Driving assistance devices

Abstract

To provide a drive support device capable of avoiding contact with a light vehicle such as a cycle, when passing a forward obstruction.SOLUTION: A drive support device 1 comprises: an external recognizing unit 20 acquiring forward travel environment information; a steering control unit 31; a brake control unit 32; and a drive control unit 25 for controlling the steering control unit 31 and the brake control unit 32, on the basis of the forward travel environment information by the external recognizing unit 20. The drive control unit 25 detects an obstruction in a front side of a travel path, from the travel environment information, according to presence / absence of a light vehicle, sets a target travel route for avoiding an obstruction, and controls the steering control unit 31 and the brake control unit 32.SELECTED DRAWING: Figure 1

Description

[Technical Field]

[0001] The present invention relates to a driving control when a driving assistance device detects an obstacle and a light vehicle ahead of a vehicle. [Background technology]

[0002] In recent years, driving assistance systems have become known that are equipped with autonomous sensors that detect the driving environment ahead of the vehicle, recognize preceding vehicles and various obstacles, and measure the distance between the vehicle and the objects. Examples of such autonomous sensors include a stereo camera device using a pair of left and right stereo cameras and various radar devices.

[0003] Such a vehicle driving assistance device is described, for example, in Patent Document 1, which discloses a technology for performing optimal follow-up driving control when a vehicle such as a motorcycle is set as a follow-up target, even in situations where the follow-up vehicle overtakes the preceding vehicle. [Prior art documents] [Patent documents]

[0004] [Patent Document 1] Japanese Patent Application Laid-Open No. 2004-265238 Summary of the Invention [Problem to be solved by the invention]

[0005] However, driving assistance systems do not target light vehicles such as bicycles. Furthermore, many bicycles and other vehicles do not have rearview mirrors, which often leads to drivers neglecting to check behind them. Furthermore, light vehicles such as bicycles do not have turn signals, making it difficult to predict their behavior.

[0006] Therefore, when driving assistance devices are trying to avoid an obstacle ahead of their vehicle, they have difficulty predicting the behavior of light vehicles, such as bicycles, when drivers swerve toward the center of the lane without checking for vehicles behind them.

[0007] In view of the above circumstances, the present invention has an object to provide a driving assistance device that avoids contact with a light vehicle such as a bicycle when overtaking an obstacle ahead. [Means for solving the problem]

[0008] A driving assistance device according to one aspect of the present invention includes an external recognition device that acquires driving environment information ahead of a host vehicle, a steering control device that drives and controls a steering mechanism, a braking control device that drives and controls a braking mechanism that brakes each wheel, and a driving control unit that controls the steering control device and the braking control device based on the driving environment information ahead from the external recognition device, wherein the driving control unit, when detecting an obstacle ahead on a driving path from the driving environment information, sets a target driving route that avoids the obstacle, and further, when detecting a light vehicle traveling in the same direction as the host vehicle, calculates a first arrival time until the host vehicle reaches the obstacle and a second arrival time until the light vehicle reaches the obstacle, and when the first arrival time is equal to the second arrival time, sets a second margin time within which the light vehicle will begin to take action to avoid a collision with the obstacle. Addition a first margin time for the host vehicle to overtake the light vehicle within the first arrival time, Addition If the determined time is longer than the second arrival time, the steering control device and the braking control device are controlled so that the host vehicle decelerates to a vehicle speed at which the host vehicle will not overtake the light vehicle and travels along the target travel route, and the first arrival time is set to the second arrival time and the second margin time is set to the Addition and the first arrival time is less than the first margin time. Addition If the determined time is equal to or shorter than the second arrival time, the steering control device and the braking control device are controlled so that the host vehicle travels along the target travel route without decelerating. A driving assistance device according to one aspect of the present invention includes an external recognition device that acquires driving environment information ahead of a host vehicle, a steering control device that drives and controls a steering mechanism, a braking control device that drives and controls a braking mechanism that brakes each wheel, and a driving control unit that controls the steering control device and the braking control device based on the driving environment information ahead from the external recognition device, wherein the driving control unit, when detecting an obstacle ahead on a driving path from the driving environment information, sets a target driving route that avoids the obstacle, and further, when detecting a light vehicle traveling opposite to the host vehicle, calculates a first arrival time until the host vehicle reaches the obstacle and an elapsed time until the light vehicle passes the obstacle, and multiplies the first arrival time by the elapsed time and a fourth margin time after the light vehicle passes the obstacle. Addition a third margin time for the host vehicle to pass the obstacle within the first arrival time, Addition If the determined time is equal to or less than the elapsed time, the steering control device and the braking control device are controlled so that the vehicle travels along the target travel route while slowly moving at a predetermined speed until the light vehicle passes the obstacle or the vehicle, and the first arrival time is set to the elapsed time plus the fourth margin time. Addition and the third margin time is added to the first arrival time. Addition If the determined time is greater than the elapsed time, the steering control device and the braking control device are controlled so that the host vehicle travels along the target travel route without slowing down. [Effects of the Invention]

[0009] According to the present invention, it is possible to provide a driving assistance device that avoids contact with a light vehicle such as a bicycle when overtaking an obstacle ahead. [Brief explanation of the drawings]

[0010] [Figure 1] A functional block diagram showing the configuration of an autonomous driving assistance system equipped with a vehicle stereo camera device. [Figure 2]Front view of a vehicle equipped with a stereo camera device [Figure 3] A diagram showing a scene in which a bicycle is traveling in the same direction between the vehicle and an obstacle. [Figure 4] 4 is a flowchart showing an example of control executed by the driving control unit when avoiding the obstacle shown in FIG. 3. [Figure 5] A diagram showing a situation where there is an obstacle ahead and a bicycle is traveling in the opposite direction from behind the obstacle. [Figure 6] 6 is a flowchart showing an example of control executed by the driving control unit when avoiding the obstacle shown in FIG. 5. [Figure 7] A diagram showing a situation where there is an obstacle ahead on a narrow road, but the obstacle is not visible because a bicycle is traveling in the opposite direction. [Figure 8] 8 is a flowchart showing an example of control executed by the driving control unit when avoiding the obstacle shown in FIG. 7. DETAILED DESCRIPTION OF THE INVENTION

[0011] An embodiment of one aspect of the present invention will be described in detail below with reference to the drawings. Note that in the drawings used in the following description, each component is shown at a different scale so that it can be recognized on the drawing, and the present invention is not limited to the number of components, the shape of the components, the size ratio of the components, and the relative positional relationship of the components shown in these drawings.

[0012] 1, a driving assistance system 1, which is a driving assistance device, is mounted on a vehicle M (see FIG. 2). The driving assistance system 1 has an autonomous sensor unit 22, which is an autonomous detection means made up of a locator unit 11 that detects the vehicle's position and a stereo camera device 21 that recognizes the driving environment ahead of the vehicle M.

[0013] A redundant system is constructed between locator unit 11 and autonomous sensor unit 22 so that if one unit malfunctions, the other unit will continue to provide driving assistance temporarily. In addition, driving assistance system 1 constantly monitors whether the shape of the road currently being traveled is the same between locator unit 11 and autonomous sensor unit 22, and continues driving assistance if they are the same.

[0014] Locator unit 11 estimates the position of vehicle M on a road map (host vehicle position) and acquires road map data ahead of this host vehicle position. Meanwhile, stereo camera device 21 of autonomous sensor unit 22 determines the road curvature at the center of the dividing line that divides the left and right of the lane in which vehicle M is traveling, and detects the lateral position deviation of vehicle M in the vehicle width direction based on the center of the dividing line.

[0015] Furthermore, the stereo camera device 21 recognizes three-dimensional objects including moving objects such as a preceding vehicle ahead of the vehicle M, pedestrians crossing immediately in front of the vehicle, bicycles and light vehicles, traffic light indicators (lighting colors), road signs, and the like.

[0016] Locator unit 11 has map locator calculation unit 12 and high-precision road map database 16 as storage means. This map locator calculation unit 12, forward driving environment recognition unit 24 (described later), and driving control unit 25 are configured with a well-known microcomputer equipped with a CPU, RAM, ROM, non-volatile storage unit, etc., and its peripheral devices, and the ROM stores in advance programs to be executed by the CPU, fixed data such as data tables, etc.

[0017] A GNSS (Global Navigation Satellite System) receiver 13 and an autonomous driving sensor 14 are connected to the input side of this map locator calculation unit 12 .

[0018] The GNSS receiver 13 receives positioning signals transmitted from multiple positioning satellites. The autonomous driving sensor 14 enables autonomous driving in environments where the reception sensitivity from the GNSS satellites is low and positioning signals cannot be effectively received, such as when driving inside a tunnel, and is composed of a vehicle speed sensor, a yaw rate sensor, a longitudinal acceleration sensor, and the like.

[0019] That is, the map locator calculation unit 12 performs localization from the travel distance and direction based on the vehicle speed detected by the vehicle speed sensor, the yaw rate (yaw angular velocity) detected by the yaw rate sensor, and the longitudinal acceleration detected by the longitudinal acceleration sensor.

[0020] This map locator calculation unit 12 includes a vehicle position estimation calculation unit 12a that has the function of estimating the vehicle position, a map information acquisition unit 12b that identifies the current location of the vehicle M by map-matching the estimated vehicle position on a road map and acquires road map information including information about the surrounding environment, and a target course setting calculation unit 12c that sets a target course (target course) for the vehicle M.

[0021] The high-precision road map database 16 is a large-capacity storage medium such as an HDD, and stores high-precision, well-known road map information (local dynamic map). This high-precision road map information has a hierarchical structure in which additional map information required to support automated driving is superimposed on the lowest static information layer that serves as the base.

[0022] The map information acquisition unit 12b acquires road map information about the current location and the area ahead from the road map information stored in the high-precision road map database 16. This road map information includes surrounding environment information. This surrounding environment information includes not only static location information such as road type (general road, expressway, etc.), road shape, left and right lane lines, road signs, stop lines, intersections, and traffic lights, but also dynamic location information such as traffic congestion information, accidents, or road restrictions due to construction.

[0023] Then, based on the destination set by the driver during automatic driving, for example, route map information from the vehicle position (current location) estimated by the above-mentioned vehicle position estimation calculation unit 12a to the destination is obtained from this road map information, and the obtained route map information (lane data on the route map and its surrounding information) is sent to the vehicle position estimation calculation unit 12a.

[0024] The vehicle position estimation calculation unit 12a acquires the position coordinates of the vehicle M based on the positioning signal received by the GNSS receiver 13, and map-matches these position coordinates on the route map information to estimate the vehicle position (current location) on the road map and identify the driving lane, acquire the road shape of the driving lane stored in the route map information, and store them sequentially.

[0025] Furthermore, in an environment where it is not possible to receive valid positioning signals from positioning satellites due to reduced sensitivity of the GNSS receiver 13, such as when driving inside a tunnel, the vehicle position estimation calculation unit 12a switches to autonomous navigation and performs localization using the autonomous driving sensor 14.

[0026] The target course setting calculation unit 12c first sets a target course for automatically driving the vehicle M along the lane markings based on the current position obtained by map matching in the map information acquisition unit 12b. If the driver has input a destination, the target course is set along the travel route connecting the current position and the destination.

[0027] This target course is set up to several hundred meters to several kilometers ahead of the vehicle M, and is updated successively while the vehicle is traveling. The target course set by the target course setting calculation unit 12c is read by the driving control unit 25, which is an automatic driving control unit.

[0028] On the other hand, the stereo camera device 21 is an independent sensor and includes first and second cameras 22a, 22b which are imaging means for capturing images in front of the vehicle M, an image processing unit (IPU) 23, and a forward driving environment recognition unit 24 as a driving environment recognition means.

[0029] As shown in FIG. 2, the first and second cameras 22a, 22b are fixed to the front of the vehicle interior of the vehicle M at an upper portion close to the windshield and aligned in the same lateral direction.

[0030] A plurality of images taken by the first and second cameras 22a and 22b are subjected to predetermined image processing by the IPU 23 and output to the forward driving environment recognition unit 24.

[0031] Based on the stereo images, the forward driving environment recognition unit 24 recognizes the road shape of the path along which the vehicle M is traveling (the vehicle's path), whether or not there is a preceding vehicle traveling in front of the vehicle M, pedestrians attempting to cross in front of the vehicle M, three-dimensional objects including moving objects such as bicycles, which are light vehicles, traffic light indicators (lighting colors), road signs, etc.

[0032] The distance to the object is then calculated using the principles of triangulation from the focal lengths of the cameras, the baseline length between the cameras, and the parallax of the same object. Note that since the recognition of an object based on stereo images and the method of calculating the distance to the object are already known technologies, a detailed description thereof will be omitted here.

[0033] In this embodiment, an autonomous sensor unit 10 is configured as a detection means for detecting roadway information using the first and second cameras 22a, 22b, and a driving environment recognition unit 20 is configured as an external recognition device having a forward driving environment recognition unit 24.

[0034] In addition to the stereo camera device 21, a radar device may be provided, and this radar device has an autonomous sensor as a detection means using various radars, such as a millimeter wave radar, a laser radar, and a LIDER (Light Detection and Ranging) sensing device.

[0035] The host vehicle M having an autonomous sensor is provided with a surrounding driving environment recognition unit that recognizes surrounding environment information such as surrounding moving objects, and signals from the autonomous sensor are input to this surrounding driving environment recognition unit.

[0036] The input side of the driving control unit 25 is connected to the target course setting calculation unit 12c of the map locator calculation unit 12 and the forward driving environment recognition unit 24 of the stereo camera device 21. If a radar device is provided, the driving control unit 25 is connected to a surrounding driving environment recognition unit (not shown).

[0037] In addition, connected to the output side of this driving control unit 25 are a steering control unit 31 of a steering control device that drives and controls the steering mechanism to make the vehicle M travel along the target route, a brake control unit 32 of a braking control device that drives and controls the braking mechanism to decelerate the vehicle M by forced braking, an acceleration / deceleration control unit 33 that controls the vehicle speed of the vehicle M, and an alarm device 34.

[0038] The driving control unit 25 controls the steering control unit 31, the brake control unit 32, and the acceleration / deceleration control unit 33 in a predetermined manner, and causes the vehicle M to automatically travel along the target course on the road map set by the target course setting calculation unit 12c based on the positioning signal indicating the vehicle's position received by the GNSS receiver 13.

[0039] At that time, based on the forward driving environment recognized by the forward driving environment recognition unit 24, driving assistance (touring assist) such as well-known adaptive cruise control (ACC) and active lane keep control (ALK) is performed, and if a preceding vehicle is detected, the vehicle follows the preceding vehicle, and if no preceding vehicle is detected, the vehicle travels at a set vehicle speed within the speed limit. Furthermore, if a moving object attempting to cross immediately in front of the host vehicle M is detected, the brake control unit 32 is activated to drive and control the braking mechanism, thereby stopping the host vehicle M.

[0040] Here, we will explain an example of control that the driving assistance system 1 of the vehicle M of this embodiment performs when an obstacle Ob, such as a parked vehicle, and a bicycle B, which is a light vehicle, are detected ahead on the road while driving assistance (touring assist) control such as ACC and ALK, including automatic driving control, is being executed.

[0041] First, for example, as shown in Figure 3, when the vehicle M encounters a bicycle B, which is a light vehicle, traveling in the same direction ahead of the vehicle M, and an obstacle Ob, such as a parked vehicle, ahead of the bicycle B, the driving assistance system 1 sets a target route (target driving route) TD that avoids the obstacle Ob, and performs driving control to prevent the vehicle M from double-avoiding (overtaking) the bicycle B and the obstacle Ob.

[0042] An example of control executed by the driving assistance system 1 of the host vehicle M in this situation will be described below based on the control routine of the flowchart in FIG.

[0043] The driving control unit 25 of the driving assistance system 1 determines whether an obstacle Ob has been detected ahead on the driving path (S1). At this time, the driving control unit 25 receives forward driving environment image information of the host vehicle M captured by the first and second cameras 22a and 22b from the forward driving environment recognition unit 24, and determines whether an obstacle Ob (such as a parked vehicle) has been detected ahead on the driving path from the forward driving environment image information. The driving control unit 25 repeats the detection of an obstacle Ob on the driving path at a predetermined cycle based on the forward driving environment image information.

[0044] In step S1, when the driving control unit 25 detects an obstacle Ob on the travel path, it sets a new target route TD that avoids the obstacle Ob (S2). Note that, when a destination is set, the driving control unit 25 sets a target route TD that avoids the obstacle Ob based on the destination.

[0045] At this time, the driving control unit 25 determines whether or not bicycle B traveling ahead in the current lane has been detected (S3). The driving control unit 25 determines whether bicycle B, a light vehicle traveling ahead in the current lane, has been detected from the forward driving environment image information.

[0046] When the bicycle B is detected, the driving control unit 25 calculates a first arrival time t1 to the obstacle Ob from the distance D1 to the obstacle Ob of the host vehicle M and the vehicle speed (S4). The driving control unit 25 calculates the first arrival time t1 for the host vehicle M to reach the obstacle Ob from the distance D1 to the obstacle Ob calculated by the forward traveling environment recognition unit 24 from the stereo image and the vehicle speed detected by the vehicle speed sensor.

[0047] The driving control unit 25 then calculates a second arrival time t2 for bicycle B to reach obstacle Ob from the distance D2 to bicycle B and the relative speed (S5). Here, the driving control unit 25 calculates a distance D3 (D3 = D1 - D2) from the distance D1 from the host vehicle M to obstacle Ob and the distance D2 to bicycle B, and calculates a second arrival time t2 for bicycle B to reach obstacle Ob from the relative speed between the host vehicle M and bicycle B.

[0048] Next, the driving control unit 25 determines whether the first arrival time t1 of the vehicle M is equal to or less than the second arrival time t2 of the bicycle B plus a predetermined time α (t1≦t2+α) (S6). Here, the driving control unit 25 determines whether the vehicle M will reach the obstacle Ob earlier than the bicycle B.

[0049] It is assumed that bicycle B does not try to avoid obstacle Ob just before reaching it, but rather tries to avoid it from some time before reaching it. Therefore, starting from the second arrival time t2 when bicycle B reaches obstacle Ob, a predetermined time α is added to this second arrival time t2 to provide a margin for starting collision avoidance action.

[0050] If bicycle B reaches obstacle Ob earlier than host vehicle M, the process proceeds to the routine of step S12, which will be described later. That is, if the first arrival time t1 of host vehicle M is longer than the second arrival time t2 of bicycle B plus a predetermined time α (t1>t2+α), the process proceeds to the routine of step S12.

[0051] On the other hand, if the host vehicle M reaches the obstacle Ob earlier than the bicycle B, that is, if the first arrival time t1 of the host vehicle M is the same as or shorter than the second arrival time t2 of the bicycle B plus a predetermined time α (t1≦t2+α), the driving control unit 25 proceeds to the routine of step S7.

[0052] In step S7, the driving control unit 25 determines whether the first arrival time t1 of the automobile M plus the predetermined time β is equal to or less than the second arrival time t2 of the bicycle B (t1+β≦t2) (S7). Here, in step S6, if the first arrival time t1 of the host vehicle M is equal to or less than the second arrival time t2 of the bicycle B plus the predetermined time α (t1≦t2+α), the host vehicle M will arrive at the obstacle Ob earlier than the bicycle B.

[0053] Therefore, if the host vehicle M reaches the obstacle Ob much earlier than the bicycle B, the host vehicle M can overtake the bicycle B before reaching the obstacle Ob.

[0054] However, even in a situation where the driver can overtake bicycle B, it can be bothersome to ride without overtaking bicycle B, so the driving control unit 25 executes the determination in step S7 to determine whether or not it is possible to overtake bicycle B. Note that a predetermined time β is set to allow the host vehicle M to overtake bicycle B before obstacle Ob.

[0055] In step S7, if the first arrival time t1 of the automobile M plus the predetermined time β is less than or equal to the second arrival time t2 of the bicycle B (t1 + β≦t2), the driving control unit 25 proceeds to the routine of step S12, which will be described later, because the host vehicle M will arrive at the obstacle Ob earlier than the bicycle B. This puts the host vehicle M in a traveling state in which it can overtake the bicycle B before arriving at the obstacle Ob.

[0056] On the other hand, if bicycle B reaches obstacle Ob earlier than vehicle M, the process proceeds to the routine of step S8 described below. That is, if the first arrival time t1 of vehicle M plus the predetermined time β is longer than the second arrival time t2 of bicycle B (t1 + β > t2), bicycle B will reach obstacle Ob earlier than vehicle M, and the process proceeds to the next step, the routine of S8.

[0057] In step S8, the driving control unit 25 decelerates the vehicle M to a speed that will not allow it to overtake the bicycle B, and steers the vehicle M along the target route TD (S8). At this time, the driving control unit 25 controls the braking mechanism by the brake control unit 32 to decelerate the vehicle M to a speed that will not allow it to overtake the bicycle B, and controls the steering mechanism by the steering control unit 31 to cause the vehicle M to travel along the target route TD to avoid the obstacle Ob.

[0058] Then, the driving control unit 25 determines whether or not the bicycle B has passed the obstacle Ob (S9). Here, the driving control unit 25 determines whether or not the bicycle B has passed over the obstacle Ob and moved forward based on the forward traveling environment image information. This routine of step S8 is performed until the bicycle B has passed the obstacle Ob.

[0059] If bicycle B has passed obstacle Ob, the driving control unit 25 determines whether bicycle B is within the traveling range of the host vehicle M (S10). The driving control unit 25 determines whether bicycle B has been detected within the traveling range of the target route TD from the forward traveling environment image information. This routine of step S10 is also executed until bicycle B is detected outside the traveling range.

[0060] If bicycle B is detected outside the travel range, the driving control unit 25 accelerates the vehicle M to a set speed and controls the vehicle to travel along the target route TD (S11), and then returns to step S1. Here, the driving control unit 25 controls the acceleration / deceleration control unit 33 to accelerate the vehicle M to a set speed and controls the vehicle to travel along the target route TD, and then returns to step S1.

[0061] In step S12, which is reached from step S3, step S6, or step S7, the driving control unit 25 executes normal driving assistance control along the target route TD (S12), and then returns to step S1. This normal driving assistance control includes driving assistance (touring assistance) control such as ACC and ALK, or an automatic driving mode.

[0062] Next, an example of control executed by the driving assistance system 1 when, for example, as shown in Fig. 5, a bicycle B, which is an oncoming light vehicle, is traveling in the lane (travel path) of the host vehicle M and an obstacle Ob, such as a parked vehicle, is encountered will be described below based on the control routine in the flowchart of Fig. 6. Note that here, an example is given of a road with one lane in each direction, with the oncoming lane separated by a center line C, and no oncoming vehicles are traveling.

[0063] The driving control unit 25 of the driving assistance system 1 determines whether or not an obstacle Ob has been detected ahead on the driving path (S21). As in step S1 above, the driving control unit 25 receives forward driving environment image information of the host vehicle M captured by the first and second cameras 22a and 22b from the forward driving environment recognition unit 24, and determines whether an obstacle Ob (such as a parked vehicle) has been detected ahead on the driving path from the forward driving environment image information.

[0064] In step S21, when the driving control unit 25 detects an obstacle Ob on the road, it determines whether or not a bicycle B traveling in the opposite direction in the own lane has been detected (S22). The driving control unit 25 determines the detection of bicycle B, an oncoming light vehicle traveling in the own lane toward the own vehicle M, from the forward traveling environment image information. If bicycle B is not detected, the process proceeds to the routine of step S31, which will be described later.

[0065] When the bicycle B is detected, the driving control unit 25 calculates a first arrival time t1 at the obstacle Ob from the distance D1 to the obstacle Ob of the host vehicle M and the vehicle speed (S23). As in step S4 above, the driving control unit 25 calculates the first arrival time t1 at which the host vehicle M will arrive at the obstacle Ob from the distance D1 to the obstacle Ob calculated by the forward traveling environment recognition unit 24 from the stereo image and the vehicle speed detected by the vehicle speed sensor.

[0066] Then, the driving control unit 25 calculates the time t3 it takes for bicycle B to pass through obstacle Ob from the distance D4 to bicycle B and the relative speed (S24). Here, the driving control unit 25 calculates the speed of bicycle B from the distance D4 to obstacle Ob and the relative speed of bicycle B between the vehicle M and the subject vehicle, and calculates the time t3 it takes for bicycle B to pass through obstacle Ob.

[0067] Next, the driving control unit 25 determines whether the first arrival time t1 of the host vehicle M is equal to or less than the passing time t3 of the bicycle B (t1≦t3+γ) (S25). Here, the driving control unit 25 determines whether the bicycle B will pass the obstacle Ob earlier than the host vehicle M.

[0068] In this case, too, bicycle B is not expected to try to avoid obstacle Ob just before or just after reaching it, but will also try to avoid it some distance before and after passing it. Therefore, starting from the time t3 when bicycle B passes obstacle Ob, a predetermined time γ is added to this time t3 to allow time for bicycle B to start collision avoidance action.

[0069] If bicycle B passes obstacle Ob earlier than host vehicle M, the process proceeds to the routine of step S31, which will be described later. That is, if the first arrival time t1 of host vehicle M is longer than the second passing time t3 of bicycle B plus a predetermined time γ (t1>t3+γ), the process proceeds to the routine of step S31.

[0070] On the other hand, if the host vehicle M passes the obstacle Ob earlier than the bicycle B, the process proceeds to the routine of step S26, which will be described later. That is, if the first arrival time t1 of the host vehicle M is equal to or less than the passing time t3 of the bicycle B plus a predetermined time γ (t1≦t3+γ), the process proceeds to the next step, the routine of S26.

[0071] In step S26, the driving control unit 25 determines whether the first arrival time t1 of the automobile M plus the predetermined time δ is equal to or less than the passing time t3 of the bicycle B (t1+δ≦t3) (S26). Here, in step S25, if the first arrival time t1 of the host vehicle M is equal to or less than the passing time t3 of the bicycle B plus the predetermined time γ (t1≦t3+γ), the host vehicle M will pass the obstacle Ob earlier than the bicycle B.

[0072] Therefore, if the host vehicle M passes the obstacle Ob much earlier than the bicycle B, the host vehicle M can overtake the bicycle B after passing the obstacle Ob.

[0073] In this case, if the vehicle M is able to overtake the bicycle B after passing the obstacle Ob, the driving control unit 25 does not need to travel along the first target route TD1 described below, and therefore executes the judgment of step S26 to determine whether the vehicle M can overtake the bicycle B after passing the obstacle Ob.

[0074] A predetermined time δ is set to allow the host vehicle M, after passing the obstacle Ob, to have a margin of time to overtake the bicycle B. The predetermined time δ is a margin of time that allows the host vehicle M, traveling along the second target route TD2 described below, to pass the obstacle Ob without coming into contact with the bicycle B.

[0075] That is, in step S26, if the first arrival time t1 of the automobile M plus the predetermined time δ is equal to or less than the passing time t3 of the bicycle B (t1+δ≦t3), the driving control unit 25 proceeds to step S31 because the host vehicle M will pass the obstacle Ob much earlier than the bicycle B. As a result, the host vehicle M will be in a traveling state in which it can overtake the bicycle B after passing the obstacle Ob.

[0076] On the other hand, in step S26, if the first arrival time t1 + predetermined time δ of automobile M is longer than the passing time t3 of bicycle B (t1 + δ > t3), and bicycle B passes obstacle Ob earlier than host vehicle M, the driving control unit 25 sets a new first target route (target driving route) TD1 that avoids obstacle Ob and bicycle B (S27). If a destination has also been set here, the driving control unit 25 sets the first target route TD1 that avoids obstacle Ob and bicycle M based on this destination.

[0077] 5, the first target route TD1 here is a route that avoids obstacle Ob and bicycle B by protruding into the oncoming lane by the maximum amount. In other words, the first target route TD1 is an avoidance route that avoids obstacle Ob and bicycle B, assuming a situation in which bicycle B may travel by protruding into the center line C of the roadway in order to avoid and pass obstacle Ob.

[0078] Then, the driving control unit 25 decelerates and slowly drives the host vehicle M along the first target route TD1 (S28). The driving control unit 25 controls the accelerator opening to a predetermined value using the acceleration / deceleration control unit 33, activates the brake control unit 32 to drive and control the braking mechanism, and controls the steering control unit 31 to drive and control the steering mechanism, causing the host vehicle M to slowly drive at a predetermined speed along the first target route TD1 that avoids the obstacle Ob.

[0079] Then, the driving control unit 25 determines whether the bicycle B has passed the obstacle Ob or the host vehicle M (S29). The driving control unit 25 repeatedly determines whether the bicycle B has passed the obstacle Ob or the host vehicle M from the forward traveling environment image information.

[0080] When the bicycle B passes the obstacle Ob or the host vehicle M, the driving control unit 25 accelerates the host vehicle M to a set speed and performs normal driving control along the first target route TD1 (S30), and then returns to step S1. The driving control unit 25 controls the acceleration / deceleration control unit 33 to accelerate the host vehicle M to the set speed and controls driving along the first target route TD1.

[0081] In step S31, which is reached from step S22, step S25, or step S26, the driving control unit 25 sets a new second target route (target travel route) TD2 that avoids the obstacle Ob (S31). When a destination is set, the driving control unit 25 sets the second target route TD2 that avoids the obstacle Ob based on this destination.

[0082] The second target route TD2 here is a normal avoidance route that avoids only the obstacle Ob, at a position closer to the obstacle Ob than the first target route TD1, as shown in Fig. 5. In other words, the second target route TD2 is a normal avoidance route that simply avoids the obstacle Ob, because the bicycle B does not travel beyond the center line C of the roadway in order to avoid and pass through the obstacle Ob.

[0083] Then, the driving control unit 25 executes normal driving assistance control along the second target route TD2 (S32), and returns to step S21. Here, the driving control unit 25 controls the driving of the host vehicle M along the second target route TD2. This normal driving assistance control also includes driving assistance (touring assistance) control such as ACC and ALK, or an automatic driving mode.

[0084] Furthermore, for example, as shown in FIG. 7, an example of control executed by the driving assistance system 1 when the vehicle M is traveling on a narrow road and encounters a situation in which an obstacle Ob such as a parked vehicle is present in front of the vehicle M, and it is unclear whether an oncoming light vehicle, a bicycle B, is traveling toward the vehicle M because it is hidden (in a blind spot) by the obstacle Ob detected in the forward traveling environment image information is approaching will be described below based on the control routine of the flowchart of FIG.

[0085] The driving control unit 25 of the driving assistance system 1 determines whether or not an obstacle Ob has been detected ahead on the driving path (S41). As in steps S1 and S21 above, the driving control unit 25 receives forward driving environment image information of the host vehicle M captured by the first and second cameras 22a and 22b from the forward driving environment recognition unit 24, and determines whether an obstacle Ob (such as a parked vehicle) has been detected ahead on the driving path from the forward driving environment image information.

[0086] In step S1, when the driving control unit 25 detects an obstacle Ob on the driving path, it sets a new target route TD (target driving route) 3 with the maximum displacement amount to avoid this obstacle Ob (S42). Note that, if a destination is set here as well, the driving control unit 25 sets a target route TD3 that avoids the obstacle Ob based on this destination.

[0087] Then, the driving control unit 25 slows down the host vehicle M to the maximum extent possible along the target route TD3 (S43). The driving control unit 25 controls the accelerator opening to a predetermined value using the acceleration / deceleration control unit 33, activates the brake control unit 32 to drive and control the braking mechanism, and controls the steering control unit 31 to drive and control the steering mechanism, causing the host vehicle M to slow down to a predetermined speed along the target route TD3 for avoiding the obstacle Ob.

[0088] Then, the driving control unit 25 determines whether or not an oncoming bicycle B has been detected (S44). The driving control unit 25 determines whether or not bicycle B, an oncoming light vehicle traveling toward the vehicle M, has been detected from the forward driving environment image information. If bicycle B is not detected, the process proceeds to the routine of step S48, which will be described later.

[0089] When the bicycle B is detected, the driving control unit 25 stops the host vehicle M (S45). The driving control unit 25 activates the brake control unit 32 to drive and control the braking mechanism, thereby bringing the host vehicle M to a halt.

[0090] Next, the driving control unit 25 determines whether or not the bicycle B has passed the vehicle M (S46). The driving control unit 25 repeatedly determines whether or not the bicycle B has passed the vehicle M from the forward driving environment image information.

[0091] When the bicycle B passes the host vehicle M, the driving control unit 25 starts the host vehicle M and makes it move slowly along the target route TD3 (S47). The driving control unit 25 controls the acceleration / deceleration control unit 33 to start the host vehicle M and make it move slowly along the target route TD3.

[0092] Then, the driving control unit 25 determines whether or not the host vehicle M has passed the obstacle Ob (S48). The driving control unit 25 repeatedly determines whether or not the host vehicle M has passed the obstacle Ob from the forward traveling environment image information.

[0093] When the host vehicle M has passed the obstacle Ob, the driving control unit 25 accelerates the host vehicle M to a set speed, performs normal driving control along the target route TD3 (S49), and returns to step S41. The driving control unit 25 controls the acceleration / deceleration control unit 33 to accelerate the host vehicle M to the set speed and controls driving along the target route TD3. This step S49 also includes driving assistance (touring assist) control such as ACC and ALK, and an automatic driving mode.

[0094] As described above, the driving assistance system 1, which is a driving assistance device of this embodiment, detects an obstacle Ob ahead and performs driving control to cause the host vehicle M to avoid the obstacle Ob. If a bicycle B, which is a light vehicle, is detected during this control, the driving assistance system 1 executes control to avoid contact between the host vehicle M and the bicycle B based on the distance and relative speed of the obstacle Ob and the bicycle B relative to the host vehicle M. The driving assistance system 1 then sets a target route or slows down so that the host vehicle M and the bicycle B do not double-overtake the obstacle Ob or overlap laterally with the obstacle Ob.

[0095] In the above embodiment, a configuration is illustrated in which the driving environment is recognized using stereo images from the two first and second cameras 22a and 22b, but stereo images are not necessarily required, and the movement of other vehicles may be recognized from images from a monocular camera.

[0096] Furthermore, the control for detecting the status of other vehicles may be based solely on image information from a camera, or may be based on a combination of surrounding environment information from sensing devices such as millimeter-wave radar, laser radar, and LIDER (Light Detection and Ranging).

[0097] The driving control unit 25 and various control units 31 to 33 of the driving assistance system 1, which is a driving assistance device, each have a processor including a central processing unit (CPU) and storage devices such as ROM and RAM. All or part of the configuration of the processor's circuits may be implemented by software. For example, the CPU may read and execute various programs corresponding to the respective functions stored in the ROM.

[0098] Furthermore, all or part of the functions of the processor may be configured using logic circuits or analog circuits, and the processing of various programs may be realized by electronic circuits such as FPGAs.

[0099] The invention described in the above embodiments is not limited to those embodiments, and various modifications can be made in the implementation stage without departing from the gist of the invention. Furthermore, each of the above embodiments includes inventions at various stages, and various inventions can be extracted by appropriate combinations of the disclosed multiple constituent elements.

[0100] For example, if some constituent elements are deleted from all the constituent elements shown in each form, and the stated problem can still be solved and the stated effect can still be obtained, then the configuration from which these constituent elements have been deleted can be extracted as an invention. [Explanation of symbols]

[0101] 1. Driving assistance system 10...Autonomous sensor unit 20...Driving environment recognition unit 21...Stereo camera device 22...Autonomous sensor unit 24...Front driving environment recognition unit 25...Operation control unit 31...Steering control unit 32...Brake control unit 33...Acceleration / deceleration control unit B…Bicycle C...Center line of roadway D1, D2, D3, D4...distance M...own vehicle Ob…obstacle TD, TD3...Target route (target driving route) TD1: First target route (target driving route) TD2: Second target route (target driving route) t1: First arrival time t2: Second arrival time t3…passage time α, β, γ, δ...predetermined time

Claims

1. an external recognition device that acquires driving environment information ahead of the vehicle; a steering control device that drives and controls the steering mechanism; a braking control device that drives and controls a braking mechanism that brakes each wheel; a driving control unit that controls the steering control device and the braking control device based on forward driving environment information obtained by the external recognition device; Equipped with when detecting an obstacle ahead on the road from the driving environment information, the driving control unit sets a target driving route that avoids the obstacle; Furthermore, when a light vehicle traveling in the same direction as the host vehicle is detected, a first arrival time until the host vehicle reaches the obstacle and a second arrival time until the light vehicle reaches the obstacle are calculated; when the first arrival time is equal to or less than the time obtained by adding a second margin time for the light vehicle to start an action to avoid a collision with the obstacle to the second arrival time, and when the time obtained by adding a first margin time for the host vehicle to overtake the light vehicle to the first arrival time is longer than the second arrival time, controlling the steering control device and the braking control device so that the host vehicle decelerates to a vehicle speed at which the host vehicle will not overtake the light vehicle and travels along the target travel route; A driving assistance device characterized by controlling the steering control device and the braking control device so that the vehicle travels along the target travel route without decelerating when the first arrival time is equal to or shorter than the time obtained by adding the second margin time to the second arrival time, and when the time obtained by adding the first margin time to the first arrival time is equal to or shorter than the second arrival time.

2. an external recognition device that acquires driving environment information ahead of the vehicle; a steering control device that drives and controls the steering mechanism; a braking control device that drives and controls a braking mechanism that brakes each wheel; a driving control unit that controls the steering control device and the braking control device based on forward driving environment information obtained by the external recognition device; Equipped with when detecting an obstacle ahead on the road from the driving environment information, the driving control unit sets a target driving route that avoids the obstacle; Furthermore, when a light vehicle traveling in the opposite direction to the host vehicle is detected, a first arrival time until the host vehicle reaches the obstacle and an elapsed time until the light vehicle passes the obstacle are calculated, when the first arrival time is equal to or less than a time obtained by adding a fourth margin time after the light vehicle has passed the obstacle to the elapsed time, and when the time obtained by adding a third margin time for the host vehicle to pass the obstacle to the first arrival time is equal to or less than the elapsed time, controlling the steering control device and the braking control device so that the host vehicle travels along the target travel route while slowly moving at a predetermined speed until the light vehicle has passed the obstacle or the host vehicle; A driving assistance device characterized by controlling the steering control device and the braking control device so that the vehicle travels along the target travel route without slowing down when the first arrival time is equal to or less than the time obtained by adding the fourth margin time to the elapsed time, and when the time obtained by adding the third margin time to the first arrival time is greater than the elapsed time.

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