Driving assistance devices

Abstract

To appropriately perform a driving assistance to avoid a contact between a self vehicle and a mobile target without disturbing a route of the target which is approaching the self vehicle from a rear side of the self vehicle intending to turn to the left or to the right at an intersection.SOLUTION: A driving assistance device issues warning on a mobile target when the target approaching a self vehicle from a rear side on a side for right / left-turning is detected in a case where a first intention is detected which is the intention to allow the self vehicle to turn to the right or to the left at an intersection. The device performs: predicting an arrival time being a period from a first point in time at which the first intention is detected to a point in time at which the self vehicle arrives at an intersection point of a predicted travel track of the target with a predicted travel track of the self vehicle; predicting a stop time being a period from the first point in time to a point in time at which the self vehicle stops under a predetermined condition according to an operation state of an accelerator pedal and / or a brake pedal at the first point in time; determining the necessity of warning based on the arrival time and the stop time, and issuing the warning only when the necessity of the warning is determined.SELECTED DRAWING: Figure 4

Description

[Technical Field]

[0001] The present invention relates to a driving assistance device. [Background technology]

[0002] There is known a technology that issues a warning to avoid a so-called "run-in," in which a motorcycle or the like traveling on the left or right side of the road makes contact with the side of a vehicle turning left or right at an intersection, etc. For example, Patent Document 1 discloses a technology that provides driving assistance to avoid contact between a vehicle and a motorcycle when the vehicle is stopped in response to an instruction from a traffic light at an intersection ahead of the vehicle and is about to turn left or right at the intersection, and when the distance between the intersection and the motorcycle behind the vehicle falls below a predetermined threshold. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2017-224164 Summary of the Invention [Problem to be solved by the invention]

[0004] However, the above-mentioned prior art does not take into account the relative speed between the vehicle and the two-wheeled vehicle behind the vehicle, and therefore there is a risk that the vehicle may obstruct the path of the two-wheeled vehicle depending on the driver's reaction time to information provided to the driver, such as an alarm, and / or the time it takes for the vehicle to stop.

[0005] In other words, in this technical field, there is a demand for technology that can appropriately provide driving assistance to avoid contact between a vehicle and a moving object approaching the vehicle from the rear side when the vehicle is attempting to turn left or right at an intersection, without obstructing the path of the moving object. [Means for solving the problem]

[0006] As a result of extensive research, the inventor has discovered that the above problem can be solved by determining whether or not to issue an alert to the driver based on the time required for the vehicle to reach the intersection between the path of a moving object approaching the vehicle from the rear side and the path of the vehicle attempting to turn left or right, and the time required for the vehicle to stop.

[0007] Specifically, the driving assistance device according to the present invention (hereinafter, sometimes referred to as "the device of the present invention") is a driving assistance device that includes an intention detection unit, a moving target detection unit, and an alarm unit. The intention detection unit detects a first intention, which is the driver's intention to turn the host vehicle left or right at an intersection ahead of the host vehicle. When the first intention is detected, the moving target detection unit detects a first target, which is a moving target approaching the host vehicle from the rear side on the side where the host vehicle is turning left or right. The alarm unit , th When one target is detected, a first alarm is issued, which is an alarm about the first target.

[0008] In the device of the present invention, the moving target detection unit is configured to achieve the following functions (a) to (d). (a) Predict an arrival time, which is the period from a first time point, which is the time point when the first intention is detected, to a second time point, which is the time point when the host vehicle arrives at a first intersection point. The first intersection point is an intersection point between a first trajectory, which is the travel trajectory predicted for the first target, and a second trajectory, which is the travel trajectory predicted for the host vehicle. (b) The stopping time, which is the period from a first point in time to a third point in time at which the vehicle has completed stopping under specified conditions, is predicted based on the driver's operation of the accelerator pedal and / or brake pedal at the first point in time. (c) Determine whether or not a first warning is required based on the arrival time and stopping time. (d) The alarm unit issues the first alarm only when it is determined that the first alarm is necessary. [Effects of the Invention]

[0009] As described above, in the device of the present invention, whether or not the first warning is required is determined based on the arrival time and stopping time predicted by the moving target detection unit. Therefore, according to the device of the present invention, if the issuance of the first warning results in a high possibility of obstructing the path of a moving target approaching the host vehicle from the rear side when the driver stops the host vehicle attempting to turn left or right at an intersection, the first warning can be prevented. In other words, according to the present invention, it is possible to appropriately issue a warning as driving assistance for avoiding contact between the host vehicle and a moving target without obstructing the path of a moving target approaching the host vehicle from the rear side when the host vehicle is attempting to turn left or right at an intersection. [Brief explanation of the drawings]

[0010] [Figure 1] 1 is a schematic block diagram showing an example of a functional configuration of a driving assistance device (first device) according to a first embodiment of the present invention. [Figure 2] 4 is a schematic diagram showing an example of the positional relationship between a first target and a first trajectory, and between a host vehicle and a second trajectory at a first time point. FIG. [Figure 3] 6 is a flowchart showing an example of the flow of various processes in a routine executed in the first device. [Figure 4] 6 is a flowchart showing an example of the flow of various processes in a routine executed in a driving assistance device (second device) according to a second embodiment of the present invention. [Figure 5] 1 is a schematic block diagram showing an example of the configuration of a driving assistance device (embodiment device) according to an embodiment of the present invention. DETAILED DESCRIPTION OF THE INVENTION

[0011] First Embodiment A driving assistance device according to a first embodiment of the present invention (hereinafter, may be referred to as a "first device") will be described below with reference to the drawings.

[0012] <composition> FIG. 1 is a schematic block diagram showing an example of the functional configuration of a first device. The first device 101 illustrated in FIG. 1 is a driving assistance device including an intention detection unit 10, a moving target detection unit 20, and an alarm unit 30. The intention detection unit 10 detects a first intention, which is the driver's intention to turn the host vehicle left or right at an intersection ahead of the host vehicle. The configuration of the intention detection unit 10 is not particularly limited as long as it is capable of detecting the first intention, which is the driver's intention to turn the host vehicle left or right at an intersection ahead of the host vehicle. For example, the intention detection unit 10 may be configured to detect the first intention based on the driver's operation of a turn signal lever.

[0013] The moving target detection unit 20 detects a first target, which is a moving target approaching the host vehicle from the rear side of the host vehicle on the side where the host vehicle is about to turn left or right when the first intention is detected. The configuration of the moving target detection unit 20 is not particularly limited as long as it is possible to detect a moving target approaching the host vehicle from the rear side of the host vehicle on the side where the host vehicle is about to turn left or right when the first intention is detected. For example, the moving target detection unit 20 may be a so-called "blind spot monitor (BSM)" that detects targets located outside the vehicle on the driver's seat side, passenger seat side, rear, etc., using a camera, sensor, millimeter-wave radar, etc. built into the body and / or door mirror of the vehicle.

[0014] The warning unit 30 issues a first warning, which is a warning about the first target, when the first target is detected. More specifically, when the moving target detection unit 20 detects the first target, which is a moving target approaching the host vehicle from the rear side on the side where the host vehicle is turning left or right when the first intention is detected, the warning unit 30 issues a first warning, which is a warning about the moving target. The first warning may be, for example, an image and / or text displayed by a display device such as a multi-information display (MID), a sound and / or voice sounded by an acoustic device such as a buzzer and / or speaker, or a vibration and / or light emitted by a vibrator and / or indicator, etc.

[0015] In the first device, the moving target detection unit 20 is configured to realize the functions (a) to (d) described in detail below.

[0016] (a) Predict an arrival time, which is the period from a first time point, which is the time point when the first intention is detected, to a second time point, which is the time point when the host vehicle arrives at a first intersection point. The first intersection point is an intersection point between a first trajectory, which is the travel trajectory predicted for the first target, and a second trajectory, which is the travel trajectory predicted for the host vehicle.

[0017] 2 is a schematic diagram showing an example of the positional relationship between a first target and a first trajectory, and between the host vehicle and a second trajectory at a first time point when a first intention, which is the driver's intention to turn the host vehicle SV left or right at an intersection ahead of the host vehicle, is detected. Note that Fig. 2 illustrates a situation in which a motorcycle as the first target MO approaches the host vehicle SV from the rear left side of the host vehicle SV when a driver intending to turn the host vehicle SV left at the intersection ahead operates a turn signal lever.

[0018] The arrow L1 drawn with a thick solid line represents a first trajectory, which is a predicted travel trajectory of the first target MO. The first trajectory L1 can be calculated as the predicted travel trajectory of the first target MO if the first target MO continues traveling while maintaining the speed and turning radius of the first target MO at the first time point T1. Therefore, if the first target MO is traveling straight at the first time point T1, the first trajectory L1 will be a straight line.

[0019] On the other hand, the arrow L2 drawn with a thick dashed line represents a second trajectory, which is a predicted travel trajectory of the host vehicle SV. The first section Z1 is a so-called "deceleration section," the second section Z2 is a so-called "clothoid section," and the third section Z3 is a so-called "steady-state circular section."

[0020] The first section Z1 is a section in which the speed V1 of the host vehicle SV at the first time point T1 is decelerated at a predetermined deceleration D1 to a predetermined speed V2 that is suitable for the host vehicle SV to enter the second section Z2 and begin turning to make a left turn. The predicted travel trajectory of the host vehicle SV in the first section Z1 can be calculated as the predicted travel trajectory of the host vehicle SV when the host vehicle SV decelerates as described above while maintaining the turning radius R1 of the host vehicle SV at the first time point T1. Therefore, if the host vehicle SV is traveling straight at the first time point T1, the predicted travel trajectory in the first section Z1 will be a straight line.

[0021] Next, the second section Z2 is a section in which the host vehicle SV is decelerated and turned at a predetermined deceleration D2 and a predetermined steering speed S2 until the speed V2 and turning radius R1 of the host vehicle SV when entering the second section Z2 become a predetermined speed V3 and a predetermined turning radius R3 suitable for causing the host vehicle SV to enter the third section Z3 and turn left. Therefore, the predicted travel trajectory of the host vehicle SV in the second section Z2 can be calculated as a clothoid curve based on the parameters such as the speed V2 and turning radius R1, the speed V3 and turning radius R3, the deceleration D2 and turning speed S2 of the host vehicle SV described above.

[0022] Next, the third section Z3 is a section in which the host vehicle SV turns while maintaining the speed V3 and turning radius R3 of the host vehicle SV when entering the third section Z3. Therefore, the predicted travel trajectory of the host vehicle SV in the third section Z3 can be calculated as an arc with the turning radius R3 as its radius. As is clear from Figure 2, the second trajectory L2, which is the predicted travel trajectory of the host vehicle SV, is a combination of the travel trajectories of the host vehicle SV predicted in the first section Z1 to the third section Z3 described above.

[0023] 2, the first intersection is defined as the intersection of a first trajectory L1, which is a travel trajectory predicted for the first target MO, and a second trajectory L2, which is a travel trajectory predicted for the host vehicle SV. Therefore, the arrival time TA, which is the period from the first point in time T1 to the second point in time T2 at which the host vehicle SV reaches the first intersection C1, can be calculated as the length of the period required for the host vehicle SV to travel on the second trajectory L2 from its position at the first point in time T1 to its position at the second point in time T2.

[0024] The specific values ​​of the parameters of the host vehicle SV, such as the speed V2 and turning radius R1, the speed V3 and turning radius R3, the deceleration D2 and the steering speed S2, are determined so that the second locus L2, which is the predicted travel locus of the host vehicle SV, can be calculated with acceptable prediction accuracy. For example, the specific values ​​of these parameters are determined based on the travel locus of the host vehicle SV, which is predicted by a large number of drivers during test driving and / or on public roads. SV Vehicle measured when turning left and / or right SV The parameters can be determined as representative values ​​(for example, average values ​​or median values) of the vehicle speed, turning radius, deceleration, steering speed, etc. Furthermore, each parameter determined in this manner may be corrected and updated in accordance with the driving tendencies of each individual driver.

[0025] (b) A stopping time TS, which is the period from the first time point T1 to the third time point T3 at which the host vehicle SV has stopped under predetermined conditions, is predicted based on the driver's operation of the accelerator pedal and / or brake pedal at the first time point T1. The stopping time TS is the length of time required for the host vehicle SV to stop at the third time point T3 if the driver attempts to stop the host vehicle SV based on the first warning from the warning unit 30 at the first time point T1 (TS = T3 - T1). More specifically, the stopping time TS corresponds to the sum of the preparation time TP, which is the length of time required for the host vehicle SV to start decelerating, and the braking time TB, which is the length of time from when the host vehicle SV starts decelerating until it stops (TS = TP + TB).

[0026] The preparation time TP is determined by the reaction time, which is the length of time it takes for the driver to start braking the vehicle SV in response to the first warning issued at the first point in time T1, and the reaction time varies depending on the driver's operation of the accelerator pedal and / or brake pedal at the first point in time T1.

[0027] Specifically, if the driver is depressing the brake pedal at the first time point T1, the shortest reaction time TR1 becomes the preparation time TP. Also, if the driver is depressing the accelerator pedal at the first time point T1, the longest reaction time TR3 becomes the preparation time TP. Furthermore, if the driver is not depressing either the accelerator pedal or the brake pedal at the first time point T1, the preparation time TP becomes a reaction time TR2 intermediate in length between reaction times TR1 and TR3. In other words, the preparation time TP becomes any one of reaction times TR1, TR2, or TR3 depending on the driver's operation of the accelerator pedal and / or brake pedal at the first time point T1.

[0028] On the other hand, the braking time TB, which is the length of time from when the host vehicle SV starts to decelerate until it comes to a stop, is the length of time required to decelerate the host vehicle SV, which was traveling at speed V1 on the second locus L2 at the first time point T1, at deceleration D3 and bring it to a stop. Therefore, strictly speaking, the braking time TB is the length of time required to decelerate the speed of the host vehicle SV to zero (0) km / h at deceleration D3 at the time when the above-mentioned preparation time TP has elapsed from the first time point T1. However, because the preparation time TP is generally very short, the braking time TB may be roughly calculated as the length of time required to decelerate the speed V1 of the host vehicle SV at the first time point T1 to zero (0) km / h at deceleration D3.

[0029] The stopping time TS can be calculated as the sum of the preparation time TP and the braking time TB calculated as described above.

[0030] Furthermore, as mentioned above CounterThe specific values ​​of the reaction times TR1 to TR3 and the deceleration D3 are determined so that the stopping time TS, which is the period from the first time point T1 to the third time point T3, can be calculated with acceptable prediction accuracy. For example, the specific values ​​of these parameters can be determined as representative values ​​(e.g., average or median values) of the driver's reaction time, deceleration, etc. measured during test driving and / or braking in response to a warning from a large number of drivers on public roads. Furthermore, each parameter determined in this manner may be corrected and updated in accordance with the driving tendencies of each individual driver.

[0031] (c) Determining whether a first warning is necessary based on the arrival time and the stopping time. That is, the moving target detection unit 20 is configured to determine whether a first warning is necessary for the first target MO detected at the first time point T1 based on the arrival time TA acquired by the above function (a) and the stopping time TS acquired by the above function (b). For example, if issuing the first warning at the first time point T1 would allow the host vehicle SV to stop before reaching the first intersection C1 between the first trajectory L1 and the second trajectory L2, it is determined that a first warning is necessary; otherwise, it is determined that a first warning is unnecessary. In order to determine whether a first warning is necessary in this way, for example, the moving target detection unit 20 can be configured to determine that a first warning is necessary if the arrival time TA is equal to or greater than the stopping time TS, and to determine that a first warning is unnecessary if the arrival time TA is less than the stopping time TS.

[0032] (d) The first alarm is issued by the alarm unit 30 only when it is determined that the first alarm is necessary. That is, the moving target detection unit 20 is configured to cause the alarm unit 30 to issue the first alarm when it is determined by the above function (c) that the first alarm is necessary, and not to cause the alarm unit 30 to issue the first alarm when it is determined by the above function (c) that the first alarm is unnecessary.

[0033] The above-described functions of the moving target detection unit 20 can be realized, for example, by an ECU mounted on the host vehicle SV. In this specification, "ECU" refers to an electronic control unit (Electronic Control Unit) having a microcomputer as its main component, and is also referred to as a "controller." The microcomputer includes a CPU (processor), ROM, RAM, non-volatile memory, an interface, and the like. The CPU is configured to realize each of the above-described functions by executing instructions (programs, routines) stored in the ROM. These functions may be executed by one specific ECU constituting the first device, or may be executed in a distributed manner by multiple ECUs. In the latter case, the multiple ECUs may be configured to be connected via, for example, a CAN (Controller Area Network) or the like and be able to communicate with each other.

[0034] 3 is a flowchart showing an example of the flow of various processes in a routine for executing the above-described functions in first device 101. When an ignition key of a vehicle (not shown) is turned on, various controls including driving assistance executed by first device 101 are started. The routine shown in the flowchart of FIG. 3 is repeatedly executed at predetermined short time intervals (for example, 0.05 seconds).

[0035] When the above routine is started, in step S10, it is determined whether or not a first intention, which is the driver's intention to turn the vehicle SV left or right at an intersection ahead of the vehicle SV, has been detected. As described above, the presence or absence of the first intention can be detected based on, for example, the operation of the turn signal lever by the driver.

[0036] If the first intention is detected (step S10: Yes), this time point is recorded as the first time point T1, and in the next step S20, it is determined whether or not a first target MO, which is a moving target approaching the host vehicle SV from the rear side on the side where the host vehicle SV is turning left or right, has been detected. On the other hand, if the first intention is not detected in step S10 (step S10: No), the routine is temporarily ended. That is, in this case, the first warning is not issued.

[0037] If the first target MO is detected in step S20 (step S20: Yes), the moving target detection unit 20 calculates the arrival time TA, which is the period from the first point in time T1 to the second point in time T2 at which the host vehicle SV arrives at the first intersection C1, in the next step S30. As described above, the first intersection C1 is the intersection of the first trajectory L1, which is the travel trajectory predicted for the first target MO, and the second trajectory L2, which is the travel trajectory predicted for the host vehicle SV. On the other hand, if the first target MO is not detected in step S20 (step S20: No), the routine is temporarily terminated. That is, in this case, the first warning is not issued.

[0038] Then, by executing the following steps S41 and S42 and steps S51, S52 and S53, the first time point T1 The moving target detection unit 20 calculates a stopping time TS, which is the period from the time T1 to the third time T3, which is the time when the host vehicle SV stops under predetermined conditions.

[0039] In the example shown in FIG. 3, first, in step S41, it is determined whether or not the driver is depressing the brake pedal at a first time point T1. If the driver is depressing the brake pedal (step S41: Yes), in the next step S51, a predetermined short reaction time TR1 is set as the preparation time TP (TP = TR1). On the other hand, if the driver is not depressing the brake pedal (step S41: No), in the next step S42, it is determined whether or not the driver is depressing the accelerator pedal at the first time point T1. If the driver is depressing the accelerator pedal (step S42: Yes), in the next step S53, a predetermined long reaction time TR3 is set as the preparation time TP (TP = TR3). On the other hand, if the driver is not depressing the accelerator pedal (step S42: No), in the next step S52, a reaction time TR2 intermediate in length between the reaction times TR1 and TR3 is set as the preparation time TP (TP = TR2).

[0040] Then, in the next step S60, the stopping time TS is calculated as the sum of the braking time TB, which is the length of time required to decelerate and stop the host vehicle SV, which was traveling at speed V1 on the second trajectory L2 at the first point in time T1, at a predetermined deceleration D3, and the preparation time TP set as described above (TS = TP + TB).

[0041] In the next step S70, it is determined whether or not a first warning is necessary based on the arrival time TA and stopping time TS obtained as described above. In the example shown in Fig. 3, if the arrival time TA is equal to or greater than the stopping time TS (step S70: Yes), it is determined that a first warning is necessary, and in the next step S90, the moving target detection unit 20 causes the warning unit 30 to issue the first warning. On the other hand, if the arrival time TA is less than the stopping time TS (step S70: No), it is determined that a first warning is unnecessary, the routine is temporarily ended, and the first warning is not issued.

[0042] In other words, in step S70, when it is determined that if the first warning is executed at the first time point T1, the host vehicle SV can stop before reaching the first intersection point C1 between the first trajectory L1 and the second trajectory L2 (TA ≧ TS), the first warning is executed. On the contrary, when it is determined that there is a possibility that the host vehicle SV cannot stop before reaching the first intersection point C1 between the first trajectory L1 and the second trajectory L2 even if the first warning is executed at the first time point T1 (TA < TS), the first warning is not executed.

[0043] <Effect> As described above, in the first device, whether the first warning is necessary is determined based on the arrival time and the stop time predicted by the moving object detection unit. Therefore, according to the first device, when the driver stops the host vehicle that intends to turn left or right at an intersection, and there is a high possibility of obstructing the path of the moving object approaching the host vehicle from the rear side, the first warning can be prevented from being issued. That is, according to the first embodiment of the present invention, it is possible to appropriately execute a warning as driving support for avoiding contact between the host vehicle and the moving object without obstructing the path of the moving object approaching the host vehicle from the rear side of the host vehicle that intends to turn left or right at an intersection.

[0044] <<Second Embodiment>> Hereinafter, a driving support device according to the second embodiment of the present invention (hereinafter, may be referred to as the "second device") will be described with reference to the drawings.

[0045] As described above, in the first device, the moving object detection unit is configured to determine whether the first warning is necessary based on the arrival time TA and the stop time TS, and to cause the warning unit 30 to execute the first warning only when it is determined that the first warning is necessary. As a result, according to the first device, it is possible to appropriately execute a warning as driving support for avoiding contact between the host vehicle and the moving object without obstructing the path of the moving object approaching the host vehicle from the rear side of the host vehicle that intends to turn left or right at an intersection.

[0046] However, it is considered that there is little need to issue the first warning when the possibility of contact between the host vehicle and the first target is sufficiently low. Specific examples of such cases include a case where the distance between the host vehicle and the first target, which is a moving target approaching the host vehicle from the left rear side or right rear side of the host vehicle that is about to turn left or right at an intersection ahead, is sufficiently large and / or a case where the speed of the host vehicle is sufficiently high compared to the speed of the first target.

[0047] <composition> Therefore, the second device is the above-mentioned first device, which is a driving assistance device characterized in that the moving target detection unit is configured to determine whether or not a first warning is necessary based also on the time to collision between the host vehicle SV and the first target at the first time point. The specific manner of using the time to collision (TTC) in the procedure for determining whether or not a first warning is necessary is not particularly limited as long as it is possible to appropriately determine whether or not the possibility of collision between the host vehicle SV and the first target MO is sufficiently low.

[0048] For example, in the second device, the moving target detection unit can be configured to determine that the first alarm is unnecessary if the collision margin time TTC is greater than a predetermined threshold value Th, even if it is determined that the first alarm is necessary based on the arrival time TA and the stopping time TS.

[0049] 4 is a flowchart showing an example of the flow of various processes in a routine for executing the above functions in the second device. The flowchart shown in FIG. 4 includes a step S70 in which the moving target detection unit 20 determines whether or not a first warning is necessary based on the arrival time TA and the stopping time TS, and a step S90 in which the moving target detection unit 20 causes the warning unit 30 to issue the first warning, in which the time to collision TTC between the host vehicle SV and the first target MO is determined to be equal to or smaller than a predetermined threshold value Th. Under 3, except for the addition of step S80 in which the moving target detection unit 20 determines whether or not there is a target.

[0050] In the example shown in Fig. 4, even if it is determined in step S70 that the arrival time TA is equal to or greater than the stopping time TS (step S70: Yes) and that the first warning is necessary, it is determined in the next step S80 whether the time to collision TTC is equal to or less than a predetermined threshold value Th. If it is determined in step S80 that the time to collision TTC is greater than the threshold value Th (step S80: No), the routine is temporarily ended and the first warning is not issued. That is, SV and the first target MO If the possibility of contact between the two is sufficiently low, the first warning will not be issued.

[0051] On the other hand, if it is determined in step S80 that the time to collision TTC is equal to or less than the threshold value Th (step S80: Yes), in the next step S90, the moving object detection unit 20 causes the warning unit 30 to issue a first warning. SV and the first target MO If there is a possibility of contact between the vehicle and the vehicle, a first warning is issued based on the determination result in step S70.

[0052] <effect> As described above, in the second device, even if it is determined that the first warning is necessary based on the arrival time and the stopping time, if it is determined that the possibility of contact between the host vehicle and the first target is sufficiently low based on the time to collision, the first warning is not issued. As a result, the second device can more appropriately issue a warning as driving assistance to avoid contact between the host vehicle and a moving target without obstructing the path of the moving target approaching the host vehicle from the rear side when the host vehicle is attempting to turn left or right at an intersection. [Example]

[0053] Hereinafter, a driving assistance device according to an embodiment of the present invention (hereinafter, sometimes referred to as "embodiment device") will be described with reference to the drawings. FIG. 5 is a schematic block diagram showing an example of the configuration of the embodiment device. The embodiment device 110 shown in FIG. 5 includes a power supply system management unit (Zone ECU) 11 equipped with a turn signal lever 12 as an intention detection unit 10, a front-side radar 22a, a rear-side radar 22b, a front-side radar 22c, a front-side radar 22d, a rear-side radar 22e, a front-side radar 22f, a front-side radar 22g, a front-side radar 22h, a rear-side radar 22h, a front ... rear-side radar 22h, a front-side radar 22h, a rear-side radar 22h, a front-side radar 22h, a rear-side radar 22h, a front-side radar 22h, a rear-side radar 22h, a front-side radar 22h, a rear-side radar Side Mela 22c and side The embodiment device 110 includes a driving assistance unit (ADU) 21 including a blind spot monitor (BSM) 22 equipped with a side camera 22d as a moving object detection unit 20, a meter 31 equipped with a multi-information display (MID) 31a and a buzzer 31b, and an electric power steering (EPS) 32 equipped with a vibrator 32a as an alarm unit 30. Furthermore, the embodiment device 110 is configured to detect the driver's brake and accelerator operation states using a brake pedal 41 equipped in a vehicle stability control unit (VSC) 40 of the host vehicle SV and an accelerator pedal 51 equipped in a powertrain (PT) 50. In addition, a central ECU (also referred to as a "gateway ECU") 60 controls and manages the above-mentioned components as a whole.

[0054] The device 110 of the embodiment having the above-described configuration realizes the above-described functions (a) to (d) in accordance with the flowchart shown in Fig. 4. In the device 110 of the embodiment, the parameters for realizing the functions (a) to (d) are set as follows:

[0055] (1) The first section, Z1, is the "deceleration section" Speed ​​V1 of the host vehicle SV at the first time point T1 = Vehicle speed of the host vehicle SV at the first time point T1 Deceleration D1=-0.2G Target speed V2=20km / h Turning radius R1 = Fixed to the turning radius of the host vehicle SV at the first time point T1

[0056] (2) The second section Z2, which is a "clothoid section" Deceleration D2=-0.1G Target speed V3=10km / h Target turning radius R3 = 15m

[0057] (3) The third section Z3, which is a "steady circular section" Speed ​​= Fixed at V3 Turning radius = fixed at R3

[0058] As a result of setting the parameters as described above, in a situation where the speed V1 of the host vehicle SV at the first time point T1 is 35 km / h and the host vehicle SV is about to turn left at an intersection ahead as illustrated in FIG. 2, the host vehicle SV can turn left without obstructing the path of the first target MO, which is a motorcycle approaching the host vehicle SV from the left rear side. SV and First target MO The system was able to properly issue an alarm as a driving support measure to avoid contact with the vehicle.

[0059] For the purpose of explaining the present invention, several embodiments and implementation Examples have been described, at times with reference to the accompanying drawings, and the scope of the invention extends beyond these exemplary embodiments and implementation The present invention should not be construed as being limited to the examples, and it goes without saying that appropriate modifications can be made within the scope of the claims and the matters described in the specification. In addition, the present invention can be applied to autonomous vehicles. [Explanation of symbols]

[0060] 101,110...Driving assistance devices 10...Intention detection unit 11…Power system management unit (Zone ECU) 12...Turn signal lever 20...Moving target detection unit 21... Driver Assistance Unit (ADU) 22...Blind Spot Monitor (BSM) 22a...Front and side radar 22b...Rear side radar 22c…before Side Mela 22d …side Side camera 30...Alarm section 31...meter 31a...Multi-information display (MID) 31b...Buzzer 32...Electric power steering (EPS) 32a...Vibrator 40...Vehicle Stability Control (VSC) 41...Brake pedal 50...Powertrain (PT) 51...Accelerator pedal 60...Central ECU

Claims

1. A driving assistance device comprising: an intention detection unit that detects a first intention, which is a driver's intention to turn the host vehicle left or right at an intersection ahead of the host vehicle; a moving target detection unit that detects a first target, which is a moving target approaching the host vehicle from the rear side of the host vehicle on the side where the host vehicle is about to turn left or right when the first intention is detected; and an alarm unit that issues a first alarm, which is an alarm about the first target, when the first target is detected, The moving target detection unit predicting an arrival time, which is a period from a first time point, which is a time point when the first intention is detected, to a second time point, which is a time point when the host vehicle arrives at a first intersection, which is a point of intersection between a first trajectory, which is a travel trajectory predicted for the first target, and a second trajectory, which is a travel trajectory predicted for the host vehicle; predicting a stopping time, which is a period from the first time point to a third time point at which the host vehicle has stopped under predetermined conditions, based on an operation state of an accelerator pedal and / or a brake pedal by the driver at the first time point; If the arrival time is equal to or longer than the stopping time, it is determined that the first warning is necessary; If the arrival time is less than the stopping time, it is determined that the first warning is unnecessary, causing the alarm unit to issue the first alarm only when it is determined that the first alarm is necessary; A driving assistance device characterized by being configured as follows.

2. 2. A driving assistance device according to claim 1, The moving target detection unit Even when it is determined that the first warning is necessary based on the arrival time and the stopping time, it is determined that the first warning is unnecessary if the time to collision between the host vehicle and the first target at the first time point is greater than a predetermined threshold. A driving assistance device characterized by being configured as follows.

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