Driving assistance device for vehicle, driving assistance method, and program therefor

Abstract

A driving assistance device (DS) for a vehicle acquires, from a first server (110), high-risk intersection information that identifies high-risk intersections each having a past record of a vehicle coming into close proximity with a suddenly emerging moving object. The high-risk intersection information includes information that identifies the "type of the suddenly emerging moving object" with which the vehicle has come into close proximity. If a host vehicle is approaching an intersection identified by the high-risk intersection information, the driving assistance device determines a target control position (Ptgt) on the basis of the type of the suddenly emerging moving object at the intersection. If the suddenly emerging moving object is a pedestrian, the target control position is set at a specific position on the host vehicle side of an area outside the intersection. If the suddenly emerging moving object is a vehicle, the target control position is set at a specific position in the intersection. The driving assistance device starts an alerting operation when the distance between the host vehicle and the target control position reaches a first distance (D1) and starts a gradual deceleration operation when the distance between the host vehicle and the target control position reaches a second distance (D2).

Description

Vehicle driving support device, driving support method, and program thereof 【0001】 The present invention relates to a vehicle driving support device, a driving support method, and a program thereof that perform a preliminary driving support operation to reduce the possibility of a self-vehicle colliding with a moving object (hereinafter sometimes referred to as a "jumping-out moving object") that jumps out in front of the self-vehicle at an intersection. 【0002】 Conventional devices identify the risk of pedestrians jumping out at intersections based on the driving road of the self-vehicle in front of the intersection and the intersecting road that intersects with the driving road. When the risk of jumping out meets a predetermined risk criterion, the conventional device causes a warning display to be performed on a head-up display (see Patent Document 1). 【0003】 Japanese Patent Application Laid-Open No. 2006-92258 【0004】 The above conventional device assumes that the jumping-out moving object is a pedestrian. However, the jumping-out moving object may be not only a pedestrian but also another vehicle. The position where the self-vehicle is closest to the jumping-out moving object at an intersection (especially an intersection with poor visibility and no signal) varies depending on the type of the jumping-out moving object. Therefore, if the start timing of the "warning display as a preliminary driving support operation" is constant regardless of the type of the jumping-out moving object, there is a problem that the start timing of the preliminary driving support operation is too late or too early. 【0005】 The present invention has been made to solve such problems. That is, one of the objects of the present invention is to provide a vehicle driving support device, a driving support method, and a program thereof that can start a preliminary driving support operation for reducing the possibility of a self-vehicle colliding with a jumping-out moving object at an intersection at a more appropriate timing. 【0006】 One aspect of the vehicle driving support device of the present invention is a vehicle driving support device (DS) including a controller (10) that executes a preliminary driving support operation for reducing a collision risk with a jumping-out moving object (OV, PD) that jumps out in front of the self-vehicle (HV) at an intersection (IS) approaching the self-vehicle (steps 615, step 640). 【0007】 Furthermore, the controller is configured to change the preliminary operation start position (warning start operation start position P1a, P1b, gradual deceleration operation start position P2a, P2b), which is the position where the preliminary driving assistance operation is initiated, according to the type of object that is flying out (steps 530, 535, 610, and 620). 【0008】 According to this, the starting position of the "precautionary driving assistance action" (i.e., the start position of the precautionary action) to reduce the risk of collision with a moving object that suddenly appears in front of the vehicle at an intersection is changed according to the type of moving object. Therefore, the precautionary driving assistance action is started at an appropriate timing according to the type of moving object. As a result, the precautionary driving assistance action becomes more effective in reducing the risk of collision with a moving object. 【0009】 In one embodiment of the present invention, the controller is configured to change the preliminary operation start position based on a target control position (Ptgt) which is a position corresponding to the position where the vehicle is estimated to be closest to the flying object, and which changes according to the type of flying object (steps 525, 530, 535, 610, and 620). 【0010】 According to this, the initiation position of the preliminary action is changed based on the "target control position (Ptgt) corresponding to the position where the vehicle is estimated to be closest to the moving object." Therefore, the controller can initiate the preliminary action at the target control position (Ptgt) in a way that reduces the likelihood of the vehicle coming into contact with the moving object. As a result, the preliminary driving assistance action becomes more effective in reducing the risk of collision with the moving object. 【0011】More specifically, the target control position (Ptgt) is a predetermined pedestrian position outside the intersection and closer to the vehicle than the intersection, when the type of the moving object is a pedestrian (step 525: Yes) (step 530, point P0b in Figure 3). In other words, the controller sets the target control position (Ptgt) to "a predetermined pedestrian position outside the intersection and closer to the vehicle than the intersection (P0b)" when the type of moving object is a pedestrian. 【0012】 Pedestrians often suddenly emerge from an intersecting road into the vehicle's lane at an intersection (especially one with blind spots and no traffic lights), turning towards the vehicle. Therefore, as described above, if the type of object suddenly emerging is a pedestrian, setting the target control position (Ptgt) to a "predetermined pedestrian position outside the intersection but closer to the vehicle than the intersection" makes it possible to initiate "precautionary driving assistance actions" at the appropriate timing for pedestrians suddenly emerging at that intersection. In other words, it becomes possible to perform more effective "precautionary driving assistance actions." 【0013】 Furthermore, the target control position (Ptgt) is a predetermined position for other vehicles within the intersection (step 535, point P0a in Figure 2) when the type of the object that jumps out is a vehicle (step 525: No). In other words, the controller sets the target control position (Ptgt) to "a predetermined position for other vehicles within the intersection (P0a)" when the type of the object that jumps out is a vehicle. 【0014】 At intersections (especially those with blind spots and no traffic lights), other vehicles that suddenly emerge are almost always at the closest point to the vehicle in the intersection. Therefore, as described above, if the type of object emerging is a vehicle, setting the target control position (Ptgt) to a "predetermined position for other vehicles within the intersection" makes it possible to initiate "preliminary driving assistance actions" at an appropriate timing for other vehicles emerging at that intersection. 【0015】Furthermore, if the type of object that suddenly moves out is a bicycle (step 525: Yes), the target control position (Ptgt) may be a predetermined bicycle position outside the intersection and closer to the vehicle than the intersection (step 530). In other words, if the type of object that suddenly moves out is a bicycle, the controller sets the target control position (Ptgt) to "a predetermined bicycle position outside the intersection and closer to the vehicle than the intersection". The bicycle position may be the same as or different from the pedestrian position. For example, the bicycle position may be closer to the vehicle than the pedestrian position. 【0016】 Like pedestrians, cyclists often dart out from intersecting roads into their own roads towards the vehicle at intersections (especially those with blind spots and no traffic lights). Therefore, as described above, if the type of object darting out is a bicycle, setting the target control position (Ptgt) to a "predetermined bicycle position outside the intersection but closer to the vehicle than the intersection" makes it possible to initiate "preparatory driving assistance actions" at the appropriate timing for bicycles darting out at that intersection. In other words, it becomes possible to perform more effective "preparatory driving assistance actions." 【0017】 In one embodiment of the present invention, the preliminary driving assistance operation is a warning activation operation for the driver of the vehicle (see step 615, Figures 4A and 4B), and the starting position of the warning activation operation, which is the starting position of the preliminary operation (point P1a in Figure 2, point P1b in Figure 3), is a position that is only a first distance (D1) closer to the vehicle from the target control position (Ptgt) (step 610). 【0018】 According to this, the warning activation can be initiated at an appropriate timing depending on the type of moving object (i.e., when the vehicle reaches a position where it is a first distance (D1) away from the target control position (Ptgt)). Furthermore, it is also possible to terminate the warning activation at an appropriate timing depending on the type of moving object (i.e., when the vehicle reaches the target control position (Ptgt)). 【0019】In one embodiment of the present invention, the preliminary driving assistance operation is a warning activation operation for the driver of the vehicle (see step 615, Figures 4A and 4B), and the starting position of the warning activation operation as the preliminary operation starting position (point P1a in Figure 2, point P1b in Figure 3) is the position of the vehicle at the time when the estimated time required for the vehicle to reach the target control position (Ptgt) (D1 / Vh) becomes a predetermined first estimated arrival time (TL1) (step 610). 【0020】 According to this, the warning activation can be initiated at an appropriate timing according to the type of moving object (i.e., the point in time when the estimated time required for the vehicle to reach the target control position (Ptgt) (D1 / Vh) becomes a predetermined first estimated arrival time (TL1)). In other words, regardless of the vehicle speed (Vh), the warning activation can be initiated from an appropriate position according to the type of moving object. Furthermore, it is also possible to terminate the warning activation at an appropriate timing according to the type of moving object (i.e., the point in time when the vehicle reaches the target control position (Ptgt)). 【0021】 In one embodiment of the present invention, the preliminary driving assistance operation is a gradual deceleration operation that slowly decelerates the vehicle at a predetermined deceleration rate (Dtgt) (step 640), and the starting position of the gradual deceleration operation, which is the starting position of the preliminary operation (point P2a in Figure 2, point P2b in Figure 3), is a position that is only a second distance (D2) closer to the vehicle from the target control position (Ptgt) (step 620). 【0022】 According to this, a gradual deceleration operation can be initiated at an appropriate timing depending on the type of incoming moving object (i.e., when the vehicle reaches a position where it is a second distance (D2) away from the target control position (Ptgt)). In other words, the vehicle speed at the target control position (Ptgt) can be sufficiently reduced without setting the deceleration rate (Dtgt) during the gradual deceleration operation to an excessively large level. Furthermore, it is also possible to terminate the gradual deceleration operation at an appropriate timing depending on the type of incoming moving object (i.e., when the vehicle reaches the target control position (Ptgt)). 【0023】In one embodiment of the present invention, the preliminary driving assistance operation is a gradual deceleration operation that slowly decelerates the vehicle at a predetermined deceleration rate (Dtgt) (step 640), and the starting position of the gradual deceleration operation, which is the starting position of the preliminary operation (point P2a in Figure 2, point P2b in Figure 3), is the position of the vehicle at the time when the estimated time required for the vehicle to reach the target control position (Ptgt) (D2 / Vh) becomes a predetermined second estimated arrival time (TL2) (step 640). 【0024】 According to this, a gradual deceleration operation can be initiated at an appropriate timing according to the type of projecting object (i.e., when the estimated time required for the vehicle to reach the target control position (Ptgt) (D2 / Vh) becomes a predetermined second estimated arrival time (TL2)). In other words, regardless of the vehicle speed (Vh), a gradual deceleration operation can be initiated at an appropriate timing according to the type of projecting object, and the vehicle speed at the target control position (Ptgt) can be sufficiently reduced without setting the deceleration (Dtgt) during the gradual deceleration operation to an excessively large deceleration. Furthermore, it is also possible to terminate the gradual deceleration operation at an appropriate timing according to the type of projecting object (i.e., when the vehicle reaches the target control position (Ptgt)). 【0025】 In one embodiment of the present invention, the preliminary driving assistance operation includes a vehicle warning activation operation (step 615) and a gradual deceleration operation (step 640) that gradually decelerates the vehicle at a predetermined deceleration rate, wherein the starting position of the warning activation operation, which serves as the preliminary operation start position (point P1a in Figure 2, point P1b in Figure 3), is a position that is only a first distance (D1) closer to the vehicle from the target control position (Ptgt) (step 610), and the starting position of the gradual deceleration operation, which serves as the preliminary operation start position (point P2a in Figure 2, point P2b in Figure 3), is a position that is only a second distance (D2) closer to the vehicle from the target control position (Ptgt) (step 620), where the second distance (D2) is shorter than the first distance (D1) (see Figures 2 and 3). 【0026】According to this, prior to the gradual deceleration operation, a warning activation can be initiated at an appropriate timing according to the type of incoming moving object (i.e., when the vehicle reaches a position where it is a first distance (D1) away from the target control position (Ptgt)). Furthermore, after the start of the warning activation, a gradual deceleration operation can be initiated at an appropriate timing according to the type of incoming moving object (i.e., when the vehicle reaches a position where it is a second distance (D2) away from the target control position (Ptgt)). In addition, it is also possible to terminate the warning activation and gradual deceleration operation at an appropriate timing according to the type of incoming moving object (i.e., when the vehicle reaches the target control position (Ptgt)). 【0027】 In one embodiment of the present invention, the preliminary driving assistance operation includes a vehicle driver alert activation operation (step 615) and a gradual deceleration operation (step 640) that gradually decelerates the vehicle at a predetermined deceleration rate, wherein the starting position of the alert activation operation as the preliminary operation start position (point P1a in Figure 2, point P1b in Figure 3) is the position of the vehicle at the time when the estimated time required for the vehicle to reach the target control position (D1 / Vh) becomes a predetermined first estimated arrival time (TL1), and the starting position of the gradual deceleration operation as the preliminary operation start position (point P2a in Figure 2, point P2b in Figure 3) is the position of the vehicle at the time when the estimated time (D2 / Vh) becomes a predetermined second estimated arrival time (TL2), and the second estimated arrival time (TL2) is shorter than the first estimated arrival time (TL1). 【0028】According to this, prior to the gradual deceleration operation, a warning activation can be initiated at an appropriate timing according to the type of moving object (i.e., the point in time when the estimated time required for the vehicle to reach the target control position (Ptgt) (D1 / Vh) becomes a predetermined first estimated arrival time (TL1)). Furthermore, after the start of the warning activation, a gradual deceleration operation can be initiated at an appropriate timing according to the type of moving object (i.e., the point in time when the estimated time required for the vehicle to reach the target control position (Ptgt) (D2 / Vh) becomes a predetermined second estimated arrival time (TL2)). In other words, regardless of the vehicle speed (Vh), the warning activation and gradual deceleration operation can be initiated at an appropriate timing according to the type of moving object, and the vehicle speed at the target control position (Ptgt) can be sufficiently reduced without setting the deceleration (Dtgt) during the gradual deceleration operation to an excessively large deceleration. Furthermore, it is possible to terminate the warning activation and gradual deceleration operations at an appropriate timing depending on the type of moving object (i.e., when the vehicle reaches the target control position (Ptgt)). 【0029】 In one embodiment of the present invention, the controller is configured to change the target control position relative to the intersection the vehicle is approaching using high-risk intersection information, which is associated with information identifying a high-risk intersection from which there is a high probability of a moving object flying out, and the type of moving object that may fly out at the high-risk intersection (steps 520, 525, 530, and 535). 【0030】 According to this, in high-risk intersections where it may be difficult to recognize based on information acquired by surrounding monitoring devices, including camera devices mounted on the vehicle, the target control position can be changed according to the type of moving object that may be coming out, based on the type of object that may be coming out, which is difficult to determine based on information acquired by the surrounding monitoring devices due to the presence of structures that create blind spots at the intersection. 【0031】In the above embodiment, the controller is configured to change the target control position on the premise that the type of object that may suddenly appear at the intersection the vehicle is approaching is a pedestrian or a bicycle (step 530) if the high-risk intersection information indicates that pedestrians or bicycles are included as moving objects that may suddenly appear at the intersection the vehicle is approaching, or that the proportion of pedestrians or bicycles among all moving objects that may suddenly appear at the intersection the vehicle is approaching is higher than a predetermined threshold proportion (step 525; Yes). 【0032】 When the object suddenly moving out is a pedestrian or a bicycle, it is preferable to start preparatory driving assistance actions at an earlier stage compared to when the object is a vehicle. This is because the position in which the vehicle is closest to a pedestrian or bicycle suddenly moving out at an intersection is closer to the intersection than the position in which the vehicle is closest to another vehicle suddenly moving out at an intersection. Therefore, if the controller is configured as described above, preparatory driving assistance actions can be started at an appropriate time, without being too late, for pedestrians or bicycles that may suddenly move out at an intersection. In other words, it becomes possible to perform more effective preparatory driving assistance actions. 【0033】 In the above embodiment, the controller is configured to obtain the high-risk intersection information for the intersection that the vehicle is approaching from a server that generates the high-risk intersection information based on driving information indicating the driving conditions of other vehicles near the intersection in the past and recognized object information relating to objects that the other vehicles recognized near the intersection (steps 520, 525). 【0034】The server (110) acquires driving conditions and recognized object information from the vehicle (other vehicles and the vehicle itself) via communication when the vehicle passes through an intersection, and generates high-risk intersection information by analyzing the extremely large amount of data (big data) acquired. The vehicle's controller acquires this high-risk intersection information from the server. Based on the acquired high-risk intersection information, the vehicle's controller determines whether the intersection the vehicle is approaching is one where preliminary driving assistance actions should be performed and acquires the type of any objects that may be moving out of the intersection. Therefore, preliminary driving assistance actions can be performed more reliably. 【0035】 In one embodiment of the present invention, the controller is configured to identify the type of the moving object by utilizing communication information transmitted from a moving object located around an intersection that the vehicle is approaching (steps 550, 555), and to change the target control position according to the identified type of moving object (steps 530, 535). 【0036】 According to this, the controller can, for example, determine whether or not there is actually a "moving object that suddenly appears and approaches the intersection" that is difficult to detect based on information acquired by the surrounding monitoring device due to the presence of a structure that creates a blind spot, and recognize the type of that moving object that is difficult to recognize based on information acquired by the surrounding monitoring device. 【0037】 In one aspect of the present invention, the controller is configured to allow the execution of the preliminary driving assistance operation if the intersection the vehicle is approaching is an intersection without traffic lights (step 510; Yes) (steps 515, 520; Yes, 605). 【0038】 Since moving objects often suddenly appear in front of the vehicle at intersections without traffic lights, the above configuration increases the effectiveness of preparatory driving assistance actions, while reducing the possibility of preparatory driving assistance actions being performed at intersections where they are not necessary. 【0039】In one embodiment of the present invention, the controller is configured to allow the execution of the preliminary driving assistance operation when it recognizes, based on an image acquired by a camera mounted on the vehicle, that the intersection the vehicle is approaching is an intersection where the road on which the vehicle is traveling intersects with the road at the intersection is a blind spot in the direction of travel of the vehicle (steps 515, 545: Yes, step 605). 【0040】 According to this, preliminary driving assistance actions can be effectively performed in response to objects suddenly moving out at intersections with blind spots. 【0041】 In one embodiment of the present invention, the controller is configured to perform a collision avoidance braking operation to avoid a collision with an obstacle when an obstacle is detected in front of the vehicle by a surrounding monitoring device mounted on the vehicle (step 740), and further configured to start the collision avoidance braking operation earlier during the execution of the gradual deceleration operation compared to when the gradual deceleration operation is not being performed (steps 750, 755, and 760). 【0042】 According to this, in addition to preparatory driving assistance actions, collision avoidance braking actions can be activated earlier, further reducing the possibility of the vehicle colliding with a moving object. 【0043】 In the above description, to aid in understanding the present invention, the names and / or reference numerals used in the embodiments described later are indicated in parentheses for the components of the invention corresponding to those embodiments. However, the components of the present invention are not limited to the embodiments defined by the above names and / or reference numerals. The present invention also extends to a vehicle driving assistance method and its program, as well as a server that communicates with the vehicle. 【0044】FIG. 1 is a schematic configuration diagram of a vehicle driving support device according to an embodiment of the present invention. FIG. 2 is a plan view of an intersection when the flying moving object is another vehicle. FIG. 3 is a plan view of an intersection when the flying moving object is a pedestrian. FIG. 4A is an example of a warning image. FIG. 4B is another example of a warning image. FIG. 5 is a routine executed by the CPU of the vehicle control ECU shown in FIG. 1. FIG. 6 is a routine executed by the CPU of the vehicle control ECU shown in FIG. 1. FIG. 7 is a routine executed by the CPU of the vehicle control ECU shown in FIG. 1. 【0045】 The "vehicle driving support device DS (hereinafter, may be referred to as the "device DS")" according to the embodiment of the present invention includes the components shown in FIG. 1 and is applied to the host vehicle HV. The host vehicle HV may be any of a vehicle having an internal combustion engine as a power source, an electric vehicle having an electric motor as a power source, a hybrid vehicle, and the like. 【0046】 In this specification, "ECU" means an electronic control unit (Electronic Control Unit). The ECU includes a microcomputer including a CPU (processor), a ROM, a RAM, an interface, and the like. The ECU is also referred to as a controller or a computer. The plurality of ECUs shown in FIG. 1 are connected to each other via a CAN (Controller Area Network) so as to be able to exchange information. Some or all of these plurality of ECUs may be integrated into one ECU. 【0047】 The vehicle control (driving support) ECU 10 executes "preliminary driving support control for a flying moving object" and "collision avoidance driving support control (collision damage reduction control)". These controls are controls for reducing the possibility of the host vehicle HV colliding with an object and will be described in detail later. 【0048】 The camera device 20 includes a camera 21 and an image ECU 22. The camera 21 captures an image of the scene in front of the host vehicle HV at a predetermined horizontal angle of view every time a predetermined time elapses to acquire image data. The image ECU 22 generates camera information based on the image data from the camera 21 and transmits the camera information to the vehicle control ECU 10. The camera information includes camera object information, camera intersection information, and the like. 【0049】 Camera object information includes the object's "position and type, etc." The object's position includes its vertical and horizontal position relative to the vehicle (HV). The object's type includes structures such as buildings and fences, as well as moving objects such as pedestrians, bicycles, other vehicles, and motorcycles. For convenience, pedestrians and bicycles may be referred to as "pedestrians, etc." For convenience, other vehicles and motorcycles may be referred to as "other vehicles, etc." 【0050】 The camera intersection information includes the following: • Information on whether or not there is an intersection in front of the vehicle (HV). • Information on whether or not there are traffic lights at the intersection in front of the vehicle (HV). • Information identifying the center position of the intersection in front of the vehicle (see point P0 in Figures 2 and 3). • Information indicating the distance between the vehicle (HV) and the center position P0 of the intersection in front of the vehicle (HV). • Information on whether or not there is a structure that creates a blind spot at the corner of the intersection on the vehicle (HV) side (see blind spot-forming structure SR in Figures 2 and 3). In other words, information on whether or not the intersection in front of the vehicle (HV) is a "blind spot-forming intersection with poor visibility". 【0051】 Note that the center position P0 of an intersection refers to the geometric center position of the intersection. Generally, the shape of an intersection is a rectangle containing a square. If the shape of an intersection is a rectangle, the geometric center position of that rectangle (i.e., the centroid position of that rectangle) is the center position of the intersection. 【0052】 The radar system 30 is a device that acquires information about objects located in front of the vehicle HV using millimeter-wave radio waves. The radar system 30 includes a radar 31 and a radar ECU 32. At predetermined intervals, the radar 31 transmits millimeter waves within a predetermined detection range and receives millimeter waves reflected by objects. The radar 31 transmits information about the transmitted and received millimeter waves to the radar ECU 32. Based on the information from the radar 31, the radar ECU 32 identifies the reflection point of the object's millimeter waves based on the millimeter waves with an intensity above a predetermined intensity threshold, and acquires radar information based on that reflection point. The radar ECU 32 transmits the radar information to the vehicle control ECU 10. The radar information includes the distance to the object, the object's orientation, and the object's relative velocity. 【0053】 The vehicle control ECU 10 generates fusion object information by integrating radar information and camera information. Fusion object information includes the distance to the object, the object's orientation, the object's relative velocity, and the object's type. The camera device 20 and radar device 30 are sometimes referred to as "surrounding object detection devices (surrounding monitoring devices)" that detect objects located around the vehicle. 【0054】 The powertrain ECU 40 controls the drive system, including the power source and power transmission device such as the transmission of the vehicle's hybrid vehicle (not shown), by driving the powertrain actuator 41, thereby controlling the driving force of the vehicle's hybrid vehicle. The powertrain ECU 40 can adjust the driving force of the vehicle's hybrid vehicle based on the accelerator pedal operation amount AP and instructions from the vehicle control ECU 10. 【0055】 The brake ECU 50 controls the pressure of the hydraulic fluid in the oil passage 52 and the hydraulic friction brake device 53 by driving the brake actuator 51, thereby applying friction braking force to the vehicle HV. The brake ECU 50 can adjust the braking force applied to the vehicle HV based on the brake pedal operation amount BP and instructions from the vehicle control ECU 10. 【0056】 The notification (warning) ECU 60, based on instructions from the vehicle control ECU 10, displays a warning symbol on the warning display device 61 in front of the driver's seat and generates a warning sound on the warning sound generator 62. The functions of the warning display device 61 may also be realized by the display 73 described later. 【0057】 The navigation ECU 70, together with the GPS receiver 71, the map information storage device 72 that stores map information, and the display touch panel 73, constitutes a well-known in-vehicle navigation system. The navigation ECU 70 acquires the current position of the vehicle HV based on the GPS signal received by the GPS receiver 71. The current position of the vehicle HV is represented by latitude and longitude. The map information includes intersection location information that shows the location of intersections by latitude and longitude, and traffic light information that shows whether or not traffic lights are installed at intersections. 【0058】The communication device 80 communicates with external devices of the vehicle HV using wireless and wired networks, acquires various information from the external devices and provides it to the vehicle control ECU 10. External devices include, for example, the first server 110, the second server 120, the roadside unit RU, the communication terminal (mobile terminal) CP owned by pedestrians and other PDs, and other vehicles OV. 【0059】 The roadside unit RU, the communication terminal CP of the pedestrian PD, and other vehicles OV can communicate with the first server 110 and the second server 120, respectively. The roadside unit RU can communicate with the communication terminal CP of the pedestrian PD and other vehicles OV. Therefore, the first server 110 and the roadside unit RU acquire moving object position information indicating the current location of the pedestrian PD and other vehicles OV, as well as information indicating the type of each moving object. 【0060】 The vehicle control ECU 10 receives the detected values ​​(output values) of the following sensors and switches. The vehicle control ECU 10 may also receive the detected values ​​of sensors other than those listed below that detect parameters representing the driving status of the vehicle. - Accelerator pedal operation amount sensor 91 that detects the accelerator pedal operation amount AP. - Brake pedal operation amount sensor 92 that detects the brake pedal operation amount BP. - Vehicle speed sensor 93 that detects the speed of the vehicle HV (i.e., the vehicle speed) Vh. - Acceleration sensor 94 that detects the longitudinal acceleration AC of the vehicle HV. - Airbag sensor that indicates the operating status of the airbag (not shown). 【0061】 The first server 110 and the second server 120, and other servers outside the vehicle's hybrid vehicle (HV), may be simply referred to as "external servers" or "servers." The information transmitted from the servers to the vehicle's HV may be simply referred to as "server information." For example, the first server 110 is a proprietary server operated by a company that has a specific relationship with the company that manufactures and sells the vehicle's HV, and can provide specific server information required by the vehicle's HV. For example, the second server 120 is a server other than the company's own server. 【0062】The first server 110 receives from each vehicle information that correlates the following: driving information indicating the driving state and behavior of each vehicle (i.e., driving conditions) in the vicinity of an intersection when many vehicles have passed through the intersection; recognized object information indicating the location and type of objects recognized by each vehicle's surrounding monitoring device; and location information of each vehicle. The driving information includes information on whether or not the "collision avoidance warning operation and emergency automatic braking operation" in the collision avoidance driving support control described later was performed, whether or not the airbags were deployed, the vehicle speed, the vehicle acceleration (deceleration), and the amount of brake pedal operation. 【0063】 The first server 110 stores information received from each vehicle and analyzes the stored information (big data) to identify whether each intersection is an intersection with a high probability of a moving object suddenly appearing from a blind spot (i.e., a high risk of a moving object suddenly appearing). Intersections with a high risk of a moving object suddenly appearing are sometimes referred to as "high-risk intersections" for convenience. 【0064】 For example, if many vehicles suddenly decelerate (suddenly brake) near a certain intersection, activate a collision avoidance warning, activate an emergency automatic braking system, deploy an airbag, etc., and the vehicle's surrounding monitoring device detects an object, the first server 110 determines that the intersection is an intersection with a high risk of a moving object suddenly appearing (i.e., a high-risk intersection). 【0065】 Furthermore, the first server 110 generates moving object type information that identifies the type of moving object (i.e., a moving object that suddenly appears) that has suddenly appeared from a blind spot at an intersection with a high risk of a moving object suddenly appearing, and the proportion of each type. The first server 110 generates high-risk intersection information that associates the location information of the intersection with a high risk of a moving object suddenly appearing with the moving object type information, and maintains this high-risk intersection information in a manner that allows it to be distributed. Furthermore, based on the vehicle speed of vehicles that have safely passed through the high-risk intersection, the first server 110 maintains representative values ​​of the vehicle speeds of other vehicles in the vicinity of each high-risk intersection as model vehicle speeds that can be distributed. 【0066】The first server 110 further obtains information about past traffic accidents that have occurred at intersections from other servers. This information about traffic accidents includes location information of the accident site and collision object type information that identifies the type of moving object that caused the accident. The first server 110 may also generate the high-risk intersection information mentioned above by taking into account the location information of the intersection where the traffic accident occurred and the collision object type information, etc. 【0067】 The second server 120 communicates with the communication terminal CP of pedestrians (PD) and other vehicles (OV), and obtains moving object location information indicating the current location of pedestrians (PD) and other vehicles (OV), as well as information identifying the type of moving object. The first server 110 can also additionally obtain the same information as the second server 120. 【0068】 (Overview of Operation) The following is an overview of the operation of the DS device. 【0069】 As shown in Figures 2 and 3, when the vehicle HV passes through an intersection IS without traffic lights, a moving object may suddenly appear on the vehicle HV's road HR from a blind spot BS formed by a blind spot-forming structure SR such as a building or wall. The moving object appearing from the blind spot BS is either another vehicle OV or a pedestrian PD. In that case, the driver of the vehicle HV must apply the brakes suddenly. Hereinafter, the vehicle HV's road HR will be referred to as the "road HR", an intersection IS with a blind spot BS and no traffic lights will be referred to as the "blind spot intersection IS", and a moving object appearing from the blind spot BS may be conveniently referred to as the "appearing moving object" or "object to be controlled". 【0070】 To prevent the driver of the vehicle HV from having to perform emergency braking in response to a moving object suddenly appearing at a blind spot intersection IS, the device DS first displays a "warning image WD" as shown in Figures 4A and 4B on the display 73 or warning display device 61 when the vehicle HV (for example, the front of the vehicle HV) approaches the blind spot intersection IS and reaches the warning activation start position. At this time, the device DS may also generate a "warning sound" on the alarm sound generator 62. In other words, the device DS starts the warning activation at the warning activation start position. 【0071】In addition, when the vehicle HV (for example, the front of the vehicle HV) approaches the blind spot intersection IS further and reaches the position where the gradual deceleration operation begins, the device DS initiates a gradual deceleration operation to slow down the vehicle HV. This "warning activation operation and gradual deceleration operation" may be referred to as "precautionary driving assistance operation for suddenly moving objects" or simply "precautionary driving assistance operation." The control for performing the precautionary driving assistance operation may be referred to as "precautionary driving assistance control." 【0072】 Incidentally, after the inventor analyzed various data, it was found that the position in which the vehicle HV comes closest to a moving object in the vicinity of a blind spot intersection IS is not necessarily within the blind spot intersection IS itself. 【0073】 More specifically, as can be seen from Figure 2, the vehicle HV approaches the blind spot intersection IS with another vehicle OV entering from the blind spot BS near the center position P0 of the blind spot intersection IS. In contrast, pedestrians PD, as shown by the dashed arrows in Figure 3, often emerge from the intersection CR that intersects with the roadway HR at the blind spot intersection IS, turning towards the vehicle HV on the roadway HR. Therefore, the position where the vehicle HV approaches pedestrians PD near the blind spot intersection IS is often closer to the vehicle HV than the blind spot intersection IS (a position closer to the foreground). 【0074】 Therefore, if the starting point of the preparatory driving assistance action (i.e., the starting point of the warning activation action and the starting point of the gradual deceleration action) is set to a fixed point regardless of the type of object that is suddenly moving (i.e., whether the suddenly moving object is an OV such as another vehicle or a PD such as a pedestrian), the starting point of the preparatory driving assistance action may be too late or too early. As a result, the effectiveness of the preparatory driving assistance action may not be fully realized if the starting point is too late, or the driver may find the preparatory driving assistance action bothersome if the starting point is too early. 【0075】Therefore, the device DS changes the starting position of the preliminary driving assistance operation based on a target control position set according to the type of moving object. The target control position is the position corresponding to the position where the vehicle is estimated to be closest to the moving object. That is, the target control position is the approach position where many vehicles in the past came closest to or collided with a moving object when passing through a blind spot intersection IS while their vehicle was approaching, or the position corresponding to that approach position. This position corresponding to the approach position is, for example, a position that is only a predetermined small distance (for example, 30 cm to 1 m) closer to the vehicle HV from the approach position. 【0076】 More specifically, the device DS acquires high-risk intersection information from the first server 110, which includes the aforementioned moving object type information indicating whether the type of moving object that is likely to suddenly emerge from the blind spot BS at the blind spot intersection IS is another vehicle or a pedestrian or other pedestrian. 【0077】 If the device DS receives information from the first server 110 that there is a high probability that the type of object that suddenly appears to be moving is another vehicle or the like, it sets the target control position Ptgt to a predetermined position within the blind spot intersection IS, which is the intersection position P0a, as shown in Figure 2. The intersection position P0a is, for example, the center position P0 of the blind spot intersection IS, or a position within the blind spot intersection IS that is only a short distance (for example, 1 m) from the center position P0 of the blind spot intersection IS and close to the vehicle HV. This intersection position P0a is sometimes referred to as the "position for other vehicles". The target control position Ptgt is the point where the vehicle speed Vh reaches the "minimum vehicle speed at which the driver can respond to a suddenly appearing object when passing through the blind spot intersection IS" due to braking by a gradual deceleration operation. The target control position Ptgt is the end position of the preliminary driving support operation (i.e., gradual deceleration operation and warning activation operation). 【0078】The device DS sets the warning activation start position to "a position P1a that is a predetermined first distance D1 closer to the vehicle HV (i.e., the position on the vehicle HV side) along the self-driving path HR from the target control position Ptgt, which is the position for other vehicles." The first distance D1 may be a predetermined distance (for example, about 50m). Furthermore, the first distance D1 may be a distance (= Vh・TL1) where the estimated time required for the vehicle HV to reach the target control position Ptgt (= first distance D1 / vehicle speed Vh) is a predetermined constant time TL1. This time TL1 is sometimes called the first estimated arrival time and is, for example, about 4 seconds. 【0079】 When the device DS determines that its own vehicle HV is approaching a blind spot intersection IS, it initiates the warning activation process from the moment the vehicle HV reaches its warning activation start position P1a. 【0080】 Furthermore, if the device DS receives information that there is a high probability that the type of object that has suddenly appeared is another vehicle (OV), it sets the starting position for gradual deceleration to "a position P2a that is a predetermined second distance D2 closer to the vehicle HV (i.e., a position on the vehicle HV side) along the self-driving path HR from the target control position Ptgt, which is the position for other vehicles." The second distance D2 is set to be shorter than the first distance D1. The second distance D2 may be a predetermined distance (for example, about 30m). Furthermore, the second distance D2 may be a distance (=Vh・TL2) where the estimated time required for the vehicle HV to reach the target control position Ptgt (=second distance D2 / vehicle speed Vh) is a predetermined constant time TL2. This time TL2 may be called the second estimated arrival time, and is shorter than the first estimated arrival time TL1, for example, about 3 seconds. 【0081】 The device DS starts the gradual deceleration operation when the vehicle HV reaches its gradual deceleration start position P2a. 【0082】In response to this, if the device DS receives information from the first server 110 that there is a high probability that the type of object that suddenly appears to be a pedestrian or the like (PD), it sets the target control position Ptgt to "a predetermined position outside the blind spot intersection IS and close to the vehicle HV relative to the blind spot intersection IS," as shown in Figure 3. For example, the device DS sets the target control position Ptgt to "a position before the intersection (i.e., a predetermined position on the vehicle HV side) P0b," which is "outside the blind spot intersection IS and a predetermined distance closer to the vehicle HV than the blind spot intersection IS." This position before the intersection P0b is sometimes referred to as the "pedestrian position." 【0083】 The position before the intersection (pedestrian position) P0b may be any of the following positions: - A position close to the vehicle HV by a predetermined reference distance D0 (e.g., 5 m) along the roadway HR from the center position P0 of the blind spot intersection IS. The reference distance D0 is generally greater than or equal to the road width of the intersection CR. - A position close to the vehicle HV by a predetermined distance (e.g., 3 m) along the roadway HR from the starting position of the blind spot intersection IS on the roadway HR (see point PS in Figure 3). - The most frequently occurring position where other vehicles slowed down the most when passing the blind spot intersection IS. - The most frequently occurring position where other vehicles stopped immediately before passing the blind spot intersection IS. - The position where other vehicles began operating the brake pedal when passing the blind spot intersection IS. 【0084】 The device DS then sets the warning activation start position to "position P1b, which is the position closest to the vehicle HV by the first distance D1 described above along the self-driving path HR from the target control position Ptgt, which is the pedestrian position." When the device DS determines that the vehicle HV is approaching a blind spot intersection IS, it starts the warning activation from the moment the vehicle HV reaches the warning activation start position P1b. 【0085】Furthermore, if the device DS receives information that there is a high probability that the type of object that suddenly appears to be a pedestrian or the like (PD), it sets the starting position for gradual deceleration to "a position P2b that is the second distance D2 along the self-driving path HR from the target control position Ptgt, which is the pedestrian position, and is close to the vehicle HV as described above." The device DS starts the gradual deceleration operation from the moment the vehicle HV reaches the starting position P2b. 【0086】 As mentioned above, the first distance D1 may be a distance (Vh・TL1) where the estimated time required for the vehicle HV to reach the target control position Ptgt (= first distance D1 / vehicle speed Vh) is a predetermined constant first estimated arrival time TL1. Furthermore, the second distance D2 may be a distance (Vh・TL2) where the estimated time required for the vehicle HV to reach the target control position Ptgt (= second distance D2 / vehicle speed Vh) is a predetermined constant second estimated arrival time TL2. 【0087】 As a result, according to the DS device, when a suddenly moving object is estimated to be a pedestrian or other PD, the preparatory driving assistance actions (i.e., warning activation and gradual deceleration actions) are initiated earlier compared to when the suddenly moving object is estimated to be another vehicle or other OV. In other words, when the controlled object is estimated to be a pedestrian or other PD, the preparatory driving assistance actions are initiated when the vehicle HV reaches a point further away from the blind spot intersection IS. Therefore, when a suddenly moving object is estimated to be a pedestrian or other PD, the preparatory driving assistance actions can be implemented more effectively. Furthermore, the DS device can reduce the vehicle speed at the target control position Ptgt, which is set for pedestrians, to an appropriate speed without significantly increasing the deceleration of the vehicle HV due to the gradual deceleration action. 【0088】In contrast, according to the DS device, when a suddenly moving object is estimated to be another vehicle (OV), the preparatory driving assistance action is initiated at a later point compared to when the suddenly moving object is estimated to be a pedestrian (PD). Specifically, when the controlled object is estimated to be another vehicle (OV), the preparatory driving assistance action is initiated when the vehicle HV reaches a point closer to the blind spot intersection (IS). Therefore, when a suddenly moving object is estimated to be another vehicle (OV), the preparatory driving assistance action is not initiated excessively early. As a result, the possibility of the driver finding the preparatory driving assistance action bothersome can be reduced, for example, when the driver of the vehicle HV is aware of the risks at the blind spot intersection (IS) in advance and is trying to slow down the vehicle HV. 【0089】 (Specific Operation) The CPU of the vehicle control ECU 10 (hereinafter simply referred to as "CPU") executes the routines shown by flowcharts in Figures 5 to 7 at predetermined intervals (calculation cycles). 【0090】 <Determination of Target Control Position> At a predetermined timing, the CPU starts processing from step 500 in Figure 5 and proceeds to step 505, where it determines whether the value of the support permission flag X is "0". The value of the support permission flag X is set to "0" by the initialization routine executed by the CPU when the vehicle HV is started. When the value of the support permission flag X is "0", it indicates that the execution of preliminary driving assistance operations is not permitted, and when the value is "1", it indicates that the execution of preliminary driving assistance operations is permitted. 【0091】 If the value of the support permission flag X is "0", the CPU determines "Yes" in step 505 and proceeds to step 510 to determine whether the vehicle HV is approaching an intersection without traffic lights. Hereafter, intersections without traffic lights may be referred to as "intersections without traffic lights" for convenience. 【0092】More specifically, the CPU obtains location information of intersections without traffic lights in the vicinity of the current location of the vehicle HV (for example, within a radius of several kilometers from the vehicle HV) from the map information storage device 72. The CPU may also obtain server information, including the location information of intersections without traffic lights, from the first server 110 or the second server 120. 【0093】 Next, the CPU determines, based on the vehicle's "current position and change in current position," whether the vehicle is approaching an intersection without traffic lights and whether the distance from the approaching intersection has become less than or equal to a predetermined approach distance L1. The approach distance L1 may be a predetermined fixed distance (for example, about 50m to 100m), or it may be a distance (=Vh・TL0) where the estimated time required for the vehicle to reach the intersection without traffic lights if the vehicle maintains its current speed Vh (i.e., the estimated arrival time) is a predetermined fixed time TL0. This estimated arrival time TL0 is, for example, about 5 to 10 seconds. The approach distance L1 is a distance that is sufficiently longer than the first distance D1 plus half the road width of the intersection CR. Therefore, time TL0 is sufficiently longer than the first estimated arrival time TL1. 【0094】 If the CPU determines that its own vehicle (HV) is approaching an intersection without traffic lights, it determines "Yes" in step 510 and proceeds to step 515, setting the value of the support permission flag X to "1". 【0095】 Next, the CPU proceeds to step 520 and queries the first server 110 to determine whether the unsignalized intersection that the HV vehicle is approaching is an intersection where there is a high probability that a moving object will suddenly appear from a blind spot (i.e., a high-risk intersection), and makes a determination based on the server information transmitted from the first server 110. That is, when the CPU obtains high-risk intersection information from the first server 110 indicating that the unsignalized intersection that the HV vehicle is approaching is a high-risk intersection, the CPU determines that the unsignalized intersection that the HV vehicle is approaching is a high-risk intersection. 【0096】If the server information indicates that the approaching intersection without traffic lights is a high-risk intersection, the CPU determines "Yes" in step 520 and proceeds to step 525. In step 525, the CPU determines, based on the server information (i.e., the high-risk intersection information mentioned above), whether pedestrians or other PDs are included in the "moving objects with a high probability of suddenly appearing (i.e., moving objects that suddenly appear)". Alternatively, in step 525, the CPU determines, based on the server information (i.e., the high-risk intersection information mentioned above), whether the ratio of the number of "pedestrians or other PDs with a high risk of suddenly appearing" to the total number of moving objects with a high risk of suddenly appearing is higher than a predetermined threshold ratio (threshold ratio, for example, 10%). 【0097】 If the determination in step 525 is affirmative, the CPU proceeds to step 530 and sets the target control position Ptgt to the aforementioned intersection pre-intersection position P0b based on the camera intersection information (see Figure 3). After that, the CPU proceeds to step 595 and provisionally terminates this routine. 【0098】 In contrast, if the determination in step 525 is denied (i.e., if pedestrians or other PDs are not included in the moving objects with a high risk of suddenly appearing, and the moving objects with a high risk of suddenly appearing consist only of other vehicles or other OVs, or if the proportion of pedestrians or other PDs with a high risk of suddenly appearing is below the threshold proportion), the CPU determines "No" in step 525 and proceeds to step 535. In step 535, the CPU sets the target control position Ptgt to the aforementioned intersection position P0a based on the camera intersection information (see Figure 2). After that, the CPU proceeds to step 595 and provisionally terminates this routine. 【0099】 By the way, when the CPU proceeds to step 505, if the value of the support permission flag X is not "0", the CPU determines "No" in step 505 and proceeds directly to step 595. 【0100】 Furthermore, if the CPU proceeds to step 510 and its own vehicle (HV) is not approaching an intersection without traffic lights, the CPU determines "No" in step 510 and proceeds directly to step 595. 【0101】In addition, when the CPU proceeds to step 520, if the server information does not indicate that the unsignalized intersection the HV is approaching is a high-risk intersection, the CPU determines "No" in step 520 and proceeds to step 545. In step 545, the CPU determines, based on the camera intersection information described above, whether the intersection the HV is approaching is a "blind spot with poor visibility". If the intersection the HV is approaching is not determined to be a "blind spot with poor visibility", the CPU determines "No" in step 545 and proceeds to step 595. If the CPU determines "No" in step 545, it may proceed to step 560, which will be described later. 【0102】 If the intersection that the vehicle HV is approaching is determined to be a "blind spot with poor visibility," the CPU determines "Yes" in step 545 and proceeds to step 550, where it determines whether there are actually pedestrians approaching the intersection on the intersecting road CR that crosses the vehicle HV's self-driving road HR at the intersection the vehicle HV is approaching, based on one of the following: communication between the vehicle HV and the pedestrian PD's communication terminal CP, communication between the vehicle HV and other vehicles OV, communication between the vehicle HV and the first server 110 or the second server 120, or communication between the vehicle HV and the roadside unit RU. If other vehicles OV detect "pedestrians approaching the intersection on the intersecting road CR" using their surrounding monitoring devices, they transmit information including this fact to the first server 110, the roadside unit RU, and the vehicle HV. 【0103】 If there is actually a pedestrian or other person (PD) approaching the intersection on the intersection road (CR) where the vehicle HV is approaching, the CPU determines "Yes" in step 550 and proceeds to step 530 as described above. As a result, the target control position Ptgt is set to the position P0b just before the intersection as described above. 【0104】In response to this, if there are no pedestrians or other persons (PD) approaching the intersection on the intersecting road CR where the vehicle HV is approaching, the CPU determines "No" in step 550 and proceeds to step 555. In step 555, the CPU determines whether or not there are any other vehicles or other persons (OV) approaching the intersection on the intersecting road CR that intersects with the vehicle HV's self-driving road HR at the intersection where the vehicle HV is approaching, based on any of the following: communication between the vehicle HV and other vehicles (OV), communication between the vehicle HV and the first server 110 or the second server 120, or communication between the vehicle HV and the roadside unit RU. 【0105】 If there is actually another vehicle (OV) approaching the intersection on the intersection (CR) where the HV vehicle is approaching, the CPU determines "Yes" in step 555 and proceeds to step 535. As a result, the target control position Ptgt is set to the aforementioned intersection position P0a. 【0106】 In response to this, if there are no pedestrians (PD) or other vehicles (OV) approaching the intersection on the intersection (CR) where the vehicle HV is approaching, the CPU determines "No" in step 555 and proceeds to step 560. In step 560, the CPU sets the value of the support permission flag X to "0", and then proceeds to step 595. 【0107】 Through the above process, if the intersection that the vehicle HV is approaching is a high-risk intersection, the target control position Ptgt is set according to the type of object that may be jumping out. 【0108】 <Preliminary driving assistance control for objects that suddenly move> At a predetermined timing, the CPU starts processing from step 600 in Figure 6 and proceeds to step 605 to determine whether the value of the assistance permission flag X is "1". If the value of the assistance permission flag X is not "1", the CPU determines "No" in step 605 and proceeds directly to step 695 to terminate this routine. 【0109】If the value of the support permission flag X is "1", the CPU determines "Yes" in step 605 and proceeds to step 610 to determine whether the vehicle HV has passed the warning activation start position. As described above, the warning activation start position is "a position that is a predetermined first distance D1 closer to the vehicle HV along the self-driving path HR from the target control position Ptgt". The target control position Ptgt is set to a position within the intersection if the moving object with a high risk of suddenly appearing is another vehicle, etc. OV (see step 535), and to a position before the intersection if the moving object with a high risk of suddenly appearing is a pedestrian, etc. PD (see step 530). 【0110】 If the vehicle HV has not passed the warning activation start position, the CPU determines "No" in step 610 and proceeds directly to step 695 to terminate this routine. 【0111】 In response to this, if the vehicle HV is passing the warning activation start position, the CPU determines "Yes" in step 610 and proceeds to step 615 to execute the warning activation described above. That is, the CPU causes the display 73 or warning display device 61 to display a "warning image WD". More specifically, if the moving object with a high risk of suddenly appearing is another vehicle OV, the CPU causes the display 73 or warning display device 61 to display the "warning image WD indicating that another vehicle OV may suddenly appear from a blind spot" shown in Figure 4A. If the moving object with a high risk of suddenly appearing is a pedestrian PD, the CPU causes the display 73 or warning display device 61 to display the "warning image WD indicating that a pedestrian PD may suddenly appear from a blind spot" shown in Figure 4B. Furthermore, at this time, the CPU may also generate a "warning sound" in the alarm sound generator 62. 【0112】 Next, the CPU proceeds to step 620 and determines whether the vehicle HV has passed the slow deceleration start position. As described above, the slow deceleration start position is "a position that is a predetermined second distance D2 closer to the vehicle HV along the self-driving path HR from the target control position Ptgt." Since the second distance D2 is shorter than the first distance D1, the vehicle HV reaches the slow deceleration start position after passing the warning activation start position. 【0113】 If the vehicle HV has not passed the starting position for the gradual deceleration operation, the CPU determines "No" in step 620 and proceeds directly to step 695 to terminate this routine. Therefore, in this case, the warning activation operation is performed, but the gradual deceleration operation is not performed. 【0114】 In response to this, if the vehicle HV has passed the starting position for gradual deceleration, the CPU determines "Yes" in step 620 and proceeds to step 625. In step 625, the CPU calculates the target deceleration Dtgt based on "the current vehicle speed Vh, the target vehicle speed Vsaf, and the second distance D2" so that the vehicle speed Vhe at the target control position Ptgt reaches the target vehicle speed Vsaf, assuming that the vehicle HV is decelerated at a constant target deceleration Dtgt. 【0115】 The target vehicle speed Vsafe is the speed at which the vehicle HV can safely pass through a blind spot intersection IS (more specifically, the speed at which the vehicle HV can safely stop even if a moving object suddenly appears in front of the vehicle HV at a blind spot intersection IS). The target vehicle speed Vsafe may be a constant speed, a speed that changes according to the vehicle width of the self-driving road HR, or a speed corresponding to the model vehicle speed included in the high-risk intersection information transmitted from the first server 110. 【0116】 Note that deceleration is a positive value obtained by inverting the sign (positive or negative) of acceleration. Therefore, the larger the target deceleration Dtgt, the more rapidly the vehicle HV will be decelerated. 【0117】 Next, the CPU proceeds to step 630 and determines whether the target deceleration Dtgt obtained in step 625 is greater than the upper limit deceleration Dmax. If the target deceleration Dtgt is greater than the upper limit deceleration Dmax, the CPU determines "Yes" in step 630 and proceeds to step 635, setting the target deceleration Dtgt to the upper limit deceleration Dmax. After that, the CPU proceeds to step 640. The upper limit deceleration Dmax is a value that prevents the vehicle HV from being decelerated too rapidly (i.e., a value that allows the vehicle HV to be decelerated gradually), and is set to, for example, about 0.15G. 【0118】In contrast, if the target deceleration Dtgt is less than or equal to the upper limit deceleration Dmax, the CPU determines "No" in step 630 and proceeds directly to step 640. Steps 630 and 635 may be omitted. In this case, the CPU proceeds directly from step 625 to step 640. 【0119】 In step 640, the CPU automatically decelerates the vehicle HV to the target deceleration Dtgt. That is, in step 640, the CPU performs the gradual deceleration operation described above (see the solid line VL1 shown in Figures 2 and 3). More specifically, the CPU sends instructions to the powertrain ECU 40 and brake ECU 50 so that the magnitude of the decrease in the vehicle speed Vh per unit time (i.e., the actual deceleration) matches the target deceleration Dtgt. The powertrain ECU 40 reduces the driving force of the vehicle HV using the powertrain actuator 41. At this time, if the vehicle HV is a vehicle equipped with only an internal combustion engine as a power source, the powertrain ECU 40 cuts off the fuel and changes the gear of the transmission (not shown) to a lower gear to increase the engine braking force. Furthermore, if the vehicle HV is a hybrid vehicle or an electric vehicle, the powertrain ECU 40 increases the regenerative braking force from the electric motor. When the deceleration achieved by the powertrain ECU 40 and the powertrain actuator 41 is less than the target deceleration Dtgt, the brake ECU 50 drives the brake actuator 51 to operate the friction braking device 53, thereby making the actual deceleration match the target deceleration Dtgt. 【0120】 Next, the CPU proceeds to step 645 and determines whether the vehicle HV has passed the target control position Ptgt. 【0121】 If the vehicle HV has not passed the target control position Ptgt, the CPU determines "No" in step 645 and proceeds directly to step 695 to terminate this routine. Therefore, in this case, the warning start operation and gradual deceleration operation continue. 【0122】In response to this, if the vehicle HV has passed the target control position Ptgt, the CPU determines "Yes" in step 645 and proceeds to step 650, setting the value of the support permission flag X to "0". After that, the CPU proceeds to step 695. As a result, when the CPU next starts processing from step 600 and proceeds to step 605, the CPU determines "No" in step 605 and proceeds directly to step 695. Therefore, when the vehicle HV passes the target control position Ptgt, the warning activation operation and gradual deceleration operation are terminated. As described above, preliminary driving assistance control is performed for sudden moving objects. 【0123】 <Collision Avoidance Driving Support Control (Pre-Collision Safety: PCS)> In addition to the "preliminary driving support control for suddenly moving objects" described above, the CPU also performs collision avoidance driving support control. That is, at a predetermined timing, the CPU starts processing from step 700 in Figure 7 and proceeds to step 705, where it determines whether or not the gradual deceleration operation performed by the processing in step 640 is in progress. 【0124】 If a slow deceleration operation is not being performed, the CPU determines "No" in step 705 and proceeds to step 710, setting the collision detection threshold TTCth to the standard value TSMall. The standard value TSMall is sometimes referred to as the "first threshold". After that, the CPU proceeds to step 715. 【0125】 In step 715, the CPU determines whether or not there is an object to avoid collision (i.e., an obstacle) within the predicted travel area of ​​the vehicle HV. The predicted travel area of ​​the vehicle HV is the area that the vehicle body will pass through within a predetermined time, assuming that the vehicle HV maintains its current vehicle speed Vh and direction of travel. 【0126】 If there is no object to be avoided in the predicted travel area of ​​the vehicle HV, the CPU determines "No" in step 715 and proceeds directly to step 795 to terminate this routine. On the other hand, if there is an object to be avoided in the predicted travel area of ​​the vehicle HV, the CPU determines "Yes" in step 715 and proceeds to step 720. 【0127】In step 720, the CPU calculates the collision time TTC by dividing the distance between the object to be avoided and the vehicle HV by the relative velocity of the object to be avoided. That is, the collision time TTC is the time required for the vehicle HV to reach the object to be avoided, assuming that the vehicle HV maintains its current speed Vh and the object to be avoided maintains its current speed. 【0128】 Next, the CPU proceeds to step 725 and determines whether the collision margin time TTC is less than or equal to the value obtained by adding a certain amount of time TD to the collision detection threshold TTCth (in this case, the standard value TSMall) (TTCth + TD). If the collision margin time TTC is not less than or equal to the value (TTCth + TD), the CPU determines "No" in step 725 and proceeds directly to step 795. 【0129】 In response to this, if the collision margin time TTC is less than or equal to (TTCth + TD), the CPU determines "Yes" in step 725 and proceeds to step 730 to execute the collision avoidance warning operation. Specifically, the CPU sends an instruction to the notification ECU 60 to display a warning symbol on the warning display device 61 and to generate a warning sound on the warning sound generator 62. 【0130】 Next, the CPU proceeds to step 735 to determine whether the collision margin time TTC is less than or equal to the collision detection threshold TTCth. If the collision margin time TTC is not less than or equal to the collision detection threshold TTCth, the CPU determines "No" in step 735 and proceeds directly to step 795. 【0131】 In response to this, if the collision margin time TTC is less than or equal to the collision detection threshold TTCth, the CPU determines "Yes" in step 735 and proceeds to step 740 to execute a collision avoidance braking operation. That is, the CPU sends an instruction to the brake ECU 50 to execute a collision avoidance braking operation (i.e., an emergency automatic braking operation) to decelerate the vehicle HV at a predetermined large deceleration (a deceleration greater than the target deceleration Dtgt) so that the vehicle HV does not come into contact with the object to be avoided. After that, the CPU proceeds to step 795. 【0132】On the other hand, when the CPU proceeds to step 705, if a gradual deceleration operation is in progress, the CPU determines "Yes" in step 705 and proceeds to step 745 to determine whether or not the friction brake device 53 is in operation. In other words, it determines whether or not the gradual deceleration operation is being performed without activating the friction brake device 53. If the friction brake device 53 is in operation, the CPU determines "No" in step 745 and proceeds to step 755. 【0133】 In response to this, if the friction brake system 53 is not operating, the CPU determines "Yes" in step 745 and proceeds to step 750 to perform a hydraulic prefill operation. The hydraulic prefill operation is performed to shorten the delay time between instructing the brake actuator 51 via the brake ECU 50 to perform a collision avoidance braking operation and the actual application of friction braking force for emergency stopping to the vehicle HV. More specifically, the CPU performs a prefill operation by increasing the pressure of the hydraulic fluid in the oil passage 52 and the hydraulic friction brake system 53 to a level where no braking force is generated. After that, the CPU proceeds to step 755. 【0134】 In step 755, the CPU increases the object recognition sensitivity to quickly recognize objects. More specifically, the radar device 30 lowers the intensity threshold used when identifying the millimeter wave reflection point. Alternatively, when generating fusion object information, the CPU determines that an object has been detected when events in which the radar information and camera information indicate the same object occur consecutively for more than a predetermined threshold number of checks. In step 755, the CPU lowers this threshold number of checks. 【0135】 Next, the CPU proceeds to step 760 and sets the collision detection threshold TTCth to "a second threshold TLarge which is greater than the standard value (first threshold) TSMall". After that, the CPU proceeds to steps 715 and beyond. 【0136】As a result, when the gradual deceleration action is in operation, the effective start timing of both the collision avoidance warning action and the collision avoidance braking action is earlier compared to when the gradual deceleration action is not in operation. 【0137】 As explained above, when the vehicle HV is approaching an intersection without traffic lights where there is a high risk of a moving object suddenly appearing (i.e., a high-risk intersection), the device DS acquires the type of moving object that is likely to suddenly appear at that high-risk intersection (i.e., a moving object that suddenly appears). The device DS then determines a target control position according to the type of moving object that suddenly appears, and determines the start position of the warning activation operation and the start position of the gradual deceleration operation based on that target control position. Therefore, it is possible to start "preliminary driving support operations for moving objects that suddenly appear (i.e., warning activation operation and gradual deceleration operation)" at an appropriate timing according to the type of moving object that suddenly appears. 【0138】 The present invention is not limited to the embodiments and modifications described above, and various modifications can be adopted within the scope of the present invention. 【0139】 For example, the device DS had set the target control position Ptgt to the same position before the intersection (i.e., the pedestrian position) regardless of whether the type of object suddenly moving out was a pedestrian or a bicycle. However, the device DS may set the target control position Ptgt to the first position before the intersection (i.e., the pedestrian position) when the type of object suddenly moving out is a pedestrian, and set the target control position Ptgt to the second position before the intersection (i.e., the bicycle position) when the type of object suddenly moving out is a bicycle. For example, the bicycle position may be set to a position closer to the vehicle HV than the pedestrian position. 【0140】The CPU may perform a step between steps 635 and 640 in Figure 6 to determine whether the requested driving torque of the vehicle's HV is below a threshold torque (for example, whether the accelerator pedal operation amount AP is below a small threshold). In this case, if the requested driving torque is below the threshold torque, the CPU may proceed to step 640 and perform a gradual deceleration operation, and if the requested driving torque is greater than the threshold torque, it may skip step 640 and proceed to step 645. This realizes what is known as accelerator override. 【0141】 Furthermore, the DS device is applicable to vehicles in which the driving mode has transitioned from autonomous driving to driver-operated driving in an autonomous vehicle. The DS device may also be equipped with LiDAR as a surrounding monitoring device. In addition, the deceleration during gradual deceleration operation (gradual deceleration control) does not necessarily have to be a constant deceleration; for example, it may be a deceleration according to a predetermined deceleration profile. 【0142】 10...Vehicle control ECU, 20...Camera device, 30...Radar device, 50...Brake ECU, 70...Navigation ECU, 80...Communication device.

Claims

1. A driver assistance system for a vehicle equipped with a controller that performs a preliminary driver assistance action to reduce the risk of collision with a moving object that suddenly appears in front of the vehicle at an intersection the vehicle is approaching, wherein the controller is configured to change the preliminary action start position, which is the position at which the preliminary driver assistance action is initiated, according to the type of moving object.

2. A driving assistance device for a vehicle according to claim 1, wherein the controller is configured to change the preliminary operation start position based on a target control position which is a position corresponding to the position where the vehicle is estimated to be closest to the outgoing moving object, and which changes according to the type of outgoing moving object.

3. A driving assistance device for a vehicle according to claim 2, wherein the target control position is a predetermined pedestrian position outside the intersection and closer to the vehicle than the intersection, when the type of the moving object that jumps out is a pedestrian.

4. A driving assistance device for a vehicle according to claim 2, wherein the target control position is a predetermined position for other vehicles within the intersection when the type of the moving object is a vehicle.

5. A driving assistance device for a vehicle according to claim 2, wherein, when the type of the outgoing moving object is a bicycle, the target control position is a predetermined bicycle position outside the intersection and closer to the vehicle than the intersection.

6. A driving assistance device for a vehicle according to claim 2, wherein the preliminary driving assistance operation is a warning activation operation for the driver of the vehicle, and the starting position of the warning activation operation, which is the starting position of the preliminary operation, is a position that is a first distance closer to the vehicle from the target control position.

7. A driving assistance device for a vehicle according to claim 2, wherein the preliminary driving assistance operation is a warning activation operation for the driver of the vehicle, and the starting position of the warning activation operation, as the starting position of the preliminary operation, is the position of the vehicle at the time when the estimated time required for the vehicle to reach the target control position becomes a predetermined first estimated arrival time.

8. A driving assistance device for a vehicle according to claim 2, wherein the preliminary driving assistance operation is a gradual deceleration operation that slows down the vehicle at a predetermined deceleration rate, and the starting position of the gradual deceleration operation, which is the starting position of the preliminary operation, is a position that is two distances closer to the vehicle from the target control position.

9. A driving assistance device for a vehicle according to claim 2, wherein the preliminary driving assistance operation is a gradual deceleration operation that slows down the vehicle at a predetermined deceleration rate, and the starting position of the gradual deceleration operation, as the starting position of the preliminary operation, is the position of the vehicle at the time when the estimated time required for the vehicle to reach the target control position is a predetermined second estimated arrival time.

10. A vehicle driving assistance device according to claim 2, wherein the preliminary driving assistance operation includes a vehicle warning activation operation and a gradual deceleration operation that slows the vehicle down at a predetermined deceleration rate, the starting position of the warning activation operation as the preliminary operation starting position is a position that is a first distance closer to the vehicle from the target control position, and the starting position of the gradual deceleration operation as the preliminary operation starting position is a position that is a second distance closer to the vehicle from the target control position, the second distance being shorter than the first distance.

11. A driving assistance device for a vehicle according to claim 2, wherein the preliminary driving assistance operation includes a vehicle-to-driver alerting operation and a gradual deceleration operation that slows the vehicle down at a predetermined deceleration rate, the starting position of the alerting operation as the preliminary operation starting position is the position of the vehicle at the time when the estimated time required for the vehicle to reach the target control position is a predetermined first estimated arrival time, the starting position of the gradual deceleration operation as the preliminary operation starting position is the position of the vehicle at the time when the estimated time is a predetermined second estimated arrival time, and the second estimated arrival time is shorter than the first estimated arrival time.

12. A driving assistance device for a vehicle according to claim 2, wherein the controller is configured to change the target control position relative to an intersection that the vehicle is approaching using high-risk intersection information associated with information identifying a high-risk intersection from which there is a high probability that a moving object will suddenly appear, and the type of moving object that may suddenly appear at the high-risk intersection.

13. A driving assistance device for a vehicle according to claim 12, wherein the controller is configured to change the target control position on the premise that the type of moving object that may suddenly appear at the intersection the vehicle is approaching is a pedestrian or a bicycle, if the high-risk intersection information indicates that a pedestrian or a bicycle is included as a moving object that may suddenly appear at the intersection the vehicle is approaching, or that the proportion of pedestrians or bicycles among all moving objects that may suddenly appear at the intersection the vehicle is approaching is higher than a predetermined threshold proportion.

14. A driving assistance device for a vehicle according to claim 12, wherein the controller is configured to acquire the high-risk intersection information for an intersection that the vehicle is approaching from a server that generates the high-risk intersection information based on driving information indicating the driving conditions of other vehicles near the intersection in the past and recognized object information relating to objects that the other vehicles recognized near the intersection.

15. A driving assistance device for a vehicle according to claim 2, wherein the controller is configured to identify the type of the moving object by utilizing communication information transmitted from a moving object located around an intersection that the vehicle is approaching, and to change the target control position according to the type of the identified moving object.

16. A driver assistance device for a vehicle according to any one of claims 1 to 15, wherein the controller is configured to allow the execution of the preliminary driver assistance operation when the intersection the vehicle is approaching is an intersection without traffic lights.

17. A driving assistance device for a vehicle according to claim 16, wherein the controller is configured to allow the execution of the preliminary driving assistance operation when it recognizes, based on an image acquired by a camera mounted on the vehicle, that the intersection the vehicle is approaching is an intersection where the road on which the vehicle is traveling intersects with the road at the intersection is a blind spot in the direction of travel of the vehicle.

18. A driving assistance device for a vehicle according to any one of claims 8 to 11, wherein the controller is configured to perform a collision avoidance braking operation to avoid a collision between the vehicle and an obstacle when an obstacle is detected in front of the vehicle by an surrounding monitoring device mounted on the vehicle, and further configured to accelerate the start timing of the collision avoidance braking operation during the execution of the gradual deceleration operation compared to when the gradual deceleration operation is not being performed.

19. A driving assistance method for performing a preliminary driving assistance action to reduce the risk of collision with a moving object that suddenly appears in front of the vehicle at an intersection the vehicle is approaching, comprising: a step of changing a target control position, which is a position corresponding to the position where the vehicle is estimated to be closest to the moving object, according to the type of the moving object; and a step of changing a preliminary action start position, which is a position where the preliminary driving assistance action is to be started, based on the target control position.

20. A program that causes a computer mounted on a vehicle to perform a preliminary driving assistance action to reduce the risk of collision with a moving object that suddenly appears in front of the vehicle at an intersection the vehicle is approaching, the program to cause the computer to perform the following steps: change a target control position, which is a position corresponding to the position where the vehicle is estimated to be closest to the moving object, according to the type of moving object; and change a preliminary action start position, which is a position where the preliminary driving assistance action is to be started, based on the target control position.

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