Vehicle driving control system

Abstract

To provide a travel control device that estimates a travel route of a vehicle after a primary collision quickly and more easily and corrects the estimated travel route.SOLUTION: A travel control device includes: a surrounding environment recognition device (10, 37) including a recognition unit configured to recognize a surrounding environment of a vehicle, a collision object recognition unit configured to recognize an object having a possibility of colliding with the vehicle, and a safety degree region setting unit configured to set a plurality of safety degree regions corresponding to safety degrees in a surrounding region; a collision time calculation unit (14) configured to calculate an expected time of a collision between the vehicle and the object; a collision object estimation unit (14) configured to estimate a travel route of the object and a position of the collision with the vehicle, based on the calculated expected time of the collision; a post-collision travel range estimation unit (14) configured to estimate a post-collision travel range of the vehicle, based on the estimated position of the collision; a collision detection unit (10, 37) configured to detect the collision between the vehicle and the object; and a travel control unit 14 configured to control the vehicle; wherein, when the collision between the vehicle and the object is detected, the travel control unit performs travel control corresponding to the safety degree of the safety degree region in front of the estimated travel range after the collision of the vehicle.SELECTED DRAWING: Figure 1

Description

Technical Field

[0001] This invention relates to a vehicle driving control device that estimates the driving route of a vehicle after a primary collision and corrects the estimated driving route.

Background Art

[0002] Generally, in vehicles such as automobiles, when a collision accident or the like occurs, the driving route of the vehicle after the primary collision may suddenly change in a direction unintended by the driver.

[0003] Therefore, in conventional vehicle driving control devices, when a vehicle collides with another vehicle, control techniques for reducing third-party damages that may occur due to secondary collisions or the like are required by performing driving control of the vehicle after the primary collision. And, for example, in Japanese Patent Application Laid-Open No. 2010-195177, Japanese Patent Application Laid-Open No. 2019-64301, Japanese Patent Application Laid-Open No. 2019-209910, etc., various proposals regarding driving control at the time of vehicle collision have been made.

[0004] In Japanese Patent Application Laid-Open No. 2010-195177 and the like, a moving object such as another vehicle is detected using a sensor device such as a radar while the vehicle is driving, and when a collision with the detected other vehicle is predicted, a technique for accurately estimating the collision position of the other vehicle with the host vehicle for the purpose of protecting the occupants is disclosed.

[0005] Also, the vehicle driving control device disclosed by Japanese Patent Application Laid-Open No. 2019-64301 and the like recognizes an object existing in the periphery of the vehicle (mainly in front of the traveling direction) using various sensor devices, sets a priority for each recognized object, sets the driving route of the vehicle after the primary collision based on the set priority, and performs driving control of the vehicle along the set estimated driving route.

[0006] Furthermore, the vehicle driving control device disclosed in Japanese Patent Publication No. 2019-209910, etc., when the vehicle is stopped or in other situations, and when another vehicle approaching the vehicle is detected and it is predicted that the other vehicle will collide with the vehicle, it estimates the direction of movement of the vehicle after the initial collision and performs driving control to avoid or mitigate a collision between the vehicle and an object in the estimated direction of movement. [Prior art documents] [Patent Documents]

[0007] [Patent Document 1] Japanese Patent Publication No. 2010-195177 [Patent Document 2] Japanese Patent Publication No. 2019-64301 [Patent Document 3] Japanese Patent Publication No. 2019-209910 [Overview of the project] [Problems that the invention aims to solve]

[0008] However, the technologies disclosed in Japanese Patent Publication No. 2010-195177 and Japanese Patent Publication No. 2019-64301, etc., calculate the precise collision position and the vehicle's trajectory after the initial collision by performing complex calculations. This results in high-cost computing devices and long calculation times, thus lacking responsiveness.

[0009] Furthermore, the vehicle driving control device disclosed in Japanese Patent Publication No. 2019-209910 and other documents primarily considers situations where the vehicle is stationary or in a parking lot, and has the problem of not being able to adequately handle situations such as high-speed driving on a road.

[0010] The object of the present invention is to provide a vehicle driving control device that can quickly estimate the driving path of a vehicle after a primary collision and correct the estimated driving path using a simpler and more straightforward method without requiring complex calculations. [Means for solving the problem]

[0011] To achieve the above objective, a vehicle driving control device according to one aspect of the present invention comprises: a recognition unit for recognizing the surrounding environment of a vehicle; a collision object recognition unit for recognizing objects that may collide with the vehicle from the recognized surrounding environment of the vehicle; and a safety degree area setting unit for setting a plurality of safety degree areas in the area surrounding the vehicle according to the degree of safety; and the surrounding environment recognition device comprising: a recognition unit for recognizing the surrounding environment of a vehicle; a collision object recognition unit for recognizing objects that may collide with the vehicle from among the recognized surrounding environment of the vehicle; and a safety degree area setting unit for setting a plurality of safety degree areas according to the degree of safety; and the vehicle and the object Predicted longitudinal collision time in the direction of travel and lateral collision in the direction perpendicular to the direction of travel Predicted collision time and A collision time calculation unit that calculates the calculated beside Predicted collision time Changes over time Based on this, the travel path of the object is Based on the estimated changes over time between the travel path and the predicted longitudinal collision time and the predicted lateral collision time, The system comprises: a collision object estimation unit that estimates the collision position with the vehicle; a post-collision driving range estimation unit that estimates the driving range of the vehicle after the collision based on the estimated collision position; a collision detection unit that detects the collision between the vehicle and the object; and a driving control unit that comprehensively controls the overall operation of the vehicle. When the driving control unit detects a collision between the vehicle and the object, it performs driving control according to the safety level of the safety level area in front of the estimated post-collision driving range of the vehicle. [Effects of the Invention]

[0012] According to the present invention, it is possible to provide a vehicle driving control device that can quickly estimate the driving path of a vehicle after a primary collision and correct the estimated driving path using a simpler and more straightforward method without requiring complex calculations. [Brief explanation of the drawing]

[0013] [Figure 1] Block diagram showing the schematic configuration of a driving control device according to one embodiment of the present invention. [Figure 2]A diagram for explaining the operation of the travel control device of FIG. 1, which is an explanatory diagram showing an example of the situation when the host vehicle collides with another vehicle on the road [Figure 3] A diagram for explaining the operation of the travel control device of FIG. 1, which is a diagram showing two examples of the trajectory of the travel route at the time of collision between the host vehicle and another vehicle [Figure 4] A diagram for explaining the operation of the travel control device of FIG. 1, which is a conceptual diagram showing the change over time of TTC during travel according to the two examples of the travel route of FIG. 3 [Figure 5] A diagram for explaining the operation of the travel control device of FIG. 1, which is an explanatory diagram for estimating the travel route of the host vehicle after collision at the time of collision between the host vehicle and another vehicle [Figure 6] Flowchart of the first half of the collision-time travel control executed by the travel control device of FIG. 1 [Figure 7] Flowchart of the second half of the collision-time travel control executed by the travel control device of FIG. 1

Embodiments for Carrying Out the Invention

[0014] Hereinafter, the present invention will be described according to the illustrated embodiments. Each of the drawings used in the following description is shown schematically, and in order to show each component in a size that can be recognized on the drawing, the dimensional relationships, scales, etc. of each member may be shown differently for each component. Therefore, the present invention is not limited only to the illustrated form with respect to the quantity of each component described in each drawing, the shape of each component, the ratio of the size of each component, the relative positional relationship of each component, etc.

[0015] In addition, when explaining the configuration and operation of the present embodiment, it is exemplified as a road system based on left-hand traffic where the traffic lane of the vehicle is on the left in the traveling direction. However, regarding the configuration and operation of the present embodiment, by considering the left and right swapped, it can be applied in exactly the same way to a road system based on right-hand traffic.

[0016] First, the schematic configuration of the vehicle driving control device according to an embodiment of the present invention will be described below with reference to FIG. 1. FIG. 1 is a block diagram showing the schematic configuration of the driving control device according to an embodiment of the present invention.

[0017] As shown in FIG. 1, the basic configuration of the driving control device 1 of the present embodiment has substantially the same configuration as that of a conventional driving control device of this type. Therefore, the following description will only briefly describe the driving control device 1 of the present embodiment, and detailed description will be omitted.

[0018] The driving control device 1 of the present embodiment has a camera unit 10, which is an in-vehicle camera device fixed to the upper central part in the front of the vehicle interior of the vehicle (hereinafter referred to as the host vehicle) on which the driving control device 1 is mounted.

[0019] The camera unit 10 is configured to include a stereo camera 11, an image processing unit (IPU) 12, an image recognition unit (image recognition_ECU) 13, and a driving control unit (driving_ECU) 14.

[0020] The stereo camera 11 is a device that functions as a recognition unit for recognizing the surrounding environment of the vehicle. The stereo camera 11 includes a main camera 11a and a sub camera 11b. The main camera 11a and the sub camera 11b are arranged, for example, at symmetric positions on the left and right sides across the center in the vehicle width direction in the vehicle interior of the host vehicle, facing forward (the traveling direction).

[0021] The main camera 11a and the sub camera 11b are each configured by, for example, a CMOS image sensor or the like, and acquire two images of the surrounding environment of a predetermined area in front of the vehicle from different viewpoints at a predetermined imaging cycle synchronized with each other to generate a stereo image. The stereo image data thus generated is output to the IPU 12 as surrounding environment image data (image data representing the surrounding environment during the traveling of the host vehicle).

[0022] The IPU 12 receives ambient environmental image data captured by the stereo camera 11, performs predetermined image processing on the received image data, and detects the edges of various objects, including objects (moving objects, stationary objects) represented in the image, as well as lane markings etc. (hereinafter simply referred to as lane markings etc.) marked on the road surface. In this way, the IPU 12 recognizes objects and lane markings etc. around the vehicle. The IPU 12 then obtains distance information from the amount of positional shift of corresponding edges in the left and right images and generates image information including distance information (distance image information). The distance image information thus generated is output to the image recognition ECU 13.

[0023] The image recognition ECU13 determines the road curvature [1 / m] of the lane markings that demarcate the road on the left and right sides of the road the vehicle is traveling on (the vehicle's road) and the width between the left and right lane markings (lane width) based on distance image information received from the IPU12. Various methods are known for determining this road curvature and lane width. For example, the image recognition ECU13 recognizes the left and right lane markings by binarization processing based on brightness differences using surrounding environment information, and determines the curvature of the left and right lane markings for each predetermined section using a curve approximation formula based on the least squares method. Furthermore, the image recognition ECU13 calculates the lane width from the difference in curvature between the left and right lane markings.

[0024] The image recognition ECU13 then calculates the vehicle's lateral position deviation, which is the distance from the center of the lane to the center of the vehicle in the vehicle's width direction, based on the curvature of the left and right lane lines and the lane width.

[0025] Furthermore, the image recognition ECU13 performs predetermined pattern matching on distance image information to recognize three-dimensional objects such as stationary objects extending along the road, like guardrails and curbs, and moving objects in the surrounding area (for example, oncoming vehicles, vehicles turning left or right ahead, vehicles following ahead, and other moving objects including bicycles and pedestrians).

[0026] In the image recognition ECU13, the recognition of three-dimensional objects includes, for example, the type of object, the height of the object, the distance to the object, the speed of the object, the relative speed between the object and the vehicle, and the relative distance between objects (for example, the lateral distance between a curb at the edge of the road and a nearby lane marking). Furthermore, if the object is another vehicle, the general type of vehicle (large vehicle, medium-sized vehicle, regular car, light four-wheeled vehicle, or motorcycle, etc.) and vehicle size are also recognized.

[0027] In this case, the image recognition ECU13 functions as a collision object recognition unit that recognizes objects in the surrounding environment of the recognized vehicle that could potentially collide with it. Here, objects that could potentially collide with the vehicle include, for example, oncoming vehicles, vehicles turning left or right in front of the vehicle, etc. These objects are then recognized as collision target vehicles.

[0028] Furthermore, the image recognition ECU13 sets multiple safety level regions in the area surrounding the vehicle, according to the level of safety. In this case, the image recognition ECU13 functions as a safety level region setting unit. Details of the multiple safety level regions set by this safety level region setting unit will be described later.

[0029] The various pieces of information recognized by the image recognition ECU13 are output to the driving ECU14 as the first ambient environment information.

[0030] Thus, in the driving control device 1 of this embodiment, the image recognition ECU 13, together with the stereo camera 11 and the IPU 12, realizes the function of an ambient environment recognition device that recognizes a first ambient environment around the vehicle.

[0031] The Driving ECU 14 is a control unit for the overall control of the Driving Control Device 1. Various control units, such as the Cockpit Control Unit (CP_ECU) 21, Engine Control Unit (E / G_ECU) 22, Transmission Control Unit (T / M_ECU) 23, Brake Control Unit (BK_ECU) 24, and Power Steering Control Unit (PS_ECU) 25, are connected to this Driving ECU 14 via an in-vehicle communication line such as CAN (Controller Area Network).

[0032] Furthermore, the driving ECU14 is connected to various sensors, including a locator unit 36, an on-board radar system 37 (left front side sensor 37lf, right front side sensor 37rf, left rear side sensor 37lr, right rear side sensor 37rr), a rear sensor 38, and others.

[0033] The CP_ECU21 is connected to a Human-Machine Interface (HMI)31 located around the driver's seat. The HMI31 consists of, for example, switches for instructing the execution of various driving assistance controls, a mode switch for switching driving modes, a steering touch sensor for detecting the driver's steering state, a driver monitoring system (DMS) for detecting the driver's facial recognition and gaze, a touch panel display, a combination meter, a speaker, and the like.

[0034] When CP_ECU21 receives control signals from Driving_ECU14, it appropriately notifies the driver of various information such as the status of various warnings and driving assistance controls for preceding vehicles, and the surrounding environment of the vehicle, through displays and voice prompts via HMI31. In addition, CP_ECU21 outputs various input information, such as the on / off operation status of various driving assistance controls, input by the driver via HMI31, to Driving_ECU14.

[0035] The output side of the E / G_ECU22 is connected to the throttle actuator 32 of the electronically controlled throttle, etc. Various sensors, such as an accelerator sensor (not shown), are connected to the input side of the E / G_ECU22.

[0036] The E / G_ECU22 controls the throttle actuator 32 based on control signals from the Driving_ECU14 or detection signals from various sensors. This allows the E / G_ECU22 to adjust the amount of intake air for the engine and generate the desired engine output. The E / G_ECU22 also outputs signals such as the accelerator opening angle detected by the various sensors to the Driving_ECU14.

[0037] The output side of T / M_ECU23 is connected to the hydraulic control circuit 33. Various sensors, such as a shift position sensor (not shown), are connected to the input side of T / M_ECU23. Based on the engine torque signal estimated by E / G_ECU22 and the detection signals from the various sensors, T / M_ECU23 performs hydraulic control on the hydraulic control circuit 33. As a result, T / M_ECU23 operates the friction engagement elements and pulleys provided in the automatic transmission to shift the engine output to the desired gear ratio. T / M_ECU23 also outputs signals such as the shift position detected by the various sensors to the driving_ECU14.

[0038] The output side of the BK_ECU24 is connected to brake actuators 34, which adjust the brake fluid pressure output to the brake wheel cylinders located on each wheel. The input side of the BK_ECU24 is connected to various sensors, including a brake pedal sensor, yaw rate sensor, longitudinal acceleration sensor, and vehicle speed sensor (not shown).

[0039] The BK_ECU24 controls the brake actuator 34 based on control signals from the Driving_ECU14 or detection signals from various sensors. This allows the BK_ECU24 to appropriately generate braking force on each wheel for forced braking control and yaw rate control of the vehicle. The BK_ECU24 also outputs signals such as brake operation status, yaw rate, longitudinal acceleration, and vehicle speed (vehicle speed) detected by various sensors to the Driving_ECU14.

[0040] The output side of the PS_ECU25 is connected to an electric power steering motor 35, which applies steering torque to the steering mechanism through the motor's rotational force. Various sensors, such as a steering torque sensor and a steering angle sensor, are connected to the input side of the PS_ECU25.

[0041] The PS_ECU25 controls the electric power steering motor 35 based on control signals from the driving_ECU14 or detection signals from various sensors. This causes the PS_ECU25 to generate steering torque for the steering mechanism. The PS_ECU25 also outputs signals such as steering torque and steering angle detected by the various sensors to the driving_ECU14.

[0042] The locator unit 36 ​​is comprised of a GNSS sensor 36a and a high-precision road map database (road map DB) 36b, among other components.

[0043] The GNSS sensor 36a determines the vehicle's position (latitude, longitude, altitude, etc.) by receiving positioning signals transmitted from multiple positioning satellites.

[0044] The road map DB36b is a large-capacity storage medium such as an HDD or SSD, and stores highly accurate road map information (dynamic map). This road map DB36b holds lane data necessary for autonomous driving, such as lane width data, lane center position coordinate data, lane direction angle data, and speed limit data. This lane data is stored at intervals of several meters for each lane on the road map. The road map DB also holds information on various facilities and parking lots. For example, based on a request signal from the driving_ECU14, the road map DB36b outputs road map information for a set range based on the vehicle's position determined by the GNSS sensor 36a as third surrounding environment information to the driving_ECU14.

[0045] Thus, in the driving control device 1 of this embodiment, the road map DB36b, together with the GNSS sensor 36a, realizes the function of an ambient environment recognition device that recognizes a third ambient environment around the vehicle.

[0046] The left front side sensor 37lf, the right front side sensor 37rf, the left rear side sensor 37lr, and the right rear side sensor 37rr are multiple sensors that constitute the in-vehicle radar system 37, and are composed of, for example, millimeter-wave radar.

[0047] Here, each millimeter-wave radar detects three-dimensional objects, primarily pedestrians and other vehicles, as well as structures located at the edge of the road (e.g., the shoulder), by receiving and analyzing reflected waves from objects in response to the emitted radio waves. Furthermore, each millimeter-wave radar also detects three-dimensional obstacles present on the road. In this case, each radar detects specific information about the three-dimensional object, such as the width of the object, the position of a representative point of the object (relative position and relative distance from the vehicle), and the relative speed.

[0048] The left front side sensor 37lf and the right front side sensor 37rf are, for example, located on the left and right sides of the front bumper, respectively. The left front side sensor 37lf and the right front side sensor 37rf detect three-dimensional objects in the diagonally forward and lateral areas of the vehicle that are difficult to recognize with the image from the stereo camera 11, as second surrounding environment information.

[0049] Furthermore, the left rear side sensor 37lr and the right rear side sensor 37rr are, for example, located on the left and right sides of the rear bumper, respectively. The left rear side sensor 37lr and the right rear side sensor 37rr detect three-dimensional objects in the diagonal lateral and rear areas of the vehicle that are difficult to recognize with the left front side sensor 37lf and the right front side sensor 37rf, as second surrounding environment information.

[0050] Thus, in the driving control device 1 of this embodiment, the on-board radar device 37 (front side sensor 37lf, right front side sensor 37rf, left rear side sensor 37lr, right rear side sensor 37rr) functions as an ambient environment recognition device that recognizes a second ambient environment around the vehicle. The information acquired by these sensors 37lf, 37rf, 37lr, and 37rr is sent to the image recognition ECU 13.

[0051] The rear sensor 38 is composed of, for example, a sonar device. This rear sensor 38 is, for example, located on the rear bumper. The rear sensor 38 detects three-dimensional objects in the area behind the vehicle that are difficult to recognize with the left rear side sensor 37lr and the right rear side sensor 37rr, as a fourth type of surrounding environment information.

[0052] Thus, in the driving control device 1 of this embodiment, the rear sensor 38 functions as an ambient environment recognition device that recognizes a fourth ambient environment around the vehicle.

[0053] Furthermore, the coordinates of each external object included in the first ambient environment information recognized by the camera unit 10 including the image recognition ECU 13, the third ambient environment information recognized by the locator unit 36, the second ambient environment information recognized by the on-board radar device 37 (left front side sensor 37lf, right front side sensor 37rf, left rear side sensor 37lr, right rear side sensor 37rr), and the fourth ambient environment information recognized by the rear sensor 38 are all converted into coordinates in a three-dimensional coordinate system with the center of the vehicle as the origin by the driving ECU 14.

[0054] The driving ECU14 has several driving modes: a manual driving mode, a first driving control mode and a second driving control mode, and a stow mode. These driving modes can be selectively switched in the driving ECU14 based on, for example, the operation status of the mode switching switch provided on the HMI31.

[0055] Here, manual driving mode refers to a driving mode that requires the driver to maintain steering, and is a driving mode in which the vehicle is driven according to driving operations such as steering, accelerating, and braking performed by the driver.

[0056] Similarly, the first driving control mode is also a driving mode that requires the driver to maintain steering. In other words, the first driving control mode is a semi-autonomous driving mode, or a driving assistance mode, that reflects the driver's driving operations and, for example, through the control of E / G_ECU22, BK_ECU24, PS_ECU25, etc., primarily uses an appropriate combination of adaptive cruise control (ACC), active lane keep centering control (ALKC), and active lane departure prevention control (ALKB) to drive the vehicle along the target driving path.

[0057] Here, adaptive cruise control (ACC) is basically performed based on first ambient environment information input from the image recognition ECU13. In other words, adaptive cruise control (ACC) is performed based on, for example, information about the preceding vehicle included in the first ambient environment information from the image recognition ECU13.

[0058] Furthermore, lane centering control and lane departure prevention control are basically performed based on first and third surrounding environment information input from at least one of the image recognition ECU 13 or the locator unit 36. That is, lane centering control and lane departure prevention control are performed based, for example, on lane marking information included in the third surrounding environment information from the image recognition ECU 13 or the locator unit 36.

[0059] Furthermore, the second driving control mode is an automated driving mode that realizes a so-called hands-off function, which allows the vehicle to travel according to a target route (route map information) by appropriately combining preceding vehicle following control, lane centering control, and lane departure prevention control, for example, through the control of E / G_ECU22, BK_ECU24, PS_ECU25, etc., without requiring the driver to operate the steering, accelerator, or brakes.

[0060] The escape mode is a mode that automatically stops the vehicle on the roadside or elsewhere in the event that, for example, while driving in the second driving control mode, it becomes impossible to continue driving in that mode and it is not possible to take over driving operations to the driver (i.e., it is not possible to switch to manual driving mode or the first driving control mode).

[0061] Furthermore, in each of the above-mentioned driving modes, if the driving ECU14 detects obstacles such as preceding vehicles or three-dimensional objects like fallen objects on the road that are likely to collide with the vehicle, it will determine whether or not to perform obstacle avoidance control accompanied by emergency braking control (autonomous emergency braking control (AEB)) or emergency steering control, and will perform the prescribed control as appropriate.

[0062] Furthermore, the Driving ECU14 functions as a collision time calculation unit that calculates the predicted collision time (TTC: Time to Collision) between the vehicle and the target vehicle based on information about the target vehicle and information about the vehicle itself included in the first surrounding environment information recognized by the Image Recognition ECU13.

[0063] Furthermore, the Driving_ECU14 estimates the driving path of the other vehicle to be hit, the collision position when the other vehicle collides with the vehicle, etc., based on the calculated predicted collision time. In this case, the Driving_ECU14 functions as a collision target estimation unit.

[0064] Then, the driving_ECU14 estimates the driving range, including the vehicle's driving path after the collision, based on the estimated collision location. In this case, the driving_ECU14 functions as a post-collision driving range estimation unit.

[0065] Furthermore, all or part of the locator unit 36, image recognition ECU 13, driving ECU 14, CP ECU 21, E / G ECU 22, T / M ECU 23, BK ECU 24, PS ECU 25, etc., are composed of a processor that includes hardware.

[0066] Here, the processor is composed of a well-known configuration including, for example, a central processing unit (CPU), RAM (Random Access Memory), ROM (Read Only Memory), non-volatile memory, non-volatile storage, and non-transitory computer-readable medium, as well as its peripheral devices.

[0067] ROM, non-volatile memory, and non-volatile storage devices pre-store software programs executed by the CPU, as well as fixed data such as data tables. The CPU reads the software programs stored in ROM, loads them into RAM, and executes them. The software programs then refer to various data as appropriate, thereby realizing the functions of each of the above-mentioned components and units (13, 14, 21-25, 36).

[0068] Furthermore, the processor may be composed of semiconductor chips such as FPGAs (Field Programmable Gate Arrays). Also, each of the above components and components (13, 14, 21~25, 36), etc., may be composed of electronic circuits.

[0069] Furthermore, the software program may be recorded in whole or in part as a computer program product on portable disc media such as flexible disks, CD-ROMs, and DVD-ROMs, or on non-transitory computer-readable media such as card-type memory, HDDs (Hard Disk Drives), and SSDs (Solid State Drives).

[0070] Furthermore, instead of (or in addition to) the stereo camera 11 included in the camera unit 10, a monocular camera may be used as the surrounding environment recognition device. Also, instead of (or in addition to) the on-board radar device 37, a LiDAR (Light Detection and Ranging) system may be used, for example.

[0071] Furthermore, the driving control device 1 of this embodiment is further equipped with a collision detection unit that detects collisions between the vehicle and other vehicles. This collision detection unit may include, for example, a camera unit 10 and an on-board radar device 37 as surrounding environment recognition devices. For example, the camera unit 10 and the on-board radar device 37 can detect collisions with other vehicles based on various information about objects around the vehicle, particularly distance information to other vehicles. However, the collision detection unit is not limited to this configuration. For example, a separate sensor that detects impacts applied to the vehicle can be provided and used as the collision detection unit.

[0072] The operation of the driving control device 1 of this embodiment, configured in this manner, will be described below. Figures 2 to 7 are diagrams illustrating the operation of the driving control device of one embodiment of the present invention. Figure 2 is an explanatory diagram showing an example of a situation when the vehicle collides with another vehicle on a road. Figure 3 is a diagram showing two examples of the trajectory of the driving path when the vehicle collides with another vehicle. Figure 4 is a conceptual diagram showing the change in TTC over time when driving along the two driving paths in Figure 3. Figure 5 is a diagram illustrating the procedure for estimating the driving path of the vehicle after a collision when the vehicle collides with another vehicle.

[0073] Figures 6 and 7 are flowcharts illustrating collision-time driving control performed by a vehicle driving control device according to one embodiment of the present invention. Figure 6 is a flowchart of the first half of the collision-time driving control performed by the vehicle driving control device according to one embodiment of the present invention (from the start to the collision-time driving path estimation process). Figure 7 is a flowchart of the second half of the collision-time driving control performed by the vehicle driving control device according to one embodiment of the present invention (driving control after collision-time driving path estimation).

[0074] First, the symbols used in Figures 2 to 5 will be explained below. In Figures 2, 3, and 5, the symbol M indicates the vehicle on which the driving control device 1 of this embodiment is installed. As will be described in more detail later, in Figure 3, the symbol Ma indicates the position of the vehicle M at a predetermined time (at the time of collision).

[0075] In Figures 2, 3, and 5, the symbol T indicates other vehicles that have the potential to collide with the vehicle M (hereinafter referred to as "collision target vehicles"). In Figure 2, the symbols T1, T2, and T3 indicate other vehicles traveling in the vicinity of the vehicle M (hereinafter referred to as "surrounding vehicles"). In Figure 3, the symbols Ta1, Ta2, and Ta3 are used to indicate the change in position of the collision target vehicle T as it travels along the first travel path Rt1 (details described later). Similarly, in Figure 3, the symbols Tb1, Tb2, Tb3, and Tb4 are used to indicate the change in position of the collision target vehicle T as it travels along the second travel path Rt2 (details described later).

[0076] In Figures 2, 3, and 5, the symbol Rm indicates the travel path of the vehicle M. In Figures 3 and 5, the symbol Rm1 indicates the estimated travel path of the vehicle M after colliding with the target vehicle T traveling on the first travel path Rt1 (details described later). Similarly, in Figure 3, the symbol Rm2 indicates the estimated travel path of the vehicle M after colliding with the target vehicle T traveling on the second travel path Rt2 (details described later).

[0077] In Figures 3 and 5, the symbol Rt1 indicates the first travel path among the examples of travel paths of the other vehicle T that will be hit. Similarly, in Figure 3, the symbol Rt2 indicates the second travel path among the examples of travel paths of the other vehicle T that will be hit.

[0078] In Figures 3 and 5, the symbol Rt1a indicates the estimated travel path of the target vehicle T after it collides with the vehicle M while traveling along the first travel path Rt1. Similarly, in Figure 3, the symbol Rt2a indicates the estimated travel path (movement path) of the target vehicle T after it collides with the vehicle M while traveling along the second travel path Rt2.

[0079] In Figure 2, the symbol P indicates the collision point when the vehicle M collides with the target vehicle T. In Figure 3, the symbols C1 and C2 indicate the collision locations on the vehicle M. Of these, symbol C1 indicates the collision location on the vehicle M when the target vehicle T collides with the vehicle M while traveling on the first travel path Rt1. Similarly, symbol C2 indicates the collision location on the vehicle M when the target vehicle T collides with the vehicle M while traveling on the second travel path Rt2.

[0080] In Figure 2, reference numeral 100 indicates an intersection on a road where the vehicle M and the other vehicle T that is the target of the collision are traveling. This intersection 100 is illustrated as a so-called T-shaped intersection. This intersection 100 is formed by the intersection of two straight roads 100A and 100B.

[0081] The straight road 100A consists of lane 101 (hereinafter referred to as "own lane 101") in which vehicle M is traveling, and lane 102 (hereinafter referred to as "opposing lane 102") that is opposite to vehicle M's lane 101. Furthermore, near intersection 100, the opposing lane 102 consists of a right-turn-only lane 102a and a straight-ahead-only lane 102b. Figure 2 shows a situation where the other vehicle T, the target of the collision, is located on the extension of the right-turn-only lane 102a within intersection 100.

[0082] Furthermore, Figure 2 shows a situation where, on the vehicle's own lane 101, another vehicle T2 is following behind the vehicle M. Similarly, it shows a situation where another vehicle T3 is in the straight-ahead lane 102b of the opposing lane 102.

[0083] The straight road 100B (hereinafter referred to as the intersecting road 100B) that intersects the straight road 100A (hereinafter simply referred to as straight road 100A), which includes the current lane 101, is shown as a two-lane road consisting of lanes 103 and 104. Here, lane 103 is the lane in which the other vehicle T, the target of the collision, intends to proceed after turning right. Figure 2 shows the situation in which the preceding other vehicle T1 is located in this lane 103.

[0084] Figure 2 shows that pedestrian crossings 106A and 106B are provided in the area before the intersection 100 on both the straight road 100A and the intersecting road 100B. Figure 2 also shows that sidewalks 105 are provided along both sides of the straight road 100A and the intersecting road 100B.

[0085] In Figure 2, the symbols S1A, S1B, and S2 indicate traffic lights installed at intersection 100. Of these, symbol S1A is a signaling signal for the group of vehicles, including the own vehicle M, on its own lane 101. Symbol S1B is a signaling signal for the group of vehicles, including the other vehicle T, which is the target of a collision, on the opposing lane 102. Symbol S2 is a signaling signal for the group of vehicles on lane 104 of the intersecting road 100B. In Figure 2, signals S1A and S1B are shown as "green light," and signal S2 is shown as "red light."

[0086] In Figure 2, the symbol H indicates multiple pedestrians waiting at a traffic light on the sidewalk.

[0087] On the other hand, in Figure 2, the regions shown using dotted lines, dashed lines, and double dashed lines represent multiple regions set by the vehicle's driving control device 1 in relation to the area surrounding the vehicle M, including the intersection 100.

[0088] As described above, the driving control device 1 (image recognition ECU 13) of this embodiment sets up multiple safety level regions in the area surrounding the vehicle M according to the level of safety. Each of these multiple regions represents a multiple safety level region set according to the level of safety.

[0089] Here, safety level is a graded degree based on whether vehicle M can continue driving after a collision without causing problems, or whether vehicle M can remain stationary after a collision without causing problems.

[0090] For example, when performing driving control to guide a vehicle M to a predetermined area after a collision, it is desirable to perform driving control to guide the vehicle to a safer area. In this case, the safest area is considered to be an area around the vehicle M where, for example, pedestrians or other vehicles are not currently present, or where they will not be present now or after a predetermined time has elapsed.

[0091] Therefore, for example, the area of ​​Zone A, indicated by the dotted line and the symbol [A] in Figure 2, is shown as a low-safety area with a low level of safety. Specifically, Zone A corresponds to areas where pedestrians, cyclists, etc., are likely to be frequently present, such as on crosswalks or sidewalks. Furthermore, Zone A also includes areas where there is a high probability of other vehicles T1, etc., being present after passing through the intersection 100, such as on lane 103 of intersecting road 100B.

[0092] On the other hand, the area of ​​Zone B, indicated by the dashed line and the symbol [B] in Figure 2, is shown as a moderately safe area. Specifically, Zone B corresponds to an area where, for example, nothing is perceived to be present at the present time (the time of collision), but other vehicles T2, T3, etc., may enter after a predetermined time has elapsed.

[0093] On the other hand, the area of ​​Zone C, indicated by a dashed line and the symbol [C], is shown as a high-safety area with a high degree of safety. Specifically, Zone C corresponds to an area where, for example, it is recognized that nothing exists at the present time (the time of collision), and even after a predetermined time has elapsed, there is no possibility of other vehicles entering the area.

[0094] In Figure 2, Zone C is set, for example, on sidewalk 105. This area can be set as Zone C based on the idea that if there are no pedestrians or other persons present in this area at the time of impact, there will be no problem even if the vehicle is guided towards this area (on the sidewalk, etc.) after the collision. Furthermore, if the vehicle is guided into this area (on the sidewalk, etc.) after the collision and then stopped, even if, for example, a pedestrian or other person enters the area after a predetermined time, there will be no problem because the vehicle is stationary. This area can be set as Zone C based on the idea that.

[0095] In the driving control device 1 of this embodiment, while the vehicle M is in motion, multiple safety zones (zone A, zone B, zone C) are always set, dividing the surrounding area into multiple zones according to the level of safety. The handling of safety zones in the driving control device 1 of this embodiment will be described later.

[0096] Next, the situation when collision-time driving control is executed by the driving control device 1 of this embodiment, which estimates the driving path of the vehicle after a collision with another vehicle and corrects the estimated driving path of the vehicle, will be briefly described below.

[0097] Consider a situation where the vehicle M equipped with the driving control device 1 of this embodiment, along with several other vehicles T, T1, T2, T3, etc., are traveling near an intersection 100 as shown in Figure 2.

[0098] At this time, in the vicinity of intersection 100 shown in Figure 2, vehicle M is traveling along its own lane 101 and along the travel path Rm. Here, vehicle M is attempting to proceed straight through intersection 100, as indicated by the travel path Rm.

[0099] At this time, assume that there is another vehicle T in the intersection 100 that is attempting to turn right from the right-turn-only lane 102a of the opposing lane 102 along the travel path Rt. In this situation, the other vehicle T (or its driver) may begin to turn right without noticing the presence of the own vehicle M, or may judge that they can complete the turn before the arrival of the own vehicle M, even though the other vehicle M is approaching. In this situation, the other vehicle T waiting to turn right in the intersection 100 is perceived by the own vehicle M, which is traveling straight, as a potential collision target.

[0100] Under the circumstances shown in Figure 2, various situations are possible when vehicle M collides with other vehicle T. For example, let's consider two examples as shown in Figure 3.

[0101] When vehicle T, which is making a right turn at intersection 100, collides with vehicle M, which is traveling straight along its route Rm at the same intersection 100, (1) When the other vehicle T to be hit travels along the first travel path Rt1 and collides with the vehicle M at the collision position indicated by the symbol C1 in Figure 3 (a part of the side of the vehicle M), (2) When the other vehicle T to be hit travels along the second travel path Rt2 and collides with the vehicle M at the collision position indicated by the symbol C2 in Figure 3 (approximately a part of the front of the vehicle M), That is a possibility.

[0102] When vehicle T, which is making a right turn at intersection 100, collides with its own vehicle M, which is traveling straight along its route Rm through the same intersection 100, the collision points (C1, C2) on vehicle M can be estimated as follows.

[0103] Figure 4 shows the changes in longitudinal TTC and lateral TTC over time when the target vehicle T collides with the own vehicle M, following the two travel paths shown in Figure 3.

[0104] As shown in Figure 3, the longitudinal TTC is a TTC that focuses on the direction of travel (longitudinal direction) of the vehicle M and the other vehicle T that is to be hit. The transverse TTC, on the other hand, focuses on the direction perpendicular to the direction of travel (lateral direction) of the vehicle M and the other vehicle T that is to be hit.

[0105] The graph in Figure 4 assumes a situation where the vehicle M and the other vehicle T are traveling in the opposite direction, and are approaching each other both longitudinally and laterally. Specifically, let's consider the situation shown in Figure 2, where the vehicle M traveling straight collides with the other vehicle T turning right.

[0106] In the graph shown in Figure 4, TTC is quantified based on a predetermined point on each vehicle (M,T) (e.g., the center of gravity; see symbols Gm and Gt in Figure 5). Therefore, on the graph in Figure 4, when the center of gravity points Gm and Gt coincide, it means that the vehicles (M,T) will collide (see symbol C in Figure 4). For this reason, the point indicated by symbol C is shown in the negative TTC region on the graph in Figure 4. However, when considering actual vehicle collisions, collisions occur between the outer surfaces of the vehicles before the center of gravity points Gm and Gt coincide (see symbols C1 and C2 in Figure 3). In this case, symbols C1 and C2 in Figure 3 indicate that a collision occurs when TTC = 0.

[0107] Figure 3 shows the situation in Figure 2 in more detail. As shown in Figure 3, the longitudinal TTC between the approaching vehicle M and the target vehicle T decreases proportionally with time, as indicated by the symbol F in Figure 4. On the other hand, the lateral TTC shows different characteristics depending on whether the target vehicle T is traveling along the first travel path Rt1 or the second travel path Rt2.

[0108] Specifically, in Figure 4, the symbol H1 indicates the change in lateral TTC over time when the vehicle T to be hit travels along the first travel path Rt1. Also, in Figure 4, the symbol H2 indicates the change in lateral TTC over time when the vehicle T to be hit travels along the second travel path Rt2.

[0109] First, consider the case where the target vehicle T travels along the first travel path Rt1 and collides with the own vehicle M. In this case, as the target vehicle T moves from position T to position Ta1 as shown in Figure 3, the lateral TTC changes at a gentle gradient H1a as shown in Figure 4. Next, as the target vehicle T moves from position Ta1 to position Ta2 as shown in Figure 3, the lateral TTC changes at a steep gradient H1b as shown in Figure 4. Furthermore, as the target vehicle T moves from position Ta2 to position Ta3 as shown in Figure 3, the lateral TTC changes at an even steeper gradient H1c as shown in Figure 4. Then, at the point indicated by C1 in Figures 3 and 4, the target vehicle T and the own vehicle M collide.

[0110] In such cases, it can be estimated that the vehicle M after the collision will follow a path like the estimated travel path Rm1. Furthermore, it can be estimated that the other vehicle T that was involved in the collision will follow a path like the estimated travel path Rt1a.

[0111] Next, consider the case where the target vehicle T travels along the second travel path Rt2 and collides with the own vehicle M. In this case, as the target vehicle T moves from position T to position Tb1 shown in Figure 3, the lateral TTC changes at a steep gradient H2a, as shown in Figure 4. Subsequently, as the target vehicle T moves from position Tb1 to position Tb2 in Figure 3, the lateral TTC changes at a slightly gentler gradient H2b, as shown in Figure 4. Further on, as the target vehicle T moves from position Tb2 to position Tb3 in Figure 3, the lateral TTC changes at an even gentler steep gradient H2c, as shown in Figure 4. Then, at the point indicated by C2 in Figures 3 and 4, the target vehicle T and the own vehicle M collide.

[0112] In such cases, it can be estimated that the vehicle M after the collision will follow a path like the estimated travel path Rm2. Furthermore, it can be estimated that the other vehicle T that was hit after the collision will follow a path like the estimated travel path Rt2a (a behavior that rotates around the collision point C2).

[0113] Thus, in the situation shown in Figure 2, when vehicle M collides with other vehicle T, the trajectory of vehicle M after the initial collision is expected to change depending on the collision location. In this way, the change in the trajectory of vehicle M after the collision can be roughly estimated by calculating the collision moment using several parameters such as the speed of vehicle M, the speed of other vehicle T, the collision location of vehicle M, and the collision angle of other vehicle T relative to the collision location.

[0114] Furthermore, it has been found that additional parameters, such as the vehicle weight of the vehicle M and the other vehicle T being hit, in addition to these parameters, significantly influence the change in the driving path after a collision. Therefore, by considering correction values ​​based on additional parameters such as vehicle weight for the roughly estimated change in the driving path as described above, the approximate driving path of the vehicle M after a collision can be estimated.

[0115] Specifically, as shown in Figure 5, for example, the range of travel that includes the travel path when the vehicle M is traveling straight along the travel path Rm at a vehicle speed Vm is indicated by the range shown by reference numeral 200 in Figure 5.

[0116] Assume that, while your vehicle M is traveling in a straight line, another vehicle T, traveling along a travel path Rt1 at a speed Vt and at a predetermined angle to the travel path Rm of vehicle M, collides with your vehicle M at a collision point C1 on its side.

[0117] When the estimated travel path Rm1 of the vehicle M at this time is taken as such, the estimated travel range is the range indicated by symbol 201. If a correction value is further considered for this estimated travel range 201, the corrected estimated travel range of the vehicle M can be estimated as indicated by symbol 202.

[0118] Therefore, in the driving control device 1 of this embodiment, the approximate driving path of the vehicle to be hit and the approximate collision position with the vehicle M are estimated based on the time-dependent changes in the lateral TTC of the vehicle M and the vehicle T to be hit.

[0119] In other words, as explained in Figure 4, for example, if the lateral TTC is indicated by the symbol H1, it can be estimated that the other vehicle T to be hit will collide with the collision position C1 (a part of the approximate side of the own vehicle M). Furthermore, by considering the correction value, the corrected estimated driving range 202 of the own vehicle M after the collision (see Figure 5) can be estimated.

[0120] As mentioned above, additional parameters may include the vehicle weights of the vehicle M and the vehicle T to be hit. Here, the vehicle weight data for the vehicle M is pre-stored in a predetermined memory unit of the driving control device 1 as numerical data defined based on the vehicle type, etc. The vehicle weight data for the vehicle T to be hit can be set by referring to a correction data table pre-stored in a predetermined memory unit of the driving control device 1, based on information about the vehicle T to be hit (such as vehicle type and vehicle size) acquired using an environment recognition device such as a camera unit 10 or an on-board radar device 37.

[0121] Next, the collision-induced driving control performed by the vehicle driving control device of one embodiment of the present invention will be described below using the flowcharts in Figures 6 and 7.

[0122] Assume that the vehicle M equipped with the driving control device 1 of this embodiment is driving under the conditions shown in Figure 2, as described above.

[0123] In this case, the vehicle M's driving control device 1 performs the steps shown in Figure 6. S In step 1, various sensor devices are used to continuously perform recognition processing of the surrounding environment of the vehicle M while it is in motion.

[0124] Next, in step S2, the driving control device 1 sets up multiple safety level regions by dividing the area around the vehicle M into multiple regions according to the level of safety. Here, the level of safety is set as a simple three-stage degree, such as A, B, and C, as described above. Then, each safety level region with safety levels A, B, and C set for each stage is set as, for example, Zone A, Zone B, Zone C, etc. In the driving control device 1 of this embodiment, this safety level region setting process is continuously performed while the vehicle M is in motion.

[0125] Next, in step S3, the driving control device 1 checks whether or not an object that could potentially collide with the vehicle M has been detected, based on the recognized surrounding environment of the vehicle M. Here, an object that could potentially collide with the vehicle M includes, for example, other vehicles traveling on the oncoming lane 102, as well as other vehicles waiting to turn right within the intersection 100. In the situation shown in Figure 2, another vehicle located on the extension of the right-turn-only lane 102a within the intersection 100 and waiting to turn right is recognized as the other vehicle T that could potentially collide.

[0126] If, in step S3, a potential collision target vehicle T is detected for the vehicle M, the process proceeds to the next step, S4. In step S3, if no potential collision target vehicle T is detected, a loop process is performed. In this case, if the detected potential collision target is not another vehicle, for example, a fallen object on the road, a parked vehicle, or a bicycle traveling on the roadway, a different driving control process (for example, well-known obstacle avoidance driving control) may be executed. A detailed explanation and illustration of this case are omitted as they are not directly related to the present invention.

[0127] In step S4, the driving control device 1 performs a process to calculate the longitudinal TTC and lateral TTC when the detected collision target vehicle T collides with its own vehicle M.

[0128] Next, in step S5, the driving control device 1 estimates the driving path of the other vehicle T that is to be hit, based on the time-dependent change in the lateral TTC.

[0129] Next, in step S6, the driving control device 1 estimates the collision position of the other vehicle T with respect to its own vehicle M, based on the estimated driving path of the other vehicle T to be hit and the changes in longitudinal and lateral TTC over time.

[0130] Next, in step S7, the driving control device 1 estimates the driving path of its own vehicle M after the collision.

[0131] Next, in step S8, the driving control device 1 uses various sensor devices (surrounding environment recognition devices) to check whether or not it has detected a collision between its own vehicle M and the other vehicle T that is the target of the collision. If a collision is detected, the process proceeds to step S11 in Figure 7. If no collision is detected, the process returns to step S3 described above and the subsequent processes are repeated.

[0132] Next, in step S11 of Figure 7, the driving control device 1 checks the safety level of the safety level region on and near the estimated driving path of its own vehicle M.

[0133] Next, in step S12, the driving control device 1 checks whether or not zone A exists on the estimated driving path of the vehicle M. If it is confirmed that zone A exists on the estimated driving path of the vehicle M, the process proceeds to the next step S13. If zone A does not exist on the estimated driving path of the vehicle M, the process proceeds to step S15.

[0134] In step S13, the driving control device 1 executes driving control to prevent the vehicle M from entering zone A, which has been identified on the estimated driving path. In this case, the driving control to be executed may include, for example, braking control, steering control, throttle drive control, etc., as appropriate.

[0135] Next, in step S14, the driving control device 1 checks whether the vehicle M has stopped in an area other than zone A. If it is confirmed that the vehicle M has stopped in an area other than zone A, the series of processes ends (return). On the other hand, if it is not confirmed that the vehicle M has stopped in an area other than zone A, the process returns to step S13 described above and the same driving control is repeated.

[0136] Meanwhile, in step S15, the driving control device 1 checks whether or not zone B exists on the estimated driving path of the vehicle M. If the presence of zone BB is confirmed on the estimated driving path of the vehicle M, the process proceeds to the next step S16. If zone B does not exist on the estimated driving path of the vehicle M, it is determined that zone C exists on the estimated driving path of the vehicle M. Then, the process proceeds to step S20.

[0137] In step S20, the driving control device 1 performs braking control to stop the vehicle M.

[0138] Next, in step S21, the driving control device 1 checks whether the vehicle M has stopped. If it is confirmed that the vehicle M has stopped, the series of processes ends (return). On the other hand, if the vehicle M has not stopped, the process returns to step S20 described above, and the same stopping control is repeated.

[0139] On the other hand, in step S16, the driving control device 1 checks whether it can predict that the state of zone B on the estimated driving path of its own vehicle M will continue to be maintained even after a predetermined time has elapsed. Here, the prediction of the state of zone B after the predetermined time has elapsed can be determined by whether or not other vehicles or the like are recognized in the vicinity of zone B.

[0140] If, in the process of step S16 described above, it is determined that there is no change in zone B on the estimated travel path after a predetermined time period (i.e., it is determined that zone B is maintained), the process proceeds to the next step, S17. If, however, it is determined that zone B on the estimated travel path is changing (i.e., it is predicted that it will change to zone C), the process proceeds to step S20.

[0141] In step S17, the driving control device 1 checks whether or not zone C exists on or near the estimated driving path of the vehicle M. If it is confirmed that zone C exists on or near the estimated driving path of the vehicle M, the process proceeds to the next step S18. If zone C does not exist on or near the estimated driving path of the vehicle M, the process proceeds to step S20.

[0142] In step S18, the driving control device 1 executes driving control to guide the vehicle M into zone C. In this case, the driving control may include, for example, braking control, steering control, throttle drive control, etc., as appropriate. When it is determined that the vehicle M has been guided into zone C, the device then executes stopping control.

[0143] Then, in step S19, the driving control device 1 checks whether the vehicle M has stopped in zone C. If it is confirmed that the vehicle M has stopped, the series of processes ends (return). On the other hand, if the vehicle M has not stopped, the process returns to step S18 described above and the same driving control is repeated.

[0144] As described above, according to the above embodiment, the driving control device 1 recognizes the surrounding environment of its own vehicle M while it is in motion, sets up multiple safety level regions in the area around the vehicle according to the level of safety, and recognizes objects that may collide with its own vehicle M as other vehicles T that are targets for collision.

[0145] When a target vehicle T is detected, the system calculates the estimated collision time (lengthwise and widthwise TTC) between the system's own vehicle M and the target vehicle T. Based on the calculated estimated collision time, the system then estimates the travel path of the target vehicle T and the collision position with the system's own vehicle M.

[0146] Furthermore, the system estimates the range of travel of the vehicle M after the collision based on the estimated collision location, and then corrects the estimated range of travel of the vehicle M after the collision based on information such as the weight of the other vehicle involved in the collision.

[0147] Then, if a collision between the vehicle M and the target vehicle T is detected, the vehicle will perform driving control according to the safety level of the safety zone in front of the estimated driving range after the collision.

[0148] In this case, if a low-safety zone (Zone A) exists in front of the estimated travel range of the vehicle M after a collision, the vehicle will perform driving control to prevent the vehicle M from entering the low-safety zone (Zone A).

[0149] Furthermore, if a moderately safe zone (Zone B) exists in front of the estimated travel range of the vehicle M after a collision, the system predicts the state of that moderately safe zone (Zone B) after a predetermined time. If it is predicted that the zone will change to a highly safe zone (Zone C) after the predetermined time, the system executes braking control to stop the vehicle M.

[0150] On the other hand, if it is predicted that the moderate safety zone (Zone B) will continue after a predetermined time, the system will further check whether a high safety zone (Zone C) exists in the vicinity of the estimated travel range in front of the vehicle M after the collision. If a high safety zone (Zone C) exists nearby, the system will execute driving control to guide the vehicle M into the high safety zone (Zone C).

[0151] On the other hand, if there is no high-safety zone (zone C) nearby, braking control is performed to stop the vehicle M.

[0152] Furthermore, if there are no low-safety zones or medium-safety zones ahead of the estimated travel range of vehicle M after a collision, but there is a high-safety zone (zone C), braking control will be executed to immediately stop vehicle M.

[0153] With this configuration, the driving control device 1 of this embodiment can estimate the estimated driving path of the vehicle M after a collision based on the predicted collision time (longitudinal and horizontal TTC) between the vehicle M and the target vehicle T. In this case, since only a rough estimation process is performed without accurately performing complex calculations, it can contribute to reducing the cost of the computing device. Furthermore, since it can contribute to shortening the calculation time, it is possible to perform driving control processing with excellent responsiveness.

[0154] Furthermore, in the driving control device 1 of this embodiment, multiple safety level regions corresponding to the safety level are set in the area surrounding the vehicle during driving, and when a collision between the vehicle M and the target vehicle T is detected, the estimated driving path of the vehicle M after the collision is corrected.

[0155] In this case, based on the safety level of the set safety level range, driving control can be performed to guide the vehicle M after a collision to a safer area. At the same time, the vehicle M can be brought to a safer position.

[0156] As a result, the driving control device 1 of this embodiment can suppress the occurrence of secondary collisions, and thus contribute to reducing damage to third parties.

[0157] In the above-described embodiment, the situation is explained using as an example a scenario in which the vehicle M proceeds straight through intersection 100 and the other vehicle T, which is the target of the collision, makes a right turn within intersection 100 and collides with the vehicle M. However, the circumstances of the collision are not limited to such examples. For example, even in a situation where the other vehicle T proceeds straight through intersection 100 and the vehicle M is making a right turn within intersection 100 and collides with the other vehicle T, the present invention can be applied in the same manner, and substantially the same effects can be obtained.

[0158] The present invention is not limited to the embodiments described above, and various modifications and applications can be implemented without departing from the spirit of the invention. Furthermore, the above embodiments include inventions at various stages, and various inventions can be extracted by appropriate combinations of the multiple constituent elements disclosed. For example, if the problem that the invention aims to solve can be solved and the effects of the invention can be obtained even if some constituent elements are deleted from all the constituent elements shown in one embodiment, then the configuration with these deleted constituent elements can be extracted as an invention. Furthermore, constituent elements from different embodiments may be combined as appropriate. This invention is not limited by any particular embodiment other than being limited by the appended claims. [Explanation of Symbols]

[0159] 1…Traction control device 10…Camera unit 11…Stereo camera 11a...Main camera 11b... Sub-camera 12…Image Processing Unit (IPU) 13…Image Recognition Unit (Image Recognition ECU) 14…Driving control unit (Driving ECU) 21…Cockpit Control Unit (CP_ECU) 22…Engine control unit (E / G_ECU) 23…Transmission Control Unit (T / M_ECU) 24…Brake control unit (BK_ECU) 25…Power steering control unit (PS_ECU) 31…Human-Machine Interface (HMI) 32… Throttle Actuator 33... Hydraulic control circuit 34…Brake actuator 35…Electric power steering motor 36...Locator Unit 36a...GNSS sensor 36b…High-precision road map database (road map DB) 37… Vehicle-mounted radar system 37lf... Left front side sensor 37lr…Left rear side sensor 37rf...Right front side sensor 37rr...Right rear side sensor 38…Rear sensor 100... Intersection 100A...Straight road 100B... Intersection Road 101…own lane 102... Opposing lane 102a... Right-turn only lane 102b... Straight lane only 103, 104... lanes 105...sidewalk 106A, 106B... Pedestrian crossing 200... Vehicle driving range 201... Estimated driving range 202...Corrected estimated driving range M... My vehicle T...Other vehicle that will be hit

Claims

1. An ambient environment recognition device comprising: a recognition unit that recognizes the surrounding environment of a vehicle; a collision object recognition unit that recognizes objects in the recognized surrounding environment of the vehicle that may collide with the vehicle; and a safety level area setting unit that sets a plurality of safety level areas in the area surrounding the vehicle according to the safety level; A collision time calculation unit calculates the predicted longitudinal collision time in the direction of travel and the predicted lateral collision time in a direction perpendicular to the direction of travel between the vehicle and the object, A collision target estimation unit estimates the travel path of the object based on the time-dependent change in the calculated predicted lateral collision time, and estimates the collision position with the vehicle based on the time-dependent changes in the travel path and the predicted longitudinal collision time and the predicted lateral collision time, A post-collision travel range estimation unit estimates the travel range of the vehicle after a collision based on the estimated collision position, A collision detection unit that detects a collision between the vehicle and the object, A driving control unit that comprehensively controls the entire vehicle, It is equipped with, The vehicle driving control device is characterized in that, when a collision between the vehicle and the object is detected, the driving control unit performs driving control according to the safety level of the safety level area in front of the estimated driving range after the collision of the vehicle.

2. The aforementioned driving control unit is If it is recognized that there is a low-safety zone with the lowest safety level set in the area ahead of the vehicle's travel range after a collision, The vehicle executes a driving control to prevent it from entering the low-safety zone. The vehicle driving control device according to feature 1.

3. The aforementioned driving control unit is If it is recognized that there is a moderate safety zone with a relatively low safety level set in front of the vehicle's travel range after a collision, The vehicle executes driving control to guide it to a high-safety zone where a higher level of safety is set. The vehicle driving control device according to feature 1.

4. The aforementioned driving control unit is If it is recognized that there is a high-safety zone with the highest safety level set in the area ahead of the vehicle's travel range after a collision, The system executes braking control to stop the vehicle. The vehicle driving control device according to feature 1.

5. The vehicle driving control device according to any one of claims 1 to 3, characterized in that the driving control includes at least one of braking control, steering control, and throttle drive.

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