claim 1, characterized in that.

9. The driving support control unit includes a brake control unit that controls the operation of the automatic emergency brake of the host vehicle, and when the size of the host vehicle area and / or the obstacle area is enlarged, the overlap determination unit calculates the overlap rate of the host vehicle area and the obstacle area in the enlarged area, and the brake control unit sets the operation timing of the automatic emergency brake based on the overlap rate. The vehicle control device according to claim 1, characterized in that.

10. The driving support control unit includes a notification control unit that controls the notification of an alarm to the occupant of the host vehicle, and when the size of the host vehicle area and / or the obstacle area is enlarged, the overlap determination unit calculates the overlap rate of the host vehicle area and the obstacle area in the enlarged area, and the notification control unit sets the notification timing of the alarm based on the overlap rate. The vehicle control device according to claim 1, characterized in that.

11. An obstacle detection unit that detects an obstacle in front of the traveling direction of the host vehicle, a course estimation unit that estimates the course of the host vehicle, a collision determination unit that determines the presence or absence of a possibility of collision of the host vehicle with the obstacle, a driving support control unit that performs driving support for the host vehicle to avoid a collision with the obstacle when it is determined that there is a possibility of collision, and a behavior determination unit that determines the stability of the driving behavior of the host vehicle, wherein the collision determination unit includes an area setting unit that sets a host vehicle area where the host vehicle exists and an obstacle area where the obstacle exists. A position prediction unit that predicts future positions of the host vehicle area and the obstacle area based on the detection result of the obstacle detection unit and the estimation result of the route estimation unit; A duplication determination unit that determines whether or not the host vehicle area and the obstacle area overlap at the future position, and determines that there is a possibility of collision if the host vehicle area and the obstacle area overlap. The area setting unit changes the sizes of the host vehicle area and / or the obstacle area from the sizes of the host vehicle and / or the obstacle based on the moving speed of the obstacle, and sets the host vehicle area and the obstacle area. When the size of the host vehicle area and / or the obstacle area is enlarged and the stability is lower than a threshold value, the duplication determination unit invalidates the enlarged area and determines whether or not the host vehicle area and the obstacle area overlap. A vehicle control device characterized by the above.

Images