Driving assistance device and vehicle

Abstract

A driving assistance device according to an embodiment of the present disclosure is configured to be capable of, when a determination has been made that there is a possibility that a vehicle will collide with an object, recognizing the object as a collision object at a determination timing at which the determination was made, and determining whether steering and / or braking implemented before the determination timing includes an operation in response to the collision object. The driving assistance device is also configured to be capable of, if the result of the determination indicates that a response operation is included, determining, on the basis of a collision margin time until the vehicle and the object collide, whether the response operation is suitable for avoiding the collision or reducing damage, and outputting the determination result.

Description

Driving Support Device and Vehicle

[0001] The present disclosure relates to a driving support device and a vehicle.

[0002] Conventionally, various driving support devices for assisting vehicle driving have been proposed. In a driving support device, for example, steering and braking of a traveling vehicle (own vehicle) are performed after determining that there is a possibility that the traveling vehicle (own vehicle) may collide with a surrounding vehicle (other vehicle) traveling around the traveling vehicle. However, in a situation where a surrounding vehicle crosses in front of the traveling vehicle, the timing at which the driving support device recognizes the possibility of collision between the traveling vehicle and the surrounding vehicle may be later than the timing at which the driver recognizes the possibility of collision between the traveling vehicle and the surrounding vehicle and starts an avoidance action. In such a case, whether or not a collision can actually be avoided depends on whether or not the driver can perform an appropriate avoidance action.

[0003] Regarding various driving support devices for assisting vehicle driving, for example, they are disclosed in Patent Documents 1 and 2.

[0004] Japanese Patent Application Laid-Open No. 2023-102824, Japanese Patent Application Laid-Open No. 2021-125124

[0005] A driver assistance device according to one embodiment of the present disclosure comprises an acquisition unit and a processing unit. The acquisition unit is capable of acquiring vehicle driving data, detection data of objects around the vehicle, and vehicle steering data and braking data. The processing unit is capable of determining whether the steering and braking are appropriate based on the driving data, detection data, steering data and braking data acquired by the acquisition unit. When the processing unit determines, based on the driving data and detection data, that there is a possibility that the vehicle will collide with an object, it identifies the object as a collision target at the timing of this determination, and determines, based on the steering data and braking data, whether at least one of the steering and braking performed before the timing of the determination included a response operation to the collision target. If the determination result indicates that a response operation is included, the processing unit is capable of determining, based on the collision margin time until the vehicle and the object collide, obtained based on the driving data and detection data, and the steering data and braking data, whether the response operation is appropriate for collision avoidance or damage mitigation, and outputting the determination result.

[0006] A vehicle according to one embodiment of the present disclosure is equipped with a driver assistance system. The driver assistance system has an acquisition unit and a processing unit. The acquisition unit is capable of acquiring vehicle driving data, detection data of objects around the vehicle, and steering data and braking data of the vehicle. The processing unit is capable of determining whether the steering and braking are appropriate based on the driving data, detection data, steering data and braking data acquired by the acquisition unit. When the processing unit determines, based on the driving data and the detection data, that there is a possibility that the vehicle will collide with an object, it identifies the object as a collision target at the timing of this determination, and determines, based on the steering data and braking data, whether at least one of the steering and braking performed before the timing of the determination included a response operation to the collision target. If the determination result indicates that a response operation was included, the processing unit can determine, based on the collision margin time until the vehicle and the object collide, obtained based on the driving data and detection data, and the steering data and braking data, whether the response operation is appropriate for collision avoidance or damage mitigation, and output the determination result.

[0007] The accompanying drawings are provided for further understanding of this disclosure and are incorporated herein and constitute part of this specification. The drawings illustrate one embodiment and, together with the specification, serve to illustrate the principles of this disclosure.

[0008] Figure 1 is a diagram illustrating a comparison between an example of the process in which a driver performs braking and steering operations after recognizing a collision object, and an example of the process in which a driver assistance system performs control intervention after recognizing a collision object. Figure 2 is a diagram illustrating a comparison between another example of the process in which a driver performs braking and steering operations after recognizing a collision object, and another example of the process in which a driver assistance system performs control intervention after recognizing a collision object. Figure 3 is a diagram illustrating another example of the process in which a driver performs braking and steering operations after recognizing a collision object, and another example of the process in which a driver assistance system performs control intervention after recognizing a collision object. Figure 4 is a diagram illustrating an example of a functional block of a vehicle according to one embodiment of the present disclosure. Figure 5 is a diagram illustrating an example of a traffic situation in which a vehicle may collide with an animal. Figure 6 is a diagram illustrating an example of a traffic situation in which a vehicle is not likely to collide with an animal. Figure 7 is a diagram illustrating an example of a procedure for determining the appropriateness of operations performed by a driver in a vehicle.

[0009] <1. Background> Various driver assistance devices have been proposed to support vehicle operation. In such driver assistance devices, for example, steering and braking of the vehicle are performed after determining that there is a possibility of the vehicle in motion (the vehicle itself) colliding with surrounding vehicles (other vehicles) traveling around it. However, in situations where surrounding vehicles cross directly in front of the vehicle in motion, the timing at which the driver assistance device recognizes the possibility of a collision between the vehicle in motion and the surrounding vehicles may be later than the timing at which the driver recognizes the possibility of a collision between the vehicle in motion and the surrounding vehicles and begins evasive action.

[0010] For example, on roads with many blind spots due to suburban street trees, or on roads with few streetlights where visibility is poor at night and areas outside the headlight's beam are difficult to see, animals such as deer may suddenly jump into the driving lane and collide with vehicles. Since animals appear from gaps in trees adjacent to the road or from outside the headlight's beam, it is difficult for driver assistance systems to foresee their appearance, and detection of animals is often delayed. Therefore, it is difficult for driver assistance systems to avoid collisions between vehicles and animals.

[0011] In the situation described above, the driver can initiate evasive action approximately 0.5 to 1.0 seconds earlier than the time when the driver assistance system recognizes the possibility of a collision between the vehicle and the animal. Therefore, whether or not a collision can actually be avoided depends on whether or not the driver can take appropriate evasive action.

[0012] In the aforementioned situation, there are three methods of avoidance: braking only, steering only, and a combination of both braking and steering. Based on the applicant's own accident video analysis, appropriate avoidance maneuvers tend to be determined by the relationship between the time from when the driver recognizes the presence of an animal that could potentially collide with the vehicle until the collision between the vehicle and the animal (Collision buffer time TTC (Time to Collision)) and the time the driver has available to avoid the collision between the vehicle and the animal (Collision avoidance time TTCth).

[0013] For example, as shown in Figure 1, if the collision margin time (TTC) is shorter than the collision avoidance time (TTCth), it is difficult to perform cognitive judgment operations such as predicting the movement of the object to be hit, changing the vehicle's trajectory through steering, and thus avoiding a collision between the vehicle and the object. Therefore, in this case, it is appropriate to avoid the collision or mitigate damage solely through braking.

[0014] For example, as shown in Figure 2, when the collision margin time TTC is the same as or longer than the collision avoidance time TTCth, it is appropriate to avoid a collision or mitigate damage by primarily using braking while also using steering. For example, as shown in Figure 3, when the collision margin time TTC is significantly longer than the collision avoidance time TTCth, it is appropriate to avoid a collision or mitigate damage using steering alone.

[0015] When the collision time (TTC) is short, and the driver is unable to select the appropriate evasive maneuvers described above, avoiding a collision or mitigating damage becomes difficult. For example, even when the TTC is extremely short, a driver may steer before braking immediately after spotting the object of collision. In this case, the risk of changing lanes to intersect with the object of collision, entering the path of other surrounding traffic such as oncoming vehicles, or veering off the road increases.

[0016] Therefore, in order to address this problem, the applicant of this application conceived of a technology that could inform the driver whether the action they selected was appropriate in avoiding a collision or mitigating damage, thereby encouraging the driver to select the appropriate action when encountering a similar situation in the future. The conceived technology will be described in detail below.

[0017] Hereinafter, several exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. The following description is intended to illustrate specific examples of the present disclosure and should not be construed as limiting the disclosure. For example, elements such as numerical values, shapes, materials, parts, the location of each part, and the method of connecting each part are merely examples and should not be construed as limiting the disclosure. Furthermore, in the following exemplary embodiments, components not described in separate sections based on the highest-level concepts of the present disclosure are optional and may be provided as needed. The drawings are schematic and are not intended to be to scale. Throughout this specification and the drawings, components having substantially the same function and substantially the same configuration are denoted by the same reference numerals, and redundant descriptions are omitted. Furthermore, components not directly related to an embodiment of the present disclosure are not shown in the drawings.

[0018] <2. Embodiments> [Configuration Example] Figure 4 shows an example of a functional block of a vehicle 1 according to one embodiment of the present disclosure. The vehicle 1 includes, for example, a sensor unit 10, a communication unit 20, a control unit 30, a storage unit 40, a notification unit 50, a prime mover 60, a brake 70, and an ESP motor 80, as shown in Figure 4. The sensor unit 10 and the communication unit 20 correspond to one specific example of the "acquisition unit" of the present disclosure. The control unit 30 corresponds to one specific example of the "driving support device" according to one embodiment of the present disclosure.

[0019] The sensor unit 10 is composed of various sensors mounted on the vehicle 1. For example, the sensor unit 10 is composed of a vehicle speed sensor, an acceleration sensor, an angular velocity sensor, a steering sensor, and a braking sensor. The sensor unit 10 may also include sensors other than those listed above.

[0020] The vehicle speed sensor is capable of detecting the speed of vehicle 1. The vehicle speed sensor is capable of outputting time-series data (vehicle speed data VE) of the detected vehicle speed to the control unit 30. The acceleration sensor is capable of detecting the acceleration applied to vehicle 1. The acceleration sensor is capable of outputting time-series data (acceleration data AC) of the detected acceleration in three directions to the control unit 30. The angular velocity sensor is capable of detecting the angular velocity of vehicle 1. The angular velocity sensor is capable of outputting time-series data (angular velocity data AV) of the detected three angular velocities (yaw angular velocity, roll angular velocity, and pitch angular velocity) to the control unit 30.

[0021] The steering sensor is capable of detecting the driver's steering wheel operation. The steering sensor is capable of outputting time-series data (steering data ST) about the detected steering wheel operation to the control unit 30. The steering data ST includes, for example, the amount of steering (change in steering angle). The steering data ST of vehicle 1 corresponds to one specific example of the "steering data" in this disclosure. The braking sensor is capable of detecting the driver's brake operation. The braking sensor is capable of outputting time-series data (braking data BR) about the detected braking to the control unit 30. The braking data BR includes, for example, the amount of braking (deceleration of vehicle 1). The braking data BR of vehicle 1 corresponds to one specific example of the "braking data" in this disclosure.

[0022] The sensor unit 10 further includes a stereo camera mounted on the vehicle 1 and a driving environment detection unit. The stereo camera is an autonomous sensor that senses the real space around the vehicle 1. The stereo camera is positioned, for example, symmetrically on either side of the central part of the vehicle 1 in the width direction, enabling stereo imaging of the area in front of the vehicle 1 from different viewpoints. The stereo camera is capable of outputting image data Da (a pair of stereo image data) obtained by imaging to the control unit 30.

[0023] The stereo camera is capable of generating distance image data Db based on image data Da (a pair of stereo image data) obtained through imaging, which is determined from the amount of displacement of the corresponding object's position. The driving environment detection unit can, for example, determine the lane markings that demarcate the road around the vehicle 1 based on the distance image data Db. The driving environment detection unit can further determine the road curvature of the markings that demarcate the left and right sides of the road (driving lane) on which the vehicle 1 travels, and the width between the left and right markings (vehicle width). The driving environment detection unit can further perform predetermined pattern matching on the distance image data Db to detect lanes and three-dimensional objects such as structures present around the vehicle 1.

[0024] In the driving environment detection unit, the detection of three-dimensional objects includes, for example, the type of object, the distance to the object, the speed of the object, and the relative speed between the object and the vehicle (the vehicle itself). Examples of objects to be detected include traffic lights, intersections, road signs, stop lines, other vehicles, pedestrians, bicycles, and buildings. Examples of buildings include detached houses, apartment buildings, commercial facilities, factories, and signs. The driving environment detection unit is capable of outputting driving environment data DE around the vehicle 1, including the data on three-dimensional objects acquired in this way, to the control unit 30.

[0025] The communication unit 20 is capable of acquiring data to supplement data that cannot be obtained from the image data Da and distance image data Db, for example, through vehicle-to-vehicle communication, vehicle-to-infrastructure communication, and satellite communication. The communication unit 20 is capable of outputting the acquired data to the control unit 30.

[0026] The communication unit 20 can acquire data obtained from other vehicles (e.g., vehicle position, vehicle speed) through vehicle-to-vehicle communication, for example. The communication unit 20 can also receive positioning signals transmitted from multiple positioning satellites through satellite communication, for example.

[0027] The communication unit 20 is capable of acquiring road map data around the vehicle 1, for example, through vehicle-to-infrastructure communication. The road map data consists of, for example, high-precision road map information (dynamic map), and mainly comprises static and quasi-static information that constitutes road information, and quasi-dynamic and dynamic information that mainly constitutes traffic information.

[0028] The static information that constitutes road information consists of information that requires updates at a frequency of no more than one month, such as roads and structures on roads, structures surrounding roads, lane information, road surface information, and permanent regulatory information. "Roads" include, for example, the location and shape of roads, intersections, and road attributes (e.g., national roads, prefectural roads, municipal roads, private roads, priority roads, non-priority roads, general roads, expressways). "Structures on roads" include, for example, traffic signs, traffic lights, convex mirrors, pedestrian overpasses, bus stops, and garbage collection points. "Structures surrounding roads" include, for example, various buildings and parks.

[0029] The quasi-static information that makes up road information consists of information that needs to be updated within an hour, such as traffic restriction information due to road construction or events, wide-area weather information, and congestion forecasts.

[0030] The semi-dynamic information that makes up traffic information consists of information that needs to be updated within one minute, such as actual traffic congestion and driving restrictions at the time of observation, temporary driving obstructions such as fallen objects and obstacles, actual accident conditions, and local weather information.

[0031] The dynamic information that constitutes traffic information consists of information that requires updates every second, such as information transmitted and exchanged between moving objects, information on currently displayed traffic signals, information on pedestrians and cyclists at intersections, and information on vehicles traveling on the roads. This road map information is maintained and updated in cycles until the next information is received from each vehicle, and the updated road map information is transmitted to each vehicle as appropriate via the communication unit 20.

[0032] The storage unit 40 is composed of, for example, non-volatile memory, such as EEPROM (Electrically Erasable Programmable Read-Only Memory), flash memory, or resistive random-access memory. The storage unit 40 stores, for example, a road map DB 41, a threshold 42, and a recognition time 43, as shown in Figure 4.

[0033] The road map DB41 contains high-precision road map information (dynamic map). This high-precision road map information, similar to road map information acquired externally via, for example, vehicle-to-infrastructure communication, mainly consists of static and quasi-static information that constitutes road information, and quasi-dynamic and dynamic information that mainly constitute traffic information.

[0034] The threshold 42 stores, for example, a threshold for collision margin time TTC (collision avoidance time TTCth), thresholds for braking amount (braking amount thresholds th1, th2), and thresholds for steering amount (steering amount thresholds th3, th4). Collision avoidance time TTCth is a reference value for determining the possibility of vehicle 1 colliding with object 2. Collision avoidance time TTCth is set to the time at which collision avoidance is considered difficult with manual driving. Collision avoidance time TTCth is, for example, approximately 3.0 seconds. Collision avoidance time TTCth may be a variable value depending on the speed of vehicle 1. The perception time 43 stores, for example, the time required from when the driver determines that vehicle 1 will collide with object 2 until the corresponding operation described later is started (perception judgment operation time TTO). Perception judgment operation time TTO is, for example, 1.0 second.

[0035] The collision avoidance time TTCth corresponds to one specific example of the "first threshold" in this disclosure. The braking amount threshold th1 corresponds to one specific example of the "first braking amount threshold" in this disclosure. The braking amount threshold th2 corresponds to one specific example of the "second braking amount threshold" in this disclosure. The steering amount threshold th3 corresponds to one specific example of the "first steering amount threshold" in this disclosure. The steering amount threshold th4 corresponds to one specific example of the "second steering amount threshold" in this disclosure.

[0036] Braking amount thresholds th1 and th2 are reference values ​​for determining the appropriateness of the braking amount in the corresponding operations performed by the driver as described later. Braking amount thresholds th1 and th2 are, for example, thresholds for the deceleration of vehicle 1. Steering amount thresholds th3 and th4 are reference values ​​for determining the appropriateness of the steering amount in the corresponding operations performed by the driver as described later. Steering amount thresholds th3 and th4 are, for example, thresholds for the change in the steering angle of vehicle 1. Braking amount thresholds th1 and th2 and steering amount thresholds th3 and th4 may be variable values ​​corresponding to the magnitude of the longitudinal acceleration / deceleration and lateral acceleration of vehicle 1.

[0037] The control unit 30 is capable of controlling the entire vehicle 1. The control unit 30 is, for example, a so-called ECU (Electronic Control Unit) and is composed of, for example, one or more processors and one or more memories. The control unit 30 may also be composed of, for example, a CPU (Central Processing Unit). In this case, the control unit 30 is capable of controlling the entire vehicle 1 by, for example, executing a program stored in a memory unit.

[0038] The control unit 30 includes, for example, a locator unit. The locator unit is capable of acquiring the position coordinates of the vehicle 1 based on the positioning signal received through the communication unit 20. The locator unit is capable of map matching the acquired position coordinates onto route map information to estimate the vehicle's position on the road map as the vehicle 1's position data LO. Based on the acquired vehicle 1's position data LO, the locator unit acquires map information for a predetermined range including the vehicle 1 from the map information stored in the road map DB (database) 41, which will be described later.

[0039] The locator unit can switch to autonomous navigation, which estimates the vehicle's position based on the vehicle speed, angular velocity, and longitudinal acceleration detected by the sensor unit 10, in environments where it cannot receive effective positioning signals from positioning satellites due to reduced sensitivity, such as when driving in a tunnel. At this time, the locator unit can estimate the vehicle's position on the road map in this manner as the vehicle 1's position data LO.

[0040] The locator unit is capable of determining the type of road on which the vehicle 1 is traveling, based on the position data LO of the vehicle 1 on the road map obtained as described above and the map information obtained from the road map DB41.

[0041] The locator unit can update the road map information stored in the road map DB 41 to the latest state using road map information acquired through external communication (vehicle-to-infrastructure communication and vehicle-to-vehicle communication) via the communication unit 20. This information update is performed not only on static information but also on quasi-static, quasi-dynamic, and dynamic information. As a result, the road map information is composed of road information and traffic information acquired through communication with the outside of the vehicle, and information on moving objects such as vehicles traveling on the road is updated in near real time.

[0042] The locator unit verifies the road map information based on the driving environment information recognized as described above, and updates the road map information stored in the road map DB41 to the latest state. This information update is performed not only on static information, but also on quasi-static information, quasi-dynamic information, and dynamic information. As a result, information on moving objects such as vehicles traveling on the road, as recognized as described above, is updated in real time.

[0043] The control unit 30 further has, for example, a travel control unit 35 as shown in FIG. 4. The travel control unit 35 can perform travel control using various data and various control signals acquired by a data acquisition unit 32 described later. The travel control unit 35 can control the travel of the vehicle 1. The travel control unit 35 can control, for example, the torque of the prime mover 60, the braking force of the brake, and the operation of the steering wheel. The travel control unit 35 has, for example, an accelerator control unit 36, a brake control unit 37, and a steering control unit 38 as shown in FIG. 4.

[0044] The accelerator control unit 36 can control the torque of the prime mover 60 based on a required torque corresponding to the amount of depression of the accelerator pedal by the driver of the vehicle 1. The prime mover 60 is configured to drive the drive wheels of the vehicle 1 and can drive the steering wheels of the vehicle 1 according to the required torque input from the accelerator control unit 36.

[0045] The brake control unit 37 can control the torque (braking force) of the brake 70 based on a required torque corresponding to the braking data BR obtained from the sensor unit 10. The brake 70 is configured to brake the vehicle 1 and can brake the vehicle 1 according to the required torque input from the brake control unit 37. The braking of the vehicle 1 by the brake 70 may include, for example, wheel brakes, engine brakes, motor regeneration, exhaust brakes, retarders, and the like.

[0046] The steering control unit 38 can derive a steering assist torque that assists the steering torque corresponding to the steering data ST, and set an EPS torque corresponding to the derived steering assist torque. The steering control unit 38 can output a control signal to the EPS motor 80 so that the output torque of the EPS motor 80 becomes the set EPS torque. The EPS motor 80 can generate an output torque based on the control signal input from the steering control unit 38 and control the steering of the steering wheel.

[0047] The control unit 30 further includes, for example, a steering determination unit 31 as shown in FIG. 4. The steering determination unit 31 includes, for example, a data acquisition unit 32, a determination processing unit 33, and a notification control unit 34 as shown in FIG. 4. The data acquisition unit 32 corresponds to a specific example of the "acquisition unit" of the present disclosure. The determination processing unit 33 and the notification control unit 34 correspond to a specific example of the "processing unit" of the present disclosure.

[0048] The data acquisition unit 32 is capable of periodically acquiring data on the situation or state of the vehicle 1 and the object 2 around the vehicle 1 through monitoring. Specifically, the data acquisition unit 32 can periodically acquire various data (first various data) output from the sensor unit 10, various data (second various data) input from the outside via the communication unit 20, and various control signals for various devices of the vehicle 1 through monitoring. The data acquisition unit 32 is further capable of periodically acquiring various data (third various data) generated based on the first various data and the second various data through monitoring.

[0049] Hereinafter, the first various data, the second various data, the third various data, and the various control signals for various devices of the vehicle 1 are referred to as "data obtained from the sensor unit 10 or the like". The various data obtained from the sensor unit 10 or the like may include, for example, the vehicle speed data VE, acceleration data AC, angular velocity data AV, steering data ST, braking data BR, and position data LO of the vehicle 1, image data Da and distance image data Db, and the driving environment data DE around the vehicle 1.

[0050] The data acquisition unit 32 is capable of acquiring data including, for example, vehicle speed data VE, acceleration data AC, angular velocity data AV, and position data LO of vehicle 1, as well as image data Da and distance image data Db, as vehicle 1 driving data RN. The vehicle 1 driving data RN corresponds to one specific example of "driving data" in this disclosure. The data acquisition unit 32 is capable of acquiring data on the speed, acceleration, angular velocity, and position of object 2, which are included in the driving environment data DE around vehicle 1, as object 2 detection data DT. The object 2 detection data DT corresponds to one specific example of "detection data" in this disclosure. The data acquisition unit 32 is capable of outputting the vehicle 1 driving data RN, object 2 detection data DT, vehicle 1 steering data ST, and vehicle 1 braking data BR to the determination processing unit 33.

[0051] The determination processing unit 33 is capable of determining whether the steering and braking by the driver of vehicle 1 are appropriate, based on the vehicle 1's driving data RN, the object 2's detection data DT, the vehicle 1's steering data ST, and the vehicle 1's braking data BR.

[0052] The determination processing unit 33 is capable of recognizing the presence of object 2 based on image data Da or distance image data Db. When the determination processing unit 33 recognizes the presence of object 2, it is capable of obtaining the time at which the presence of object 2 was recognized (collision target recognition time Tsr). Based on the vehicle 1's driving data and the object 2 detection data at the collision target recognition time Tsr, the determination processing unit 33 is capable of determining whether or not vehicle 1 is likely to collide with object 2.

[0053] The determination processing unit 33 is capable of deriving the paths of vehicle 1 and object 2 based on the vehicle's driving data and object 2 detection data at the collision target recognition time Tsr. For example, suppose vehicle 1 is traveling in lane L1 of a one-lane road La, which consists of a driving lane L1 and an oncoming lane L2, as shown in Figure 5. Figure 5 shows an example of traffic conditions at the time (collision target recognition time Tsr) when the determination processing unit 33 recognizes the presence of an animal, which is object 2, that has suddenly emerged from behind the trees, which are the obstruction 4 from the perspective of vehicle 1. At this time, the determination processing unit 33 is capable of deriving the paths P1 and P2 of vehicle 1 and object 2 based on the vehicle's driving data and object 2 detection data at the collision target recognition time Tsr.

[0054] The determination processing unit 33 can determine that there is a possibility of vehicle 1 colliding with object 2 if there is a possibility that the paths of vehicle 1 and object 2 will intersect. For example, as shown in Figure 5, the determination processing unit 33 can determine that there is a possibility of vehicle 1 colliding with object 2 if it is possible to derive the intersection point CP between the path P1 of vehicle 1 and the path P2 of object 2. The determination processing unit 33 can determine that there is no possibility of vehicle 1 colliding with object 2 if there is no possibility that the paths of vehicle 1 and object 2 will intersect. For example, as shown in Figure 6, the determination processing unit 33 can determine that there is no possibility of vehicle 1 colliding with object 2 if the animal representing object 2 is standing still.

[0055] The determination processing unit 33 can identify object 2 as collision target 3 at the timing (determination timing) when it determines that there is a possibility that vehicle 1 will collide with object 2. The determination timing corresponds to the collision target recognition time Tsr. If the determination processing unit 33 determines that there is a possibility that vehicle 1 will collide with object 2, it can derive the time (collision prediction time Tx) at which vehicle 1 and collision target 3 will collide with each other at the aforementioned intersection, based on the position data and velocity data of vehicle 1 and collision target 3 at the collision target recognition time Tsr.

[0056] The determination processing unit 33 is capable of evaluating steering and braking performed before the collision target recognition time Tsr, based on the braking data D4 of the steering data D3 of the vehicle 1 obtained at a time before the collision target recognition time Tsr. The determination processing unit 33 is capable of determining whether at least one of the steering and braking performed before the collision target recognition time Tsr includes a response operation to the collision target 3, based on the braking data D4 of the steering data D3 of the vehicle 1 obtained at a time before the collision target recognition time Tsr. A response operation to the collision target 3 includes at least one of evasive steering and evasive braking operations to avoid the vehicle 1 colliding with the object 2 that will be identified as the collision target 3. A response operation to the collision target 3 further includes at least one of damage mitigation steering and damage mitigation braking operations to reduce the damage when the vehicle 1 collides with the object 2 that will be identified as the collision target 3. Hereinafter, "response operation" will be used as a general term for evasive steering, evasive braking, damage mitigation steering, and damage mitigation braking. "Object 2, which will be designated as object 3 in the collision," will simply be referred to as "object 2."

[0057] The determination processing unit 33 can determine, for example, if it is able to obtain the operation time Tdo described later, that the corresponding operation is included in at least one of the steering and braking operations performed before the collision target recognition time Tsr. The determination processing unit 33 can determine, for example, if it is unable to obtain the operation time Tdo described later, that the corresponding operation is not included in either the steering or braking operations performed before the collision target recognition time Tsr. In other words, the determination processing unit 33 can determine, for example, if it is unable to obtain the operation time Tdo described later, that the operations performed before the collision target recognition time Tsr correspond to operations that maintain the driving state of vehicle 1. Here, operations that maintain the driving state of vehicle 1 include, for example, operations that drive in the same lane at a constant speed, operations that drive with acceleration approaching the legal speed limit of the vehicle 1's lane, and operations that change lanes at a constant speed or with slight acceleration.

[0058] The judgment processing unit 33 can, for example, obtain the start time of steering by the driver (steering time Tdo1) based on the steering data D3 of the vehicle 1 obtained at a time prior to the collision target recognition time Tsr. The judgment processing unit 33 can, for example, set the steering time Tdo1 to the time when the steering amount (change in steering angle) exceeds ±10°. ±10° corresponds to one specific example of the steering amount threshold th3. The judgment processing unit 33 can, for example, obtain the steering time Tdo1 when the steering amount (change in steering angle) obtained at a time prior to the collision target recognition time Tsr exceeds the steering amount threshold th3. The steering time Tdo1 corresponds to the start time of the corresponding operation (specifically, evasive steering). The judgment processing unit 33 can, for example, determine that a corresponding operation is included in the braking performed before the judgment timing when the steering amount (change in steering angle) obtained at a time prior to the collision target recognition time Tsr exceeds the steering amount threshold th3.

[0059] The determination processing unit 33 can, for example, obtain the start time of braking by the driver (braking time Tdo2) based on the braking data D4 of the vehicle 1 obtained at a time prior to the collision target recognition time Tsr. The determination processing unit 33 can, for example, determine if the braking amount (deceleration of the vehicle 1) is 0.98 m / s ２ The time when this value is exceeded can be defined as the braking time Tdo2. 0.98 m / s ２ However, this corresponds to a specific example of the braking amount threshold th1. The judgment processing unit 33 can obtain a braking time Tdo2 when, for example, the braking amount (deceleration of vehicle 1) obtained at a time prior to the collision target recognition time Tsr exceeds the braking amount threshold th1. The braking time Tdo2 corresponds to the start time of the corresponding operation (specifically, evasive braking). The judgment processing unit 33 can set the operation time Tdo to the earlier of the steering time Tdo1 and the braking time Tdo2. The judgment processing unit 33 can determine, for example, that a corresponding operation is included in the steering performed before the judgment timing when the braking amount (deceleration of vehicle 1) obtained at a time prior to the collision target recognition time Tsr exceeds the braking amount threshold th1.

[0060] The judgment processing unit 33 is capable of deriving the time from when the driver recognizes the existence of object 2 until the collision between vehicle 1 and object 2 (collision buffer time TTC) based on the derived operation time Tdo and the recognition judgment operation time TTO read from the storage unit 40. The collision buffer time TTC is the time obtained by the following formula: TTC = (Tx - Tdo) + TTO

[0061] The determination processing unit 33 can further derive the time at which the driver recognizes the presence of object 2 (driver recognition time Tdr) based on the derived operation time Tdo and collision margin time TTC. The driver recognition time Tdr is the time obtained by the following formula: Tdr = Tdo - TTO

[0062] The determination processing unit 33 is capable of estimating the likelihood that vehicle 1 can avoid colliding with object 2, based on the collision margin time TTC and the collision avoidance time TTCth. The determination processing unit 33 can determine that if the collision margin time TTC is less than or equal to the collision avoidance time TTCth, the likelihood that vehicle 1 can avoid colliding with object 2 is low, and the likelihood that vehicle 1 will collide with object 2 is high. The determination processing unit 33 can determine that if the collision margin time TTC is longer than the collision avoidance time TTCth, the likelihood that vehicle 1 can avoid colliding with object 2 is high, and the likelihood that vehicle 1 will collide with object 2 is low.

[0063] The determination processing unit 33 can determine whether a corresponding operation is appropriate for collision avoidance or damage mitigation, based on the collision margin time TTC and collision avoidance time TTCth, as well as the steering data D3 and braking data D4 of the vehicle 1, if a corresponding operation is included in the operations performed before the determination timing. Here, "collision avoidance" refers to avoiding a collision between the vehicle 1 and the object 2. "Damage mitigation" refers to reducing the damage that may occur to the vehicle 1 when it collides with the object 2.

[0064] The determination processing unit 33 can determine that the response operation was appropriate in avoiding a collision or mitigating damage when the collision margin time TTC is shorter than the collision avoidance time TTCth (see Figure 1) and the main operation of the response operation is braking. The determination processing unit 33 can determine that the response operation was not appropriate in avoiding a collision or mitigating damage when the collision margin time TTC is shorter than the collision avoidance time TTCth (see Figure 1) and the main operation of the response operation is steering.

[0065] The determination processing unit 33 can determine that, if the collision margin time TTC is equal to or greater than the collision avoidance time TTCth (see Figure 2), the corresponding operation was appropriate in avoiding a collision or mitigating damage, regardless of whether the main operation of the corresponding operation was braking or steering.

[0066] The determination processing unit 33 can determine that the response operation was appropriate in avoiding a collision or mitigating damage when the collision margin time TTC is longer than the safety time obtained by adding a predetermined margin to the collision avoidance time TTCth (see Figure 3), and the main operation of the response operation is steering. The determination processing unit 33 can determine that the response operation was not appropriate in avoiding a collision or mitigating damage when the collision margin time TTC is longer than the safety time obtained by adding a predetermined margin to the collision avoidance time TTCth (see Figure 3), and the main operation of the response operation is braking. The predetermined margin is, for example, 1 second.

[0067] Incidentally, the determination processing unit 33 can determine the type of the above-mentioned "main operation" based, for example, on the steering time Tdo1 and the braking time Tdo2. For example, if the steering time Tdo1 is earlier than the braking time Tdo2, the determination processing unit 33 can determine that the above-mentioned "main operation" is a steering operation. For example, if the braking time Tdo2 is earlier than the steering time Tdo1, the determination processing unit 33 can determine that the above-mentioned "main operation" is a braking operation.

[0068] The judgment processing unit 33 can determine that the "main operation" described above is steering wheel operation if it can obtain steering time Tdo1 but cannot obtain braking time Tdo2. The judgment processing unit 33 can determine that the "main operation" described above is steering wheel operation if the amount of steering (change in steering angle) obtained at a time prior to collision target recognition time Tsr exceeds the steering amount threshold th3, and the amount of braking (deceleration of vehicle 1) obtained at a time prior to collision target recognition time Tsr is less than or equal to the braking amount threshold th1. The judgment processing unit 33 can determine that the "main operation" described above is braking operation if it can obtain braking time Tdo2 but cannot obtain steering time Tdo1. The determination processing unit 33 can determine that the "main operation" described above is a steering wheel operation when the braking amount (deceleration of vehicle 1) obtained at a time prior to the collision target recognition time Tsr exceeds the braking amount threshold th1, and the steering amount (change in steering angle) obtained at a time prior to the collision target recognition time Tsr is less than or equal to the steering amount threshold th3.

[0069] The determination processing unit 33 may determine the type of the "main operation" described above in a way different from the method described above. For example, if the determination processing unit 33 has obtained both the steering time Tdo1 and the braking time Tdo2, and the amount of steering (change in steering angle) in the avoidance steering described above exceeds the steering amount threshold th4, and the amount of braking (deceleration of vehicle 1) in the avoidance braking described above is kept below the braking amount threshold th2, the determination processing unit 33 may determine that the "main operation" described above is a steering operation. For example, if the amount of steering (change in steering angle) obtained at a time prior to the collision target recognition time Tsr exceeds the steering amount thresholds th3 and th4, and the amount of braking (deceleration of vehicle 1) obtained at a time prior to the collision target recognition time Tsr exceeds the braking amount threshold th1 and is kept below the braking amount threshold th2, the determination processing unit 33 may determine that the "main operation" described above is a steering operation.

[0070] The determination processing unit 33 may determine that the "main operation" described above is a brake operation if, for example, both the steering time Tdo1 and the braking time Tdo2 have been obtained, and the amount of braking in the avoidance braking described above (deceleration of vehicle 1) exceeds the braking amount threshold th2, and the amount of steering in the avoidance steering described above (change in steering angle) is kept below the steering amount threshold th4. The determination processing unit 33 may also determine that the "main operation" described above is a brake operation if, for example, the amount of braking (deceleration of vehicle 1) obtained at a time prior to the collision target recognition time Tsr exceeds the braking amount thresholds th1 and th2, and the amount of steering (change in steering angle) obtained at a time prior to the collision target recognition time Tsr exceeds the steering amount threshold th3 and is kept below the steering amount threshold th4.

[0071] The determination processing unit 33 may determine, for example, that the "main operation" described above is a steering operation when the braking time Tdo2 is earlier than the steering time Tdo1, and the amount of steering (change in steering angle) in the avoidance steering described above exceeds the steering amount threshold th4, and the amount of braking (deceleration of vehicle 1) in the avoidance braking described above is kept below the braking amount threshold th2. The determination processing unit 33 may determine, for example, that the "main operation" described above is a brake operation when the braking time Tdo2 is earlier than the steering time Tdo1, and the amount of braking (deceleration of vehicle 1) in the avoidance braking described above exceeds the braking amount threshold th2, and the amount of steering (change in steering angle) in the avoidance steering described above is kept below the steering amount threshold th4.

[0072] The judgment processing unit 33 is capable of generating a judgment result regarding the response operation. If the judgment processing unit 33 determines that the response operation was inappropriate for collision avoidance or damage mitigation, it is capable of generating a judgment result that includes an explanation indicating that the response operation was inappropriate for collision avoidance or damage mitigation, and advice on appropriate response operations.

[0073] The notification control unit 34 is capable of outputting the judgment result for the corresponding operation obtained by the judgment processing unit 33. The notification control unit 34 is capable of generating an audio signal of an audio message that notifies the judgment result and outputting it to the notification unit 50. The notification unit 50 is configured, for example, to include a microphone and is capable of outputting an audio message based on the audio signal input from the notification control unit 34. The notification control unit 34 is capable of generating a video signal including the judgment result and outputting it to the notification unit 50. The notification unit 50 is configured, for example, to include a liquid crystal panel or an organic EL panel and is capable of displaying a video including the judgment result based on the video signal input from the notification control unit 34.

[0074] The notification control unit 34 may be capable of outputting a determination result when, for example, 10 seconds or more have elapsed since the collision target recognition time Tsr, and a collision between vehicle 1 and object 3 has not occurred. The notification control unit 34 may also be capable of outputting a determination result when, for example, vehicle 1 is moving straight or is stopped.

[0075] [Operation] Next, the determination of whether the response operation performed by the driver in vehicle 1 is appropriate will be explained with reference to Figure 7. Figure 7 shows an example of the procedure for determining whether the response operation performed by the driver in vehicle 1 is appropriate.

[0076] First, the control unit 30 acquires various data (step S101). The control unit 30 acquires various data such as vehicle 1 driving data RN, object 2 detection data DT, vehicle 1 steering data ST, and vehicle 1 braking data BR. Next, based on the acquired data, if the control unit 30 detects object 2 (step S102; Y), it determines whether or not there is a possibility that vehicle 1 will collide with object 2 (step S103). For example, the control unit 30 determines that there is a possibility that vehicle 1 will collide with object 2 if there is a possibility that the paths of vehicle 1 and object 2 will intersect.

[0077] If there is a possibility that vehicle 1 will collide with object 2 (step S103; Y), the control unit 30 identifies object 2 as object 3 at collision target recognition time Tsr (step S104). Subsequently, based on the acquired data, the control unit 30 determines whether or not a response operation is included in the operations performed before collision target recognition time Tsr (step S105). If a response operation is included in the operations performed before collision target recognition time Tsr (step S105; Y), the control unit 30 determines whether or not the response operation is appropriate for collision avoidance or damage mitigation (step S106). If the response operation is inappropriate for collision avoidance or damage mitigation, the control unit 30 notifies the driver of an appropriate response operation (step S107).

[0078] [Effects] Next, the effects of the vehicle 1 according to this embodiment will be described.

[0079] In this embodiment, when there is a possibility that vehicle 1 will collide with object 2, object 2 is identified as object 3 at collision target recognition time Tsr, and a determination is made as to whether a corresponding operation is included in the operations performed before collision target recognition time Tsr. If a corresponding operation is found to be included as a result of the determination, a determination is made as to whether the corresponding operation is appropriate for collision avoidance or damage mitigation, based on the collision margin time TTC and the steering and braking data of vehicle 1, and the determination result is output. This makes it possible to encourage the driver to select an appropriate corresponding operation when encountering a similar situation in the future.

[0080] In this embodiment, when the braking amount included in braking data D4 prior to the judgment timing (collision target recognition time Tsr) exceeds the braking amount threshold th1, it is determined that a corresponding operation (evasive braking) was included in the braking performed prior to the judgment timing (collision target recognition time Tsr). Furthermore, when the steering amount included in steering data D3 prior to the judgment timing (collision target recognition time Tsr) exceeds the steering amount threshold th3, it is determined that a corresponding operation (evasive steering) was included in the steering performed prior to the judgment timing (collision target recognition time Tsr). As a result, at the collision target recognition time Tsr, object 2 can be identified as collision target 3. Consequently, the appropriateness of the steering and braking performed prior to the collision target recognition time Tsr can be determined, and by communicating the result of this determination to the driver, it is possible to encourage the driver to select an appropriate corresponding operation when encountering a similar situation in the future.

[0081] In this embodiment, the collision prediction time Tx and braking time Tdo2 are derived based on the vehicle 1's driving data RN and the object 2's detection data DT. Then, the collision margin time TTC is derived based on the derived collision prediction time Tx and braking time Tdo2. Based on the derived collision margin time TTC, steering data D3, and braking data D4, it is possible to determine whether the corresponding operation is appropriate. As a result, by communicating the result of this determination to the driver, it is possible to encourage the driver to select the appropriate response operation when encountering a similar situation in the future.

[0082] In this embodiment, if the collision margin time (TTC) is shorter than the collision avoidance time (TTCth), and the primary response is braking, it is determined that the response was appropriate in avoiding a collision or mitigating damage. By communicating this determination to the driver, it is possible to encourage the driver to select an appropriate response when encountering a similar situation in the future.

[0083] In this embodiment, if the collision margin time (TTC) is shorter than the collision avoidance time (TTCth), and the primary response operation is steering, it is determined that the response operation was inappropriate for collision avoidance or damage mitigation. By communicating this determination to the driver, it is possible to encourage the driver to select an appropriate response operation when encountering a similar situation in the future.

[0084] In this embodiment, if the collision margin time (TTC) is equal to or greater than the collision avoidance time (TTCth), the system determines that the response was appropriate in avoiding a collision or mitigating damage, regardless of whether the primary response was braking or steering. By communicating this determination to the driver, the system can encourage the driver to select the appropriate response when encountering a similar situation in the future.

[0085] In this embodiment, if the collision margin time (TTC) exceeds the safe time (TTCth) which is the collision avoidance time (TTCth) plus a predetermined margin, and the primary response operation is braking, then it is determined that the response operation was inappropriate for collision avoidance or damage mitigation. By informing the driver of this determination, it is possible to encourage the driver to select an appropriate response operation when encountering a similar situation in the future.

[0086] In this embodiment, if the collision margin time (TTC) exceeds the safe time (TTCth) which is the collision avoidance time (TTCth) plus a predetermined margin, and the primary response operation is steering, then it is determined that the response operation was appropriate in avoiding a collision or mitigating damage. By communicating this determination to the driver, it is possible to encourage the driver to select an appropriate response operation when encountering a similar situation in the future.

[0087] In this embodiment, if the start time of steering included in the response operation (steering time Tdo1) is earlier than the start time of braking included in the response operation (braking time Tdo2), it is determined that the main operation of the response operation is steering. Furthermore, if the start time of steering included in the response operation (steering time Tdo1) is earlier than the start time of braking included in the response operation (braking time Tdo2), it is determined that the main operation of the response operation is braking. By communicating the result of this determination to the driver, it is possible to encourage the driver to select the appropriate response operation when encountering a similar situation in the future.

[0088] In this embodiment, if the steering amount before the decision timing included in the steering data ST exceeds the steering amount threshold th3, and the braking amount before the decision timing included in the braking data BR is less than or equal to the braking amount threshold th1, it is determined that the main operation of the corresponding operation is steering. If the braking amount before the decision timing included in the braking data BR exceeds the braking amount threshold th1, and the steering amount before the decision timing included in the steering data ST is less than or equal to the steering amount threshold th3, it is determined that the main operation of the corresponding operation is braking. By communicating the result of this determination to the driver, it is possible to encourage the driver to select the appropriate operation when encountering a similar situation in the future.

[0089] Let's assume that the braking amount before the decision timing, as included in the braking data BR, exceeds the braking amount threshold th1, and the steering amount before the decision timing, as included in the steering data ST, exceeds the steering amount threshold th3. In this embodiment, if the steering amount before the decision timing exceeds the steering amount threshold th4, which is greater than the steering amount threshold th3, and the braking amount before the decision timing is less than or equal to the braking amount threshold th2, which is greater than the braking amount threshold th1, then it may be determined that the main operation of the corresponding operation is steering. Furthermore, if the braking amount before the decision timing exceeds the braking amount threshold th2, and the steering amount before the decision timing is less than or equal to the steering amount threshold th4, then it may be determined that the main operation of the corresponding operation is braking. Even in this case, by communicating the result of the determination to the driver, it is possible to encourage the driver to select the appropriate response operation when encountering a similar situation in the future.

[0090] In this embodiment, the steering amount is not limited to the steering angle of the vehicle 1, but may be, for example, the steering speed, steering acceleration, angular acceleration, or yaw rate (angular velocity) of the vehicle 1. In this embodiment, the braking amount is not limited to the deceleration of the vehicle 1, but may be, for example, the brake pedal depressing force or braking torque.

[0091] Although the present disclosure has been described above with reference to embodiments, the present disclosure is not limited to these embodiments, and various modifications are possible. The effects described herein are merely illustrative, and the effects of the present disclosure are not limited to those described herein. Therefore, other effects may be obtained with respect to the present disclosure.

[0092] Furthermore, the present disclosure may take the following forms: <1> A driving assistance device comprising: an acquisition unit capable of acquiring vehicle driving data, detection data of objects around the vehicle, and steering data and braking data of the vehicle; and a processing unit capable of determining whether steering and braking are appropriate based on the driving data, detection data, steering data and braking data acquired by the acquisition unit, wherein when the processing unit determines, based on the driving data and detection data, that there is a possibility that the vehicle may collide with the object, it identifies the object as a collision target at the timing of the determination, determines, based on the steering data and braking data, whether at least one of the steering and braking performed before the timing of the determination includes a corresponding operation for the collision target, and, if the result of the determination includes the corresponding operation, it determines, based on the collision margin time until the vehicle and the object collide, obtained based on the driving data and detection data, and the steering data and braking data, whether the corresponding operation is appropriate for collision avoidance or damage mitigation, and outputs the determination result. <2> The driving support device according to <1>, wherein the processing unit is capable of determining that the corresponding operation is included in the braking performed before the determination timing when the braking amount included in the braking data before the determination timing exceeds a first braking amount threshold, and determining that the corresponding operation is included in the steering performed before the determination timing when the steering amount included in the steering data before the determination timing exceeds a first steering amount threshold. <3> The driving support device according to <1> or <2>, wherein the processing unit is capable of determining that the collision prediction time when the vehicle collides with the object and the start time of the avoidance braking based on the driving data and the detection data, and of determining the collision margin time based on the derived collision prediction time and start time.<4> The driver assistance device according to <1>, wherein the processing unit can determine that the corresponding operation was appropriate in avoiding the collision or mitigating the damage when the collision margin time is shorter than a first threshold and the main operation of the corresponding operation is a brake operation. <5> The driver assistance device according to <3>, wherein the processing unit can determine that the corresponding operation was not appropriate in avoiding the collision or mitigating the damage when the collision margin time is shorter than a first threshold and the main operation of the corresponding operation is a steering operation. <6> The driver assistance device according to <5>, wherein the processing unit can determine that the corresponding operation was appropriate in avoiding the collision or mitigating the damage when the collision margin time is equal to or greater than a first threshold and the main operation of the corresponding operation is either a brake operation or a steering operation. <7> The driver assistance device according to any one of <3> to <6>, wherein the processing unit can determine that the response operation was not appropriate in avoiding the collision or mitigating the damage when the collision margin time exceeds the safety time obtained by adding a predetermined margin to the first threshold, and the main operation of the response operation is a brake operation. <8> The driver assistance device according to <7>, wherein the processing unit can determine that the response operation was appropriate in avoiding the collision or mitigating the damage when the collision margin time exceeds the safety time obtained by adding a predetermined margin to the first threshold, and the main operation of the response operation is a steering operation. <9> The driver assistance device according to any one of <3> to <8>, wherein the processing unit can determine that the main operation of the response operation is a steering operation when the start time of steering included in the response operation is earlier than the start time of braking included in the response operation, and the main operation of the response operation is a brake operation when the start time of steering included in the response operation is earlier than the start time of braking included in the response operation.<10> The processing unit is capable of determining that the main operation of the corresponding operation is a steering operation if the amount of steering included in the steering data prior to the determination timing exceeds the first steering amount threshold and the amount of braking included in the braking data prior to the determination timing is less than or equal to the first braking amount threshold, and the processing unit is capable of determining that the main operation of the corresponding operation is a brake operation if the amount of braking included in the braking data prior to the determination timing exceeds the first braking amount threshold and the amount of steering included in the steering data prior to the determination timing is less than or equal to the first steering amount threshold. The driving support device according to any one of <4> to <8>. <11> The processing unit is capable of determining that the main operation of the corresponding operation is a steering operation when the braking amount before the determination timing included in the braking data exceeds a first braking amount threshold, and the steering amount before the determination timing included in the steering data exceeds a first steering amount threshold, and the braking amount before the determination timing is less than or equal to the second braking amount threshold which is greater than the first braking amount threshold, and the main operation of the corresponding operation is a brake operation. The driving support device according to any one of <4> to <8>.<12> A vehicle equipped with a driving assistance device, the driving assistance device comprising: an acquisition unit capable of acquiring vehicle driving data, detection data of objects around the vehicle, and steering data and braking data of the vehicle; and a processing unit capable of determining whether steering and braking are appropriate based on the driving data, detection data, steering data and braking data acquired by the acquisition unit, wherein when the processing unit determines, based on the driving data and detection data, that there is a possibility that the vehicle may collide with the object, it identifies the object as a collision target at the timing of the determination, determines, based on the steering data and braking data, whether at least one of the steering and braking performed before the timing of the determination includes a response operation to the collision target, and, if the result of the determination includes the response operation, it determines, based on the collision margin time until the vehicle and the object collide, obtained based on the driving data and detection data, and the steering data and braking data, whether the response operation is appropriate for collision avoidance or damage mitigation, and outputs the determination result.

[0093] In a driver assistance system and vehicle according to one embodiment of the present disclosure, when there is a possibility of the vehicle colliding with an object, the object is identified as a collision target at the timing when the vehicle determines that there is a possibility of collision with the object (determination timing), and a determination is made as to whether at least one of the steering and braking actions performed prior to the determination timing includes a response action to the collision target. If the determination results in a response action being included, a determination is made as to whether the response action is appropriate for collision avoidance or damage mitigation, based on the collision margin time and the vehicle's steering and braking data, and the determination result is output. This makes it possible to encourage the driver to select an appropriate response action when encountering a similar situation in the future.

[0094] The control unit 30 shown in Figure 4 can be implemented by a circuit including at least one semiconductor integrated circuit, such as at least one processor (e.g., a central processing unit (CPU)), at least one application-specific integrated circuit (ASIC) and / or at least one field-programmable gate array (FPGA). The at least one processor can be configured to perform all or some of the functions of the control unit 30 shown in Figure 4 by reading instructions from at least one non-temporary, tangible computer-readable medium. Such a medium can take various forms, including, but is not limited to, various magnetic media such as hard disks, various optical media such as CDs or DVDs, and various semiconductor memories (i.e., semiconductor circuits) such as volatile memory or non-volatile memory. Volatile memory may include DRAM and SRAM. Non-volatile memory may include ROM and NVRAM. The ASIC is an integrated circuit (IC) specialized to perform all or some of the functions of the control unit 30 shown in Figure 4. An FPGA is an integrated circuit designed to be configurable after manufacturing to perform all or some of the various functions of the control unit 30 shown in Figure 4.

Claims

1. A driving assistance device comprising: an acquisition unit capable of acquiring vehicle driving data, detection data of objects around the vehicle, and steering and braking data of the vehicle; and a processing unit capable of determining whether steering and braking are appropriate based on the driving data, detection data, steering data and braking data acquired by the acquisition unit, wherein when the processing unit determines, based on the driving data and detection data, that there is a possibility that the vehicle may collide with the object, it identifies the object as a collision target at the timing of the determination, determines, based on the steering data and braking data, whether at least one of the steering and braking performed before the timing of the determination includes a response operation to the collision target, and, if the result of the determination includes the response operation, it determines, based on the collision margin time until the vehicle and the object collide, obtained based on the driving data and detection data, and the steering data and braking data, whether the response operation is appropriate for collision avoidance or damage mitigation, and outputs the determination result.

2. The driving support device according to claim 1, wherein the processing unit is capable of determining that the corresponding operation is included in the braking performed before the determination timing when the braking amount included in the braking data before the determination timing exceeds a first braking amount threshold, and the processing unit is capable of determining that the corresponding operation is included in the steering performed before the determination timing when the steering amount included in the steering data before the determination timing exceeds a first steering amount threshold.

3. The driving assistance device according to claim 1, wherein the processing unit is capable of deriving a predicted collision time and a start time for the corresponding operation based on the driving data and the detection data, and deriving the collision buffer time based on the derived predicted collision time and start time.

4. The driving assistance device according to claim 1, wherein the processing unit can determine that the corresponding operation was appropriate in avoiding the collision or mitigating the damage when the collision margin time is shorter than a first threshold and the main operation of the corresponding operation is a braking operation.

5. The driving assistance device according to claim 3, wherein the processing unit can determine that the corresponding operation was inappropriate for collision avoidance or damage mitigation when the collision margin time is shorter than the first threshold and the main operation of the corresponding operation is steering.

6. The driving assistance device according to claim 1, wherein the processing unit can determine that the corresponding operation was appropriate in avoiding the collision or mitigating the damage, regardless of whether the main operation of the corresponding operation is a braking operation or a steering operation, if the collision margin time is equal to or greater than a first threshold.

7. The driving assistance device according to claim 1, wherein the processing unit can determine that the corresponding operation was inappropriate for collision avoidance or damage mitigation when the collision margin time exceeds a safety time obtained by adding a predetermined margin to the first threshold, and the main operation of the corresponding operation is a braking operation.

8. The driving assistance device according to claim 7, wherein the processing unit can determine that the corresponding operation was appropriate in avoiding the collision or mitigating the damage when the collision margin time exceeds a safety time obtained by adding a predetermined margin to the first threshold, and the main operation of the corresponding operation is steering.

9. The driving assistance device according to any one of claims 4 to 8, wherein the processing unit can determine that the main operation of the corresponding operation is a steering wheel operation if the start time of the steering included in the corresponding operation is earlier than the start time of the braking included in the corresponding operation, and can determine that the main operation of the corresponding operation is a brake operation if the start time of the steering included in the corresponding operation is earlier than the start time of the braking included in the corresponding operation.

10. The driving support device according to any one of claims 4 to 8, wherein the processing unit is capable of determining that the main operation of the corresponding operation is a steering operation if the amount of steering included in the steering data prior to the determination timing exceeds the first steering amount threshold and the amount of braking included in the braking data prior to the determination timing is less than or equal to the first braking amount threshold, and the processing unit is capable of determining that the main operation of the corresponding operation is a brake operation if the amount of braking included in the braking data prior to the determination timing exceeds the first braking amount threshold and the amount of steering included in the steering data prior to the determination timing is less than or equal to the first steering amount threshold.

11. The driving support device according to any one of claims 4 to 8, wherein the processing unit can determine that the main operation of the corresponding operation is a steering operation when the braking amount before the determination timing included in the braking data exceeds a first braking amount threshold, and the steering amount before the determination timing included in the steering data exceeds a first steering amount threshold, and the braking amount before the determination timing is less than or equal to the second braking amount threshold which is greater than the first braking amount threshold, and the processing unit can determine that the main operation of the corresponding operation is a brake operation when the braking amount before the determination timing exceeds the second braking amount threshold, and the steering amount before the determination timing is less than or equal to the second steering amount threshold.

12. A vehicle equipped with a driver assistance device, wherein the driver assistance device includes an acquisition unit capable of acquiring vehicle driving data, detection data of objects around the vehicle, and steering and braking data of the vehicle, and a processing unit capable of determining whether steering and braking are appropriate based on the driving data, detection data, steering data and braking data acquired by the acquisition unit, wherein when the processing unit determines, based on the driving data and detection data, that there is a possibility that the vehicle may collide with the object, it identifies the object as a collision target at the timing of the determination, determines, based on the steering data and braking data, whether at least one of the steering and braking performed before the timing of the determination includes a response operation to the collision target, and, if the result of the determination includes the response operation, it determines, based on the collision margin time until the vehicle and the object collide, obtained based on the driving data and detection data, and the steering data and braking data, whether the response operation is appropriate for collision avoidance or damage mitigation, and outputs the determination result.

Images