JP2010083314A - Driving support device for vehicle - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To predict the entry track of another vehicle to own-vehicle side road on a tolerance road, and to properly determine the risk of collision due to extrusion of the other vehicle to the traveling lane of own vehicle. <P>SOLUTION: When another vehicle attempts to make a turn, from a crossroad to the road of own vehicle, the lane width of the other vehicle and the lane width of the opposing lane of own vehicle are calculated (S10, S11), and a required radius R is calculated from the cross angle of the road (S12) and is compared with the minimum turning radius min. When R<min, the entry track of the other vehicle is obtained as a path having the minimum turning radius min (S14); and when R≥min, the entry track of the other vehicle is obtained as a path with a fixed required radium R (S15). For the case of the path with the required radius R, it is determined that there is no possibility of collision of own vehicle with the other vehicle; and for the case of the path having the minimum turning radius min, it is determined that there is a possibility of collision due to the extrusion of the other vehicle to the traveling lane of own vehicle, and an operation support control as alarm output, forced braking and avoidance steering is executed (S17). <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to a vehicle driving support device that recognizes the surrounding environment of a host vehicle and performs driving support for collision avoidance.

  In recent years, in vehicles such as automobiles, on-board cameras and laser radar devices are used to detect the driving environment in the outside world to recognize obstacles and three-dimensional objects such as preceding vehicles, and perform various controls such as alarms, automatic braking, and automatic steering. Technologies that avoid collisions and improve safety by executing them have been developed and put to practical use.

In such driving support technology, various technologies for preventing a collision at an intersection where two or more roads intersect, such as an intersection, have been proposed. For example, Patent Document 1 (Japanese Patent Application Laid-Open No. 2006-309445). (Patent Publication) discloses a technique for predicting a travel locus of a vehicle on an intersection from road information and calculating a risk level that may occur in the future.
JP 2006-309445 A

  In the conventional technology as disclosed in Patent Document 1, a traveling path of a vehicle at an intersection is predicted by connecting a straight line portion of one road and a straight line portion of the other road with an arc having a certain radius. ing. However, in reality, when one of the crossing roads is narrow or intersects at an acute angle, the vehicle turning out from such a road cannot bend in its own lane and faces the other side. There is a case where a trajectory is drawn in such a manner that it once protrudes into the lane and then returns.

  For example, as shown in FIG. 4A, in the case of a tolerance road in which a narrow road 102 is orthogonal to a road 101 on which the own vehicle 100 travels, another vehicle 103 turns left from the narrow road 102 and is on the own vehicle 100 side. Even if an attempt is made to enter the opposite lane 101b of the road 101, there is a case where the vehicle 101 protrudes beyond the center line 101c of the road 101 on the own vehicle 100 side to the traveling lane 101a of the own vehicle 100, and the risk of collision increases.

  In addition, as shown in FIG. 4B, when the road 105 has an acute tolerance with respect to the road 101 on which the host vehicle 100 travels, even if the other vehicle 106 tries to turn left from the road 105, the approach locus of the other vehicle. May swell greatly beyond the center line 101c of the road 101 on the own vehicle 100 side and protrude into the traveling lane 101a of the own vehicle 100, and similarly, the risk of collision increases.

  As described above, in the conventional technology, when the other vehicle enters the road of the own vehicle from a narrow road or a road that intersects acutely, the approach locus of the other vehicle swells outside the lane of the other vehicle. It is not assumed that the vehicle protrudes into the driving lane, and the risk of collision may not be properly evaluated.

  The present invention has been made in view of the above circumstances, and predicts the approach trajectory of another vehicle to the road on the own vehicle side on the tolerance road, and the other vehicle protrudes into the traveling lane of the own vehicle on the road on the own vehicle side. An object of the present invention is to provide a driving support device for a vehicle that can appropriately determine the risk of a collision.

  In order to achieve the above object, a vehicle driving support device according to the present invention recognizes the surrounding environment of the host vehicle and provides driving support for collision avoidance in the host vehicle side on which the host vehicle travels. An intersection recognition unit for recognizing an intersection between a road and a connection road intersecting the own vehicle side road, and an approach of another vehicle entering the own vehicle side road from the connection road based on the shape of the intersection The possibility of collision between the host vehicle and the other vehicle depends on whether or not a part of the approach track of the other vehicle enters the traveling lane of the host vehicle on the host vehicle side road. And a collision determination unit for determining the above.

  According to the present invention, since the approach trajectory of the other vehicle to the road on the own vehicle side on the tolerance road is predicted based on the shape of the tolerance road, the risk of collision due to the protrusion of the other vehicle to the traveling lane of the own vehicle is reduced. Judgment can be made appropriately.

  Embodiments of the present invention will be described below with reference to the drawings. 1 to 3 relate to an embodiment of the present invention, FIG. 1 is a schematic configuration diagram of a driving support device mounted on a vehicle, FIG. 2 is an explanatory diagram showing an approach locus of another vehicle in an intersection, and FIG. It is a flowchart of approach locus prediction and collision judgment processing.

  In FIG. 1, reference numeral 1 denotes a vehicle (host vehicle) such as an automobile, and a driving support device 2 that recognizes an external driving environment and performs driving support for avoiding a collision with an obstacle is provided on the host vehicle 1. It is installed. In the present embodiment, the driving support device 2 is based on a device group for recognition of the external environment by the stereo camera 3, the stereo image recognition device 4, and the traveling environment information acquisition device 5, and information from each device. A control unit 6 including a microcomputer or the like that performs various processes for driving support is provided as a main part. The control unit 6 is connected to various devices related to driving support such as a display 21 that also serves as an alarm device, an automatic brake control device 22, and an automatic steering control device 23.

  The stereo image recognition device 4, the driving environment information acquisition device 5, the control unit 6, the automatic brake control device 22, the automatic steering control device 23, and the like are each configured as a control unit including a single or a plurality of computer systems. Data is exchanged with each other via a communication bus.

  The host vehicle 1 is also provided with a vehicle speed sensor 11 that detects the host vehicle speed, a yaw rate sensor 12 that detects the yaw rate, a main switch 13 to which an ON / OFF signal for driving support control is input, and the like. The own vehicle speed is input to the stereo image recognition device 4 and the control unit 6, the yaw rate is input to the control unit 6, and the ON / OFF signal for driving support control is input to the control unit 6.

  The stereo camera 3 is used as one of recognition sensors for recognizing the external environment, and includes a pair of (left and right) cameras using a solid-state image sensor such as a CCD or a CMOS. Each camera is attached to the front of the ceiling in the vehicle interior with a certain baseline length, and takes a stereo image of an object outside the vehicle from different viewpoints, and outputs image data to the stereo image recognition device 4.

  The stereo image recognition device 4 includes an image processing engine that processes an image captured by the stereo camera 3 at a high speed, and is configured as a processing unit that performs a recognition process based on an output result of the image processing engine. Image processing of the stereo camera 3 in the stereo image recognition device 4 is performed as follows, for example.

  That is, first, the stereo image recognition device 4 obtains distance information from a corresponding position shift amount with respect to a pair of stereo images in the traveling direction of the host vehicle 1 captured by the stereo camera 3, and generates a distance image. . Then, based on this data, a well-known grouping process is performed and compared with frames (windows) such as three-dimensional road shape data, side wall data, and three-dimensional object data stored in advance. Side wall data such as guardrails and curbs that exist along the road are extracted, and three-dimensional objects are classified and extracted into other three-dimensional objects such as two-wheeled vehicles, ordinary vehicles, large vehicles, pedestrians, and utility poles. These data are calculated as data in a coordinate system in which the own vehicle 1 is the origin, the front-rear direction of the own vehicle 1 is the X axis, and the width direction is the Y axis. White line data, guardrails existing along the road, curbstones And the like, the type of the three-dimensional object, the distance from the host vehicle 1, the center position, the speed, and the like are transmitted to the control unit 6 as obstacle information.

  In this embodiment, an example in which the stereo camera 3 is used as one of the recognition sensors will be described. However, other recognition sensors such as a monocular camera and a millimeter wave radar may be used.

  The travel environment information acquisition device 5 detects an object in a wider range than the detection range of the stereo camera 3, and acquires various types of information such as road shape, the presence / absence of an intersection, position / shape information, and traffic jam information. Specifically, the traveling environment information acquisition device 5 receives light and radio wave beacons from road incidental facilities and acquires various information such as traffic congestion information, weather information, and traffic regulation information for a specific area. Communicate with other vehicles around the vehicle (vehicle-to-vehicle communication), and exchange vehicle information such as vehicle type, vehicle position, vehicle speed, acceleration / deceleration state, brake operation state, blinker state, etc. It is configured as a device capable of acquiring a wide range of travel environment information by collecting information from a communication device, a positioning device such as a GPS, and a navigation device.

  Based on the vehicle speed from the vehicle speed sensor 11, the yaw rate from the yaw rate sensor 12, the obstacle information from the stereo image recognition device 4, and the obstacle information from the traveling environment information acquisition device 5, the control unit 6 It recognizes the risk (risk) existing in the surrounding environment, and executes driving support control such as warning to the driver, braking support, and steering support.

  In addition, the control unit 6 is particularly adapted for a road (own vehicle side road) on which the host vehicle 1 travels by a device group (stereo camera 3, stereo image recognition device 4, travel environment information acquisition device 5) for recognition of the external environment. ) And a road (connection road) that intersects with the own vehicle side road (function as an intersection recognition unit) from the connection road on the other vehicle side to the opposite lane of the road on the own vehicle side Predicts the travel trajectory of another vehicle that enters, and has a function (function as an entrance trajectory prediction unit and a collision determination unit) that determines the possibility of a collision due to the other vehicle protruding into the travel lane on the host vehicle side. .

  Further, the control unit 6 has a function as a prediction execution determination unit that determines whether or not to execute the approach locus prediction, and determines whether or not the approach locus prediction is actually executed according to the traveling environment. Like to do. Whether or not to execute this approach trajectory prediction process depends on, for example, the position of the other vehicle (the distance to the intersection), the presence or absence of a traffic light, the speed of the other vehicle, the operating state of the brake or accelerator, etc. It is appropriately determined whether or not another vehicle enters the road on the own vehicle side, and it is determined whether or not to execute the prediction process according to the determination result.

  When predicting the approach trajectory of another vehicle on an intersection, the approach trajectory is predicted depending on the width of the road, the intersection angle of the intersection, and the type of vehicle (large car, small car, light car, motorcycle, etc.) And using the minimum turning radius. Hereinafter, the prediction process of the approach locus | trajectory of the other vehicle in an intersection is demonstrated using FIG.

  FIG. 2 shows an example in which another road 51 intersects the road 50 on which the own vehicle 1 travels at an intersection angle θ. In the following, the other vehicle 52 turns left from the intersecting road 51 and is on the own vehicle side. A case of entering the road 50 will be described. In FIG. 2, the road 50 on the own vehicle 1 side is two lanes of the traveling lane 50 a and the opposite lane 50 b of the own vehicle 1, and the road 51 on the other vehicle 52 side is also the traveling lane 51 a of the other vehicle 52. Two lanes with the opposite lane 51b.

  FIG. 2 shows an example in which the vehicle traffic category is left-hand traffic, but the same applies to the case where the vehicle traffic category is right-hand traffic.

  Here, it is assumed that the other vehicle 52 enters the opposite lane 50b of the road 50 on the own vehicle 1 side with a traveling locus having a certain radius (the inner wheel difference will be described later). The maximum radius (necessary radius) R at which the other vehicle 52 can enter the oncoming lane 50b without protruding into the travel lane 50a on the own vehicle 1 side is such that the outside of the other vehicle 52 extends from the center line 51c of the road 51 to the road 50. It can be understood as a trajectory passing through the center line 50c.

  Further, the required radius R is concentric with the required radius R, and the vehicle width w of the other vehicle 52 is added to the radius (limit radius) Rc of the circle inside the other vehicle 52 passing through the inner intersection of the roads 50 and 51. Can be expressed as the following radius (1). As will be described later, when considering the difference between the inner wheels of the vehicle, the required radius R is calculated using a width w 'considering the difference between the inner wheels instead of the vehicle width w.

R = Rc + w (1)
As shown in FIG. 2, the limit radius Rc is determined based on the position C1 inside the other vehicle 52 when the outside of the other vehicle 52 starts turning from the center line 51c of the road 51, the road 50 on the own vehicle 1 side, and the like. A position B where the road 51 on the vehicle 52 side intersects with the intersection angle θ, and a position C2 inside the other vehicle 52 when the outside of the other vehicle 52 is on the center line 50c of the road 50 on the own vehicle 1 side. This is the radius of a circle (center O) passing through three points.

  At this time, the line connecting the position C1 and the center O of the circle, and the line connecting the position C2 and the center O of the circle are respectively the road end line on the traveling lane 51a side of the road 51 and the road lane 50b side of the road 50. Two right triangles AOB and DOB are formed orthogonal to the road end line at intersections A and D. One right triangle AOB has a side of a limit radius Rc connecting the intersection position B and the center O as a hypotenuse, and the side a by the intersection A and the center O and the side b by the intersection A and the intersection position B are mutually connected. It is an orthogonal right triangle. The other right-angled triangle DOB has a side of a limit radius Rc connecting the intersection position B and the center O as a hypotenuse, a side d by the intersection D and the center O, and a side c by the intersection D and the intersection position B. Are right triangles orthogonal to each other.

  Since these two right triangles AOB and DOB share the hypotenuse of the limit radius Rc, they form a quadrangular OABD that is inscribed in a circle centered at the midpoint O ′ between the intersection position B and the center O. Therefore, Tremy's theorem can be applied to the two diagonal lines AD and BO of the quadrangular OABD, and the following equation (2) is obtained. Here, e is the length of the diagonal line AD. The length of the diagonal line BO is the limit radius Rc.

e · Rc = a · c + b · d (2)
Further, when the cosine theorem is applied to the diagonal line AD of the quadrangular OABD, the following expression (3) is obtained. Further, when the Pythagorean theorem is applied to the two right triangles AOB and DOB forming the quadrangular OABD, the following equations (4) and (5) can be obtained.

e ² = a ² + d ² -2 · a · d · cos (π-θ) (3)
Rc ² = a ² + b ² (4)
Rc ² = c ² + d ² (5)
Of the sides a, b, c, d of the quadrangular OABD, the lengths of the sides a, d are the required radius R, the travel lane of the other vehicle 52, as shown in the following equations (6), (7). It can be obtained from the lane width La of 51a and the lane width Lo of the opposite lane 50b of the host vehicle 1.

a = R−La (6)
d = R-Lo (7)
Therefore, when the terms related to the unknown sides b and c are deleted from the equations (2) to (5) and the limit radius Rc is arranged, the following equation (8) is obtained.

Rc ² = (2 · a · d · cos θ + a ² + d ² ) / (1-cos ² θ) (8)
When the roads 50 and 51 are orthogonal to each other, θ = π / 2 and cos θ = 0, and the limit radius Rc can be expressed by the following equation (8 ′).

Rc ² = a ² + d ² (8 ′)
Finally, the required radius R can be obtained by the following equation (9) obtained by applying the above-described equations (1), (6), and (7) to the equation (8) related to the limit radius Rc. . Equation (9) is a quadratic equation for the required radius R, and the required radius R can be obtained by solving this quadratic equation.

(1 + cos θ) ² · R ² + 2 · (w−w · cos ² θ−La · cos θ−Lo · cos θ−La−Lo) · R− (1−cos ² θ) · w ² + 2 · La · Lo · cos θ + La ² + Lo ² = 0 (9)
Of the two solutions obtained from the equation (9), the required radius R is a real solution and a solution having a larger value, and is represented by the following equation (10).

R = ((2 · (−w ² + (La + Lo) · w−La · Lo) · cos θ + 2 · w ² + 2 · (−La−Lo) · w + 2 · La · Lo) ^1/2 + w · cos θ−w + La + Lo) / (1 + cos θ) (10)
The required radius R obtained as described above is compared with the minimum turning radius rmin of the other vehicle 52, and a route with a radius that can actually be turned is determined. In this case, it is desirable to determine the route more precisely including the difference between the inner wheels of the vehicle. However, the calculation requires an enormous amount of calculation (approximate calculation), and not only the processing time and load increase, but also the calculation. Not all necessary data can be acquired.

  Therefore, when information such as the tread T and the wheel base Wb of the other vehicle 52 can be acquired, the minimum radius (innermost radius) Rin on the vehicle inner side considering the inner ring difference is set as shown in the following equation (11). As shown in the following equation (12), the width w ′ obtained by subtracting the innermost radius Rin from the minimum turning radius rmin is used instead of the vehicle width w in the equations (1) and (10). The radius R is obtained. The width w 'here is the vehicle width plus the inner ring difference.

Rin = (rmin ² −Wb ² ) ^1/2 −T (11)
w ′ = rmin−Rin = rmin + T− (rmin ² −Wb ² ) ^1/2 (12)
As a result of comparison between the required radius R and the minimum turning radius rmin, if the required radius R is equal to or greater than the minimum turning radius rmin of the other vehicle 52 (R ≧ rmin), the other vehicle 52 travels on the own vehicle 1 side. It is determined that the vehicle can enter the opposite lane 50b on the own vehicle 1 side without protruding into the lane 50a. Therefore, in the case of R ≧ rmin, the approach locus of the other vehicle 52 to the road 50 on the own vehicle 1 side is a route connected in time series with a certain required radius R.

  On the other hand, when the required radius R is less than the minimum turning radius rmin (R <rmin), the approach locus of the other vehicle 52 becomes larger than the required radius R and the vehicle does not protrude from the traveling lane 50a on the own vehicle 1 side. The vehicle cannot enter the opposite lane 50b on the vehicle 1 side. For this reason, when R <rmin, the approach locus of the other vehicle 52 to the road 50 on the own vehicle 1 side is a route connected in time series with the minimum rotation radius rmin of the other vehicle 52.

  For simplicity, it is assumed that the inner ring difference is a constant value (for example, 1 m for a small vehicle), and the required radius (R + 1) including the constant inner ring difference is compared with the minimum turning radius rmin. Anyway.

  Then, the control unit 6 determines the possibility of collision with the host vehicle 1 based on the approach locus of the other vehicle 52. When the approach locus of the other vehicle 52 is a route connecting a certain required radius R, the other vehicle 52 safely enters the oncoming lane 50b without exceeding the center line 50c of the road 50 on the own vehicle 1 side, It is determined that there is no possibility of a collision between the host vehicle 1 and the other vehicle 52.

  On the other hand, when the approach track of the other vehicle 52 is a route that turns around with the minimum turning radius rmin, the other vehicle 52 exceeds the center line 50c of the road 50 on the own vehicle 1 side and once protrudes into the travel lane 50a. It is determined that there is a possibility of collision between the vehicle 1 and the other vehicle 52, and driving assistance such as alarm control, braking control, steering control, etc. for the driver is executed, thereby avoiding the collision and ensuring safety.

  Next, the program processing relating to the above approach trajectory prediction and collision determination will be described using the flowchart of FIG.

  In this program processing, first, in step S1, information on other vehicles (traveling direction, speed, brake, etc.) is obtained by an autonomous sensor that can be recognized by the own vehicle alone such as the stereo camera 3 or by external communication such as inter-vehicle communication or road-vehicle communication. And accelerator operation information, blinker operation information, vehicle width, minimum turning radius, etc.). Next, the process proceeds to step S2, where the absolute position of the host vehicle 1 is acquired by a GPS device or the like, and it is checked whether or not there is an intersection on the traveling path of the host vehicle 1 by map matching with map data held by the navigation device. Further, it is determined whether or not there is another vehicle on the intersection road.

  As a result, when there is no intersection or when there is no other vehicle even if there is an intersection, the process jumps from step S2 to step S9 and predicts the entry trajectory of the other vehicle entering the traveling path side of the host vehicle 1 Is stopped, and the process proceeds to step S16 and subsequent steps. On the other hand, when there is another vehicle on the intersection road, the process proceeds from step S2 to step S3, and road information such as the position of the intersection, the shape and width of the intersecting road, the intersection angle, and the number of lanes is acquired from the map data. If the road intersection angle cannot be acquired, the traveling direction of the other vehicle may be examined, and the tolerance angle of the road may be estimated from the traveling direction.

  Next, the process proceeds to step S4, where it is determined whether or not there is a traffic signal at the intersection. If there is a traffic signal, the process jumps to step S9 to stop the prediction process of the approach locus, and if there is no traffic signal, the process proceeds to step S5. It is checked whether the position of the other vehicle is equal to or less than the set distance L to the intersection. This set distance L is a distance that the own vehicle 1 can pass through the intersection before the other vehicle reaches the intersection. If the position of the vehicle exceeds the set distance L, similarly, the process jumps to step S9 to stop the prediction process of the approach locus, and if the position of the other vehicle is equal to or less than the set distance L, the process proceeds to step S6.

  In step S6, it is examined whether or not the other vehicle turns at the intersection and enters the oncoming lane of the host vehicle 1 from the operation information of the winker of the other vehicle. As a result, when it is determined that the other vehicle does not enter the opposite lane of the host vehicle 1 from the intersection, for example, the other vehicle blinks the right turn blinker on the road that intersects the road of the host vehicle 1 on the right side in the traveling direction. If the vehicle is blinking or the blinker is not lit, it is determined that the other vehicle does not enter the oncoming lane of the host vehicle 1 from the intersection, and the process jumps from step S6 to step S9 to stop the process of predicting the entry locus. For example, when the other vehicle blinks the left turn flasher and it is determined that the vehicle enters the opposite lane of the host vehicle 1 from the intersection, the process proceeds from step S6 to step S7.

  In step S7, from the speed of the other vehicle and the brake operation information, whether the speed of the other vehicle exceeds the set speed V and the brake is OFF, that is, the other vehicle starts turning without temporarily stopping at the intersection. Find out if you are trying. In step S7, when the speed of the other vehicle exceeds the set speed V and the brake is OFF, the process proceeds to an approach locus prediction process after step S10.

  On the other hand, if the speed of the other vehicle is equal to or lower than the set speed V or the brake is ON in step S7, it is further checked in step S8 whether the accelerator of the other vehicle is ON. Then, when the accelerator of the other vehicle is OFF, it is determined that the vehicle is temporarily stopped at the intersection, and the process proceeds to step S9 for stopping the prediction process of the approach locus. When the accelerator of the other vehicle is ON, the vehicle is not temporarily stopped. As a start of turning, the process proceeds to an approach locus prediction process after step S10.

  In the approach trajectory prediction process after step S10, first, the lane width La of the lane in which another vehicle travels is calculated in step S10. This lane width La can be calculated based on the information of the intersection road where the other vehicle exists. For example, the lane width La can be obtained by dividing the width of the intersection road by the number of lanes. In subsequent step S11, the lane width Lo of the opposite lane of the road on which the host vehicle 1 travels is calculated. Similarly, the lane width Lo of the opposite lane can be obtained by dividing the width of the road on which the other vehicle is traveling by the number of lanes.

  In the following step S12, using the lane width La of the traveling lane of the other vehicle, the lane width Lo of the opposite lane of the host vehicle 1, the vehicle width w of the other vehicle, and the road intersection angle (or the traveling direction of the other vehicle) θ, The required radius R that is the maximum radius for the other vehicle to turn at the intersection and enter the oncoming lane without protruding into the travel lane of the host vehicle 1 is calculated by the above-described equation (10).

  Next, in step S13, the required radius R is compared with the minimum turning radius rmin of the other vehicle. If R <rmin, the process proceeds to step S14, and the approach locus of the other vehicle is set as a route that turns around the minimum turning radius rmin of the other vehicle. The route is connected with a certain required radius R.

  Thereafter, the process proceeds to step S16 through one of steps S9, S14, and S15, and the possibility of collision is determined. The determination of the possibility of collision is made in the case where the prediction process of the approach locus of the other vehicle entering the opposite lane of the host vehicle 1 from the intersection road is stopped in step S9. The collision risk is calculated based on, for example, the existence probability of an obstacle for a roadside pedestrian or the like. If it is determined from the collision risk that there is no possibility of collision, the process exits from step S16.

  On the other hand, if it is determined that there is a possibility of a collision, the process proceeds from step S16 to step S17 to output a warning by voice or display via the display 21, forced braking via the automatic brake control device 22, or automatic steering control device. Then, driving support control such as avoidance steering through 23 is executed to ensure safety.

  Further, when an approach locus of another vehicle entering the oncoming lane of the host vehicle 1 from the intersection road is predicted and the process proceeds from step S14 or step S15 to step S16, in addition to the above-described collision risk judgment, the other vehicle The possibility of collision between the own vehicle 1 and another vehicle entering from the cross road is determined according to whether the approach locus is a route having the required radius R or a route having the minimum turning radius rmin.

  If the approach locus of the other vehicle is a route with the required radius R, it is determined that there is no possibility of collision with the other vehicle entering the road on the own vehicle side from the intersection, and the other vehicle 1 When there is no possibility of a collision due to a collision risk targeting a vehicle, a two-wheeled vehicle, a roadside pedestrian, or the like existing in the traveling lane, the present process is exited from step S16.

  On the other hand, in the case where the approach locus of the other vehicle is a route having the minimum turning radius rmin, the other vehicle that enters the road on the own vehicle side from the crossing road protrudes from the traveling lane of the own vehicle 1, and thus the possibility of a collision. Judge that there is. In step S17, the position at each time based on the minimum turning radius rmin of the other vehicle entering the road on the own vehicle side from the intersection, the position of the own vehicle 1 at the corresponding time, and the like are calculated. A warning that another vehicle entering from the crossing road protrudes ahead of the host vehicle is output by voice or display via 21, and forced braking or automatic steering control device 23 via automatic brake control device 22 is output. Driving safety control such as avoidance steering is performed to ensure safety.

  In this way, in this embodiment, in order to predict the entry trajectory of another vehicle that enters the road on which the host vehicle 1 travels based on the shape of the tolerance road, the other vehicle protrudes into the travel lane of the host vehicle 1 in advance. Can be detected. Thereby, the danger of the collision in an intersection can be evaluated appropriately and preventive safety can be improved significantly.

Schematic configuration diagram of a driving support device mounted on a vehicle Explanatory drawing which shows the approach locus | trajectory of the other vehicle in an intersection Flow chart of approach locus prediction and collision determination processing Explanatory drawing which shows the protrusion of the left turn vehicle in an intersection

Explanation of symbols

1 self-vehicle 2 driving support device 3 stereo camera (intersection recognition unit)
4 Stereo image recognition device (intersection recognition unit)
5 Driving environment information acquisition device (intersection recognition unit)
6 Control unit (entrance trajectory prediction unit, collision determination unit)
R Required radius rmin Minimum turning radius θ Road intersection angle La, Lo Lane width w Vehicle width

Claims (6)

In a vehicle driving support device that recognizes the surrounding environment of the host vehicle and performs driving support for collision avoidance,
An intersection recognition unit for recognizing an intersection between the own vehicle side road on which the own vehicle travels and a connecting road intersecting the own vehicle side road;
Based on the shape of the intersection, an approach trajectory prediction unit that predicts an approach trajectory of another vehicle entering the host vehicle side road from the connection road;
A collision determination unit that determines whether or not a collision between the host vehicle and the other vehicle depends on whether or not a part of the approach locus of the other vehicle enters the travel lane of the host vehicle on the host vehicle side road. A vehicle driving support device characterized by the above.   The driving assistance apparatus for a vehicle according to claim 1, wherein an approach locus of the other vehicle is predicted using a width of the intersection.   The driving assistance apparatus for a vehicle according to claim 1 or 2, wherein an approach locus of the other vehicle is predicted using an intersection angle of the intersection.   The vehicle driving support device according to claim 3, wherein the intersection angle is estimated from a traveling direction of the other vehicle.   The vehicle driving support apparatus according to any one of claims 1 to 4, wherein an approach locus of the other vehicle is predicted using a minimum turning radius and a vehicle width according to a vehicle type.   The prediction execution determination unit that determines whether or not to execute the prediction of the approach trajectory based on the position and speed of the other vehicle is further provided. Vehicle driving support device.

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