CN114940171A

CN114940171A - Driving support device

Info

Publication number: CN114940171A
Application number: CN202210150607.2A
Authority: CN
Inventors: 片山诚; 伊藤修; 门胁英男; 田中宏树
Original assignee: Honda Motor Co Ltd
Current assignee: Honda Motor Co Ltd
Priority date: 2021-02-17
Filing date: 2022-02-14
Publication date: 2022-08-26
Also published as: JP7282115B2; JP2022125623A

Abstract

The invention provides a driving assistance device which can avoid not only the collision between a self-vehicle and an obstacle but also the collision between other vehicles and the obstacle when the obstacle approaches the self-vehicle. The driving assistance device 11 includes: the vehicle information processing apparatus includes a peripheral information acquiring unit 40 that acquires peripheral information of the vehicle 1, an approach determining unit 201 that determines whether an obstacle in the periphery of the vehicle 1 approaches the vehicle 1 based on the peripheral information acquired by the peripheral information acquiring unit 40, an informing control unit 202 that informs a driver of the vehicle 1 of a possibility of an obstacle collision when the approach determining unit 201 determines that the obstacle approaches, a braking control unit 203 that brakes the vehicle 1 when the approach determining unit 201 determines that the obstacle approaches, and an obstacle informing unit 204 that transmits an obstacle informing signal for informing that the obstacle approaches and avoiding contact between another vehicle 300 in the periphery of the vehicle 1 and the obstacle to another vehicle in the periphery of the vehicle 1.

Description

Driving support device

Technical Field

The present invention relates to a driving assistance device.

Background

There is known a technique of reducing a collision injury in a braking operation when it is determined that there is a possibility of collision between a vehicle and an obstacle at an intersection where a line of sight is poor (for example, see patent document 1).

Documents of the prior art

[ patent document ]

[ patent document 1] Japanese patent laid-open No. 2020-154698

Disclosure of Invention

Technical problem to be solved by the invention

However, when an obstacle approaches the host vehicle due to a wrong-way driving or the like, another vehicle in the vicinity of the host vehicle may not detect the obstacle due to the presence of the host vehicle, and a collision between the vehicle and the obstacle may not be avoided.

Therefore, an object of the present invention is to provide a driving assistance device that can avoid a collision between an obstacle and a vehicle other than the vehicle itself, when the obstacle approaches the vehicle itself.

The invention aims to provide a driving assistance device which can avoid not only the collision between a self vehicle and an obstacle, but also the collision between other vehicles and the obstacle when the obstacle approaches the self vehicle.

Means for solving the problems

A driving assistance device according to an aspect of the present invention (for example, the driving assistance device 11 described below) includes: a peripheral information acquiring unit (for example, a peripheral information acquiring unit 40 described below) that acquires peripheral information of a vehicle (for example, a vehicle 1 described below), an approach determining unit (for example, an approach determining unit 201 described below) that determines whether or not an obstacle (for example, a motorcycle 500 described below) in the periphery of the vehicle approaches the vehicle on the basis of the peripheral information acquired by the peripheral information acquiring unit, an informing control unit (for example, an informing control unit 202 described below) that informs a driver of the vehicle of a possibility of collision of the obstacle when the approach determining unit determines that the obstacle approaches, a braking control unit (for example, a braking control unit 203 described below) that brakes the vehicle when the approach determining unit determines that the obstacle approaches, and an obstacle informing signal that informs the approach of the obstacle and avoids contact between another vehicle (for example, another vehicle 300 described below) in the periphery of the vehicle and the obstacle are transmitted to the periphery of the vehicle An obstacle notification unit (for example, the obstacle notification unit 204 described below) of the other vehicle.

Further, when the approach determination unit determines that the obstacle approaches, the notification control unit notifies the possibility of collision of the obstacle at an earlier timing than when the obstacle does not approach the vehicle.

Further, when the approach determination unit determines that the obstacle approaches, the brake control unit brakes the vehicle at an earlier timing than when the obstacle does not approach the vehicle.

The obstacle notification unit may transmit the obstacle notification signal to the other vehicle traveling in the same forward direction as the vehicle and behind the vehicle, based on the peripheral information acquired by the peripheral information acquisition unit.

The obstacle notification signal reports the approach of the obstacle to the other vehicle and/or avoids collision between the other vehicle and the obstacle when it is predicted that the obstacle approaches the other vehicle in the forward direction of the other vehicle.

The obstacle notification signal moves the other vehicle from a current traveling position to a position shifted in the vehicle width direction.

Effects of the invention

According to the present invention, it is possible to provide a driving assistance device that can avoid a collision between an own vehicle and an obstacle, and also a collision between another vehicle and the obstacle, when the obstacle approaches the own vehicle.

Drawings

Fig. 1 is a block diagram showing a configuration of a vehicle according to the present embodiment.

Fig. 2 is a diagram showing a functional configuration of the driving assistance device for a vehicle according to the present embodiment.

Fig. 3 is a diagram showing a situation in which there is a possibility that the vehicle, another vehicle, and the motorcycle collide with each other according to the present embodiment.

Fig. 4 is a flowchart showing a process of the vehicle according to the present embodiment.

Fig. 5 is a flowchart showing processing of another vehicle according to the present embodiment.

Detailed Description

Hereinafter, embodiments of the driving assistance device according to the present invention will be described with reference to the drawings.

Fig. 1 is a block diagram showing a configuration of a vehicle 1 according to the present embodiment. Fig. 1 is a plan view and a side view of a vehicle 1. The vehicle 1 is a four-wheeled passenger car of a sedan type as an example.

The vehicle 1 includes a control device 2. The control device 2 includes a plurality of ECUs (the automated driving ECU 20 to the stop control ECU 29) that can be connected by in-vehicle network communication. Each ECU functions as a computer, and includes a processor typified by a CPU, a storage device such as a semiconductor memory, an interface of an external device, and the like. The storage device stores a program executed by the processor, data processed and used by the processor, and the like. Each ECU may include a plurality of processors, storage devices, interfaces, and the like.

The functions and the like of the individual drive ECU 20 to the stop control ECU 29 will be described below. The number of ECUs and the functions to be assigned to the ECUs may be appropriately designed, and the ECUs shown in the present embodiment may be subdivided or integrated.

The automated driving ECU 20 executes control regarding automated driving of the vehicle 1. During the automatic driving, the automatic driving ECU 20 automatically controls at least one of the steering and acceleration/deceleration of the vehicle 1.

The steering ECU 21 controls the electric power steering device 3. The electric power steering apparatus 3 includes a mechanism for controlling the front wheels in accordance with a driving operation (steering operation) of the steering wheel 31 by the driver. The electric power steering apparatus 3 includes a motor for applying an auxiliary steering operation or automatically controlling the driving force to the front wheels, a sensor for detecting a steering angle, and the like. When the driving state of the vehicle 1 is the automatic driving, the steering ECU 21 automatically controls the electric power steering device 3 in response to an instruction from the automatic driving ECU 20 to control the forward direction of the vehicle 1.

The

travel assist ECUs

22 and 23 perform control of the camera 41, the LIDAR 42, and the millimeter wave radar 43 that detect the surrounding conditions of the vehicle, and information processing of the detection results. The camera 41 captures images of the front, side, and rear sides of the vehicle 1. In the case of the present embodiment, the number of cameras 41 is 2 in the front portion of the vehicle 1, and 1 in each of the side portion and the rear portion. The

driving assist ECUs

22 and 23 can extract the outline of the target object or extract the area drawing line (white line or the like) of the lane line on the road by analyzing the image captured by the camera 41.

The LIDAR 42 is Light Detection and Ranging (LIDAR) and detects an object around the vehicle 1, a distance measurement, and a distance to the object. In the case of the present embodiment, the number of the LIDARs 42 is 5, 1 at each corner of the front portion of the vehicle 1, 1 at the center of the rear portion, and 1 at each side of the rear portion.

The millimeter wave radar 43 detects a target object around the vehicle 1, and measures a distance and a distance of the target object. In the case of the present embodiment, 5 millimeter wave radars 43 are provided, one at the center of the front of the vehicle 1, 1 at each corner of the front, and 1 at each corner of the rear.

The travel assist ECU 22 performs information processing for controlling the camera 41 and each LIDAR 42 on the front side of the vehicle 1 and detection results. The travel assist ECU 23 performs control of the camera 41 and each millimeter wave radar 43 on the other side of the front portion of the vehicle 1 and information processing of the detection results. By providing two sets of ECUs for detecting the surrounding conditions of the vehicle 1, the reliability of the detection result can be improved, and by providing detection means having different types of cameras 41, LIDAR 42, and millimeter wave radar 43, the surrounding environment of the vehicle 1 can be analyzed on multiple surfaces.

The position recognition ECU 24 controls the gyro sensor 5, the GPS sensor 24b, and the communication device 24c, and processes the detection result or the communication result. The gyro sensor 5 detects a rotational motion of the vehicle 1. The position recognition ECU 24 may determine the detection result of the gyro sensor 5, or determine the advancing direction of the vehicle 1 from the wheel speed or the like.

The GPS sensor 24b detects the current position of the vehicle 1. The communication device 24c performs wireless communication with a server that provides map information, traffic information, and the like, and acquires such information. The position recognition ECU 24 has access to a database 24a of map information constructed in a storage device, and the position recognition ECU 24 searches for a route from the current location to the destination.

The communication control ECU 25 includes a communication device 25a for vehicle-to-vehicle communication. The communication device 25a performs wireless communication with other vehicles in the vicinity to exchange information between the vehicles.

The drive control ECU 26 controls the power device 6. The power plant 6 is a mechanism that outputs a driving force for rotating the driving wheels of the vehicle 1, and includes, for example, an engine and a transmission. The drive control ECU 26 controls the output of the engine in accordance with, for example, the driving operation (accelerator operation or acceleration operation) of the driver detected by an operation detection sensor 7D provided at the accelerator pedal 7A. The drive control ECU 26 switches the shift stage of the transmission based on information such as the vehicle speed detected by the vehicle speed sensor 7C. When the driving state of the vehicle 1 is the automated driving, the drive control ECU 26 automatically controls the power plant 6 in response to an instruction from the automated driving ECU 20 to control acceleration and deceleration of the vehicle 1.

The vehicle exterior notification control ECU 27 controls the lighting devices such as the direction indicator (turn signal lamp) 8. In the case of the example of fig. 1, the direction indicators 8 are provided at the front, door mirrors, and rear of the vehicle 1.

The in-vehicle report control ECU 28 controls the input/output device 9. The input/output device 9 outputs information to the driver and receives input of information from the driver. The input/output device 9 includes: an audio output device 91, a display device 92, and an input device 93.

The sound output device 91 reports information to the driver by sound.

The display device 92 reports information to the driver by display of the image. The display device 92 is disposed on the front of the driver's seat, for example, and constitutes an instrument panel or the like. Note that, here, voice and display are exemplified, and information may be reported by vibration or light. Also, the input/output device 9 may report information by combining a plurality of sounds, displays, vibrations, or lights. Further, the input/output device 9 may be configured to change the combination or the report form depending on the information level (e.g., the degree of urgency) to be reported.

The input device 93 is a switch group disposed at a position where a driver can operate and instructs the vehicle 1, and may include a voice input device.

The stop control ECU 29 controls the brake device 10, a parking brake (not shown), and the like. The brake device 10 is, for example, a disc brake device, is provided on each wheel of the vehicle 1, and decelerates or stops the vehicle 1 by applying resistance to rotation of the wheel.

The stop control ECU 29 controls the operation of the brake device 10 in accordance with, for example, a driver's driving operation (braking operation) detected by an operation detection sensor 7E provided on the brake pedal 7B. When the driving state of the vehicle 1 is the automatic driving, the stop control ECU 29 automatically controls the brake device 10 to decelerate and stop the vehicle 1 in response to an instruction from the ECU 20. The brake device 10 or parking brake may also be actuated to maintain the stopped state of the vehicle 1. When the transmission of the power plant 6 includes a parking lock mechanism, the parking lock mechanism may be operated to maintain the stopped state of the vehicle 1.

The vehicle 1 further includes an in-vehicle detection sensor 50 that detects an in-vehicle state. The in-vehicle detection sensor 50 is configured by a camera as an imaging unit, a weight sensor, a temperature detection sensor, and the like, and the type thereof is not particularly limited. The in-vehicle detection sensor 50 may be provided for each seat provided in the vehicle 1, and may be provided in a single configuration so that the entire in-vehicle can be viewed and monitored.

[ examples of control functions ]

The control function of the vehicle 1 of the present embodiment includes a travel-related function for controlling driving, braking, and steering of the vehicle 1, and a notification function for notifying the driver of information.

The lane keeping control is a control of automatically (independently of a driving operation by a driver) running the vehicle on a running track set in the lane, and is a control of controlling the position of the lane.

The lane line escape suppression control is one of control of the position of the vehicle with respect to the lane line, and detects a white line or a center separation zone, and performs automatic steering such that the vehicle does not exceed the line. The lane line escape suppression control and the lane line maintenance control function differently in this manner.

The lane line change control is control for automatically moving the vehicle to an adjacent lane line from a lane line on which the vehicle is traveling.

The forward sports following control is control for automatically following another vehicle traveling ahead of the own vehicle.

The collision-reduction braking control is control for assisting collision avoidance by automatically braking when the possibility of collision with an obstacle ahead of the vehicle is high.

The false start suppression control is control for limiting acceleration of the vehicle and suppressing a sudden start when the acceleration operation by the driver is equal to or more than a predetermined amount in the stopped state of the vehicle.

The adjacent vehicle report control is control for reporting the presence of another vehicle traveling on an adjacent lane line adjacent to the traveling lane line of the own vehicle to the driver, and for example, reports the presence of another vehicle traveling on the side and the rear side of the own vehicle.

The forward sports car start report control is control for reporting that the own vehicle and another vehicle ahead of the own vehicle are in a stopped state and the other vehicle ahead of the own vehicle starts. The reports may be made by the in-vehicle reporting device described above.

The following describes processing performed by the driving assistance device 11 of the vehicle 1 according to the present embodiment.

Fig. 2 is a diagram showing a functional configuration of the driving assistance device 11 of the vehicle 1 according to the present embodiment. As shown in fig. 2, the driving assistance device 11 includes: a control device 2, a communication device 25a, and a peripheral information acquisition unit 40.

The control device 2 includes: an approach determination unit 201, a report control unit 202, a brake control unit 203, an obstacle notification unit 204, a traveling direction prediction unit 205, and an avoidance control unit 206. The peripheral information acquisition unit 40 includes: the camera 41, the LIDAR 42, and the millimeter-wave radar 43 described above.

The peripheral information acquiring unit 40 acquires peripheral information of the vehicle 1. For example, the peripheral information acquiring unit 40 acquires peripheral information on the front, side, and rear sides of the vehicle 1. The peripheral information is, for example, images of the front, side, and rear periphery of the vehicle 1 acquired by the camera 41. The peripheral information may be, for example, data of the front, side, and rear periphery of the vehicle 1 acquired by the LIDAR 42 or the millimeter wave radar 43.

The approach determination unit 201 determines whether or not an obstacle in the vicinity of the vehicle 1 approaches the vehicle 1, based on the peripheral information acquired by the peripheral information acquisition unit 40. Specifically, the approach determination unit 201 determines whether or not an obstacle in the vicinity of the vehicle 1 approaches the vehicle 1, based on a vector indicating the moving direction of another vehicle and an acceleration included in the vicinity information.

When the approach determination unit 201 determines that the obstacle approaches, the notification control unit 202 notifies the driver of the vehicle 1 of the possibility of collision with the obstacle. Specifically, when the approach determination unit 201 determines that the obstacle approaches, the notification control unit 202 displays warning information indicating the possibility of collision between the obstacle and the vehicle 1 on the display device 92 and/or outputs the warning information to the sound output device 91. Thereby, the report control unit 202 reports the possibility of collision between the obstacle and the vehicle 1 to the driver of the vehicle 1.

When the approach determination unit 201 determines that the obstacle approaches, the notification control unit 202 notifies the possibility of collision of the obstacle at an earlier timing than when the obstacle does not approach the vehicle 1. Thus, for example, in the case of another vehicle in which the obstacle is traveling in the wrong direction, the vehicle 1 can report the approach of the obstacle to the driver of the vehicle 1 in advance.

When the approach determination unit 201 determines that the obstacle approaches, the brake control unit 203 brakes the vehicle 1 by the stop control ECU 29. Specifically, when the approach determination unit 201 determines that the obstacle approaches, the brake control unit 203 performs the collision reduction braking control by the stop control ECU 29 in order to avoid or reduce the collision damage between the vehicle 1 and the obstacle.

When the approach determination unit 201 determines that the obstacle approaches, the brake control unit 203 may brake the vehicle 1 at an earlier timing than when the obstacle does not approach the vehicle 1.

The obstacle notifying unit 204 transmits an obstacle notifying signal to other vehicles around the vehicle 1. Here, the obstacle notification signal notifies other vehicles around the vehicle 1 of the approach of the obstacle and avoids the other vehicles around the vehicle 1 from contacting the obstacle.

The obstacle notifying unit 204 transmits an obstacle notifying signal to another vehicle traveling in the same traveling direction as the vehicle 1 and on the rear side of the vehicle 1, based on the peripheral information acquired by the peripheral information acquiring unit 40. Specifically, the obstacle notifying unit 204 detects another vehicle traveling in the same traveling direction as the vehicle 1 and behind the vehicle 1 based on the surrounding information, and transmits an obstacle notification signal to the detected another vehicle.

When an obstacle approaches the other vehicle in the predicted traveling direction, the obstacle notification signal reports the approach of the obstacle to the other vehicle and/or avoids collision between the other vehicle and the obstacle. The obstacle notification signal may move another vehicle from a current traveling position to a position shifted in the vehicle width direction.

Upon receiving the obstacle notification signal, the heading direction prediction unit 205 predicts the heading direction of the vehicle 1 based on the surrounding information and road information acquired by the surrounding information acquisition unit 40, the map information, and the position information of the vehicle 1.

Upon receiving the obstacle notification signal, the avoidance control unit 206 causes the vehicle 1 to avoid the obstacle based on the predicted traveling direction of the vehicle 1 predicted by the traveling direction prediction unit 205. For example, when receiving the obstacle notification signal, the avoidance control unit 206 determines whether or not an obstacle approaches the vehicle, based on the traveling direction of the vehicle 1 predicted by the traveling direction prediction unit 205. When it is determined that the obstacle is approaching, the avoidance control unit 206 moves the vehicle from the position where the vehicle 1 is currently traveling to a position shifted in the vehicle width direction.

Fig. 3 is a diagram showing a situation in which the vehicle 1 and the other vehicle 300 of the present embodiment may collide with the motorcycle 500. The other vehicle 300 has the same configuration as the vehicle 1.

In the example shown in fig. 3, the vehicle 1 travels straight on the road a1, and the other vehicle 300 travels in the same forward direction as the vehicle 1 and on the rear side of the vehicle 1. The motorcycle 500 is driven in reverse on the lane line on which the vehicle 1 and the other vehicle 300 travel, and approaches the vehicle 1.

The vehicle 1 determines that the vehicle 1 approaches an obstacle, reports the possibility of collision with the obstacle to the driver of the vehicle 1, and brakes the vehicle 1. Further, the vehicle 1 transmits the obstacle notification signal to another vehicle 300 that travels in the same forward direction as the vehicle 1 and on the rear side of the vehicle 1.

The other vehicle 300 predicts the traveling direction of the vehicle 1 upon receiving the obstacle notification signal, and reports the approach of the obstacle and/or the avoidance of the collision with the obstacle when the obstacle approaches in the predicted traveling direction. Thereby, the other vehicle 300 can avoid a collision with the obstacle.

Fig. 4 and 5 are flowcharts showing processing of the vehicle 1 and the other vehicle 300 according to the present embodiment. Fig. 4 is a flowchart showing a process of the vehicle 1 according to the present embodiment. The other vehicle 300 has the same configuration as the vehicle 1.

In step S1, the peripheral information acquisition unit 40 acquires the peripheral information of the vehicle 1.

In step S2, the approach determination unit 201 determines whether or not an obstacle (e.g., the motorcycle 500 of fig. 3) around the vehicle 1 approaches the vehicle 1, based on the peripheral information acquired by the peripheral information acquisition unit 40. If it is determined that the obstacle approaches the vehicle 1 (YES), the process proceeds to step S3. On the other hand, when it is determined that the obstacle approaches the vehicle 1 (NO), the process proceeds to step S1.

In step S3, when the approach determination unit 201 determines that the obstacle approaches, the notification control unit 202 notifies the driver of the vehicle 1 of the possibility of collision with the obstacle.

In step S4, when the approach determination unit 201 determines that the obstacle approaches, the brake control unit 203 brakes the vehicle 1 by the stop control ECU 29.

In step S5, the obstacle notification unit 204 determines whether or not another vehicle 300 traveling in the same forward direction as the vehicle 1 and behind the vehicle 1 is detected, based on the surrounding information. In the case where another vehicle is detected (YES), the process proceeds to step S6. On the other hand, if another vehicle 300 is not detected (NO), the process is terminated thereafter.

In step S6, the obstacle notification unit 204 transmits an obstacle notification signal to the other vehicle 300 detected.

Fig. 5 is a flowchart showing a process of another vehicle 300 according to the present embodiment.

In step S11, the traveling direction prediction unit 205 receives the obstacle notification signal transmitted from the vehicle 1. The traveling direction of the other vehicle 300 is predicted based on the surrounding information and road information acquired by the surrounding information acquiring unit 40, the map information, and the position information of the other vehicle 300.

In step S12, when receiving the obstacle notification signal, the traveling direction prediction unit 205 predicts the traveling direction of the other vehicle 300 based on the surrounding information and road information acquired by the surrounding information acquisition unit 40, the map information, and the position information of the other vehicle 300.

In step S13, the avoidance control unit 206 determines whether or not an obstacle is approaching, based on the direction of travel of the other vehicle 300 predicted by the direction of travel prediction unit 205. If it is determined that the obstacle is approaching (YES), the process proceeds to step S14. On the other hand, if it is determined that the obstacle is not approaching (NO), the process is terminated thereafter.

In step S14, the avoidance control unit 206 causes the other vehicle 300 to avoid the obstacle. Further, the report control portion 202 reports the possibility of collision of the obstacle with another vehicle 300.

According to the present embodiment, for example, the following effects are achieved.

The driving assistance device 11 includes: the vehicle information acquisition unit 40 that acquires the peripheral information of the vehicle 1, the approach determination unit 201 that determines whether an obstacle in the periphery of the vehicle 1 approaches the vehicle 1 based on the peripheral information acquired by the peripheral information acquisition unit 40, the notification control unit 202 that notifies the driver of the vehicle 1 of the possibility of an obstacle collision when the approach determination unit 201 determines that the obstacle approaches, the brake control unit 203 that brakes the vehicle 1 when the approach determination unit 201 determines that the obstacle approaches, and the obstacle notification unit 204 that transmits an obstacle notification signal to notify the approach of the obstacle and avoid the other vehicle 300 in the periphery of the vehicle 1 from contacting the obstacle to the other vehicle 300 in the periphery of the vehicle 1. Thus, when an obstacle approaches the vehicle 1, the driving assistance device 11 can avoid not only the collision between the vehicle 1 and the obstacle but also the collision between another vehicle 300 and the obstacle.

When the approach determination unit 201 determines that the obstacle approaches, the notification control unit 202 notifies the possibility of collision of the obstacle at an earlier timing than when the obstacle does not approach the vehicle 1. Thus, for example, when the obstacle is another vehicle traveling in the wrong direction, the vehicle 1 can report the approach of the obstacle to the driver of the vehicle 1 in advance.

When the approach determination unit 201 determines that the obstacle approaches, the brake control unit 203 brakes the vehicle at an earlier timing than when the obstacle does not approach the vehicle 1. Thus, for example, in the case where the obstacle is another vehicle traveling in the wrong direction, the vehicle 1 can avoid a collision with the obstacle in advance.

The obstacle notifying unit 204 transmits an obstacle notifying signal to another vehicle 300 traveling in the same traveling direction as the vehicle 1 and on the rear side of the vehicle 1, based on the peripheral information acquired by the peripheral information acquiring unit 40. Thus, the other vehicle 300 can recognize the approach of the obstacle by receiving the obstacle notification signal transmitted from the vehicle 1.

When an obstacle approaches the other vehicle 300 in the predicted traveling direction, the obstacle notification signal reports the approach of the obstacle to the other vehicle 300 and/or avoids collision between the other vehicle 300 and the obstacle. Thus, the other vehicle 300 can report the approach of the obstacle and can avoid a collision with the obstacle.

Then, the obstacle notification signal moves the other vehicle 300 from the current traveling position to a position shifted in the vehicle width direction. As a result, the other vehicle 300 moves to a position offset in the vehicle width direction, and collision with an obstacle can be avoided.

In the above embodiment, the vehicle 1 having the driving assistance device 11 is described as a four-wheeled vehicle, but the driving assistance device 11 of the present embodiment may be applied to a two-wheeled vehicle, for example.

While the embodiment of the present invention has been described above, the driving assistance device 11 may be realized by hardware, software, or a combination of these. The control method by the driving assistance device 11 may be implemented by hardware, software, or a combination thereof. Here, the software implementation means implementation by reading a program by a computer and executing the program.

The program may be stored and supplied to the computer using various types of non-transitory computer readable media. The non-transitory computer readable medium includes various types of tangible storage media. Examples of the non-transitory computer readable medium include a magnetic recording medium (e.g., a hard disk drive), a magneto-optical recording medium (e.g., a magneto-optical disk), a CD-ROM (Read Only Memory), a CD-R, CD-R/W, a semiconductor Memory (e.g., mask ROM, PROM (Programmable ROM), EPROM (Erasable PROM), flash ROM, RAM (random access Memory)).

While one embodiment of the present invention has been described above, the present invention is not limited to this. The detailed configuration may be appropriately modified within the scope of the present invention.

Reference numerals

1: vehicle with a steering wheel

11: driving assistance device

40: peripheral information acquisition unit

201: approach determination unit

202: report control unit

203: brake control unit

204: obstacle notification unit

205: advancing direction predicting unit

206: avoidance control part

300: other vehicles

Claims

1. A driving assistance device is provided with: a peripheral information acquisition unit for acquiring peripheral information of the vehicle,

an approach determination unit that determines whether or not an obstacle in the vicinity of the vehicle approaches the vehicle, based on the peripheral information acquired by the peripheral information acquisition unit,

a notification control unit that notifies a driver of the vehicle of a possibility of collision with the obstacle when the approach determination unit determines that the obstacle approaches,

a brake control unit that brakes the vehicle when the approach determination unit determines that the obstacle approaches, an

An obstacle notification signal for notifying the approach of the obstacle and avoiding contact between another vehicle around the vehicle and the obstacle is transmitted to an obstacle notification unit of the another vehicle around the vehicle.

2. The driving assist device according to claim 1, wherein in a case where it is determined by the approach determination portion that the obstacle approaches, the report control portion reports the possibility of collision of the obstacle at an earlier timing than in a case where the obstacle does not approach the vehicle.

3. The driving assist device according to claim 1 or 2, wherein in a case where it is determined by the approach determination portion that the obstacle approaches, the brake control portion brakes the vehicle at an earlier timing than in a case where the obstacle does not approach the vehicle.

4. The driving assistance apparatus according to claim 1, wherein the obstacle notification portion transmits the obstacle notification signal to the other vehicle that travels in the same forward direction as the vehicle and on the rear side of the vehicle, based on the peripheral information acquired by the peripheral information acquisition portion.

5. The driving assistance apparatus according to claim 1, wherein the obstacle notification signal reports the approach of the obstacle to the other vehicle and/or avoids collision between the other vehicle and the obstacle in a case where the approach of the obstacle is predicted in a forward direction of the other vehicle.

6. The driving assistance apparatus according to claim 1, wherein the obstacle notification signal moves the other vehicle from a position where the other vehicle is currently traveling to a position shifted in a vehicle width direction.