CN113335275B

CN113335275B - Driving support device

Info

Publication number: CN113335275B
Application number: CN202110784952.7A
Authority: CN
Inventors: 向井靖彦; 能登纪泰; 徳田哲也; 山口昌信; 杉浦泰伸
Original assignee: Denso Corp
Current assignee: Denso Corp
Priority date: 2016-02-10
Filing date: 2017-02-10
Publication date: 2024-02-09
Anticipated expiration: 2037-02-10
Also published as: CN113335275A; WO2017138659A1

Abstract

A travel support device (30) is provided with travel information units (32, S402), first information units (34, S420), second information units (36, S408), first determination units (38, S414, S416, S422, S430), second determination units (40, S410), first avoidance amount units (42, S428), second avoidance amount units (44, S412), and travel control units (54, S412, S418, S424-S428, S432). As a second avoidance amount for executing the second avoidance travel, the second avoidance amount portion reduces the control amount compared with the first avoidance amount set by the first avoidance amount portion when the control amount of the travel control is set, and delays the start time when the execution start time of the travel control is set.

Description

Driving support device

The present application is a divisional application of the invention patent application with the application number 201780010463.8, the application date 2018, the month 08 and the name of "driving assistance device".

Technical Field

The present disclosure relates to a technique of avoiding collision of a host vehicle with a moving object around the host vehicle.

Background

A technique of avoiding collision of a host vehicle with a moving object around the host vehicle is known. For example, a technique of calculating the possibility of collision between the host vehicle and the moving object based on the position and the vehicle speed as the traveling information of the host vehicle and the position and the speed as the moving information of the moving object, and operating the brake when the possibility of collision is high. The movement information of the moving object is detected by a detection device such as a camera or millimeter wave radar mounted on the vehicle.

Patent document 1 below describes a technique for transmitting warning information from a first vehicle to a second vehicle by wireless communication when the risk of collision between the first vehicle and the second vehicle existing in the traveling direction of the first vehicle is equal to or greater than a threshold value. The warning information includes a collision risk, position information of the first vehicle, and a traveling direction of the first vehicle.

When the second vehicle receives the warning information from the communication device of the first vehicle, which is the off-vehicle device, if the first vehicle that transmitted the warning information is located at the rear, the second vehicle starts, stops, releases or accelerates the vehicle, thereby avoiding the collision with the first vehicle or reducing the collision damage.

Patent document 1 Japanese patent laid-open No. 2008-181200

In the case where the movement information of the moving object around the host vehicle is indirectly acquired by wireless communication or the like as in the technique described in patent document 1, the communication radio wave is affected by radio wave shielding, noise, or the like. Therefore, the reliability of the movement information indirectly acquired by wireless communication or the like is lower than in the case where the movement information of the moving object is directly acquired from an in-vehicle detection device such as a camera, millimeter wave radar or the like.

As a result of the detailed study by the inventors, it was found that if the vehicle controls braking and steering operations based on indirectly acquired movement information of a moving object around the vehicle to avoid collision with the moving object, there is a possibility that the vehicle may unnecessarily avoid traveling with respect to the moving object that does not collide. Further, it has been found that the avoidance travel is a travel that deviates from the normal travel predicted by the passenger, and therefore, if the host vehicle is caused to avoid traveling, the passenger feels uncomfortable.

Disclosure of Invention

On the other hand, although the reliability of the indirectly acquired movement information of the moving object is low, since there is a possibility that the host vehicle collides with the moving object, it is preferable to avoid traveling if safety is taken into consideration.

Preferably, one embodiment of the present disclosure provides a technique for appropriately controlling the travel of a vehicle based on movement information acquired from a detection device mounted on the vehicle and movement information acquired from an off-vehicle device, for a moving object around the vehicle, to reduce the feeling of uneasiness of a passenger, and to avoid collision between the vehicle and the moving object.

The travel support apparatus according to one embodiment of the present disclosure includes a travel information unit, a first information unit, a second information unit, a first determination unit, a second determination unit, a first avoidance amount unit, a second avoidance amount unit, and a travel control unit.

The travel information unit acquires at least the position and the vehicle speed of the host vehicle as travel information of the host vehicle. The first information unit acquires at least the position and the speed of the moving object from a detection device mounted on the host vehicle as first movement information of the moving object around the host vehicle. The second information section acquires at least the position and the speed of the moving object as second movement information of the moving object from an off-vehicle device outside the host vehicle.

The first determination section determines a first possibility of collision of the host vehicle with the moving object based on the travel information acquired by the travel information section and the first movement information acquired by the first information section, and determines whether or not to execute first avoidance travel for avoiding collision of the host vehicle with the moving object based on the first possibility.

The second determination section determines a second possibility of collision of the host vehicle with the moving object based on the travel information acquired by the travel information section and the second movement information acquired by the second information section, and determines whether to execute a second avoidance travel for avoiding collision of the host vehicle with the moving object based on the second possibility.

If the first determination unit determines that the first avoidance travel is to be executed, the first avoidance amount unit and the first possibility determined by the first determination unit set a first avoidance amount for avoiding collision between the host vehicle and the moving object.

If the second determination unit determines that the second avoidance travel is to be executed, the second avoidance amount unit sets a second avoidance amount for avoiding collision between the host vehicle and the moving object based on the second possibility determined by the second determination unit, and reduces the control amount when the control amount for controlling the travel of the host vehicle is set and delays the execution start time when the execution start time of the travel control of the host vehicle is set, as the second avoidance amount, as compared with the first avoidance amount set by the first avoidance amount unit when the first avoidance travel is to be executed.

The travel control unit controls travel of the host vehicle based on the first avoidance amount set by the first avoidance amount unit and the second avoidance amount set by the second avoidance amount unit, so as to avoid collision between the host vehicle and the moving object.

According to this configuration, when the own vehicle is caused to avoid traveling by controlling traveling of the own vehicle based on the second avoidance amount, the possibility of collision between the own vehicle and the moving object can be avoided higher than in the case where no avoidance traveling is performed at all. In addition, even if the host vehicle collides with the moving object, damage to the host vehicle and the moving object can be reduced. Accordingly, in one aspect of the present disclosure, the travel of the host vehicle can be appropriately controlled to avoid collision of the host vehicle with the moving object.

Further, as the second avoidance amount in the case of executing the second avoidance travel, the control amount is set smaller in the case of setting the control amount for controlling the travel of the own vehicle than the first avoidance amount in the case of executing the first avoidance travel, and the execution start time is set later in the case of setting the execution start time of the travel control of the own vehicle. Thus, when the own vehicle is controlled to travel based on the second avoidance amount and the own vehicle is caused to avoid traveling, the sense of anxiety felt by the passenger can be reduced.

Note that, reference numerals in parentheses described in the claims show correspondence with specific units described in the embodiment described below as one embodiment, and do not limit the technical scope of the present disclosure.

Drawings

Fig. 1 is a block diagram showing a travel support system according to the present embodiment.

Fig. 2 is a schematic diagram showing a positional relationship between the host vehicle, the moving object, and the shade.

FIG. 3 is a schematic diagram illustrating offset-based collision avoidance.

FIG. 4 is a schematic diagram illustrating other impact avoidance based on offset.

Fig. 5 is a flowchart showing the travel support process.

Fig. 6 is a block diagram illustrating setting of the avoidance amount.

Fig. 7 is a schematic diagram illustrating whether or not the detection device mounted on the vehicle determines the possibility of detection.

Detailed Description

Hereinafter, embodiments to which the present disclosure is applied will be described based on the drawings.

[1. Constitution ]

The travel support system 2 shown in fig. 1 is mounted on a vehicle, and includes a wireless device 10, a camera 12, a millimeter wave radar 14, a vehicle speed sensor 16, a GPS18, a map DB device 20, a travel support device 30, a power transmission system 60, a brake system 62, a steering system 64, and an HMI66.HMI is an abbreviation for Human Machine Interface. Hereinafter, the vehicle on which the travel support system 2 is mounted will be referred to as the host vehicle.

The wireless device 10 wirelessly communicates with an off-vehicle device outside the host vehicle. The off-board device may be provided in any one of a person or a bicycle or a vehicle having a driving source or a roadside machine or a management center.

The camera 12 is a device that photographs the front, side, and rear of the host vehicle. Image data captured by the camera 12 is analyzed by an image analysis device, not shown, and moving objects existing in the front, side, and rear of the vehicle are detected.

The millimeter wave radar 14 outputs millimeter waves to the front, side, and rear of the host vehicle to scan a range of a prescribed angle. The millimeter wave radar 14 detects reflected waves of the irradiated millimeter waves, obtains the distance from the object based on the time required for the millimeter waves to reciprocate between the object and the object reflecting the millimeter waves, and obtains the orientation in which the object exists based on the direction in which the millimeter waves are irradiated when the reflected waves are detected.

In addition, a LIDAR that irradiates a laser beam may be used instead of the radar that irradiates an electromagnetic wave such as the millimeter wave radar 14.

The vehicle speed sensor 16 detects the current vehicle speed of the host vehicle. The GPS18 receives a position measurement signal from a GPS satellite and measures the position of the vehicle.

The map data stored in the map DB device 20 includes links and nodes representing roads. The links connect nodes representing intersections, junctions, and the like. The road is constructed by connecting the road segments. The road segment is registered with data such as an identification number, a link length, latitude and longitude indicating coordinates of a start point and an end point, a road type indicating an expressway, a national road, or the like, and the number of lanes.

The map data also includes a size of each of structures such as buildings existing along a link representing a road, and structures around nodes such as intersections, and junctions.

The travel support apparatus 30 is equipped with a microcomputer including a semiconductor memory such as CPU, RAM, ROM and a flash memory. The travel support apparatus 30 may be equipped with one microcomputer or a plurality of microcomputers.

Each function of the travel support apparatus 30 is realized by the CPU executing a program stored in a non-mobile entity recording medium such as a ROM or a flash memory. The method corresponding to the program is executed by executing the program.

The travel support apparatus 30 includes a travel information unit 32, a first information unit 34, a second information unit 36, a first determination unit 38, a second determination unit 40, a first avoidance amount unit 42, a second avoidance amount unit 44, a map acquisition unit 46, a reliability determination unit 48, a shade determination unit 50, a prediction unit 52, a travel control unit 54, and a reporting unit 56 as functions realized by a CPU executing a program.

The means for realizing these elements constituting the travel support apparatus 30 is not limited to software, and some or all of the elements may be realized using hardware in which logic circuits, analog circuits, and the like are combined.

The transmission system 60 controls the opening degree of the throttle valve device and the fuel injection amount in accordance with the drive output instructed from the travel support device 30 when the internal combustion engine is mounted as a drive source, and controls the supply of electric power to the motor when the motor is mounted as a drive source.

The brake system 62 controls an actuator provided in a hydraulic circuit for hydraulic braking in accordance with a braking force instructed from the travel support apparatus 30. In the case where the motor is mounted on the vehicle as the drive source, the brake system 62 may control the supply of electric power to the motor in accordance with the braking force instructed from the travel support apparatus 30 to generate the braking force by regenerative braking.

The steering system 64 drives a steering wheel in accordance with the torque instructed from the travel support device 30, and controls the traveling direction of the vehicle.

[2. Treatment ]

(1) Brief description of the process

As shown in fig. 2, the travel support process will be described by taking a case where the vehicle 100 travels toward an intersection 210 having poor gazing due to a shelter 200 such as a building, for example, and the moving object 110 is moving from the back of the shelter 200 toward the same intersection 210.

The vehicle 100 includes a vehicle that is a wheel and that uses at least one of an internal combustion engine and a motor as a drive source, and the travel support device 30 can control at least either the vehicle speed or the traveling direction.

The moving object 110 may be any object as long as it moves. For example, a person, a bicycle, and a vehicle having wheels and a driving source correspond to the moving object 110.

During a period in which the moving object 110 is blocked by the blocking object 200 with respect to the own vehicle 100, the camera 12 and the millimeter wave radar 14 cannot detect the moving object 110. When the host vehicle 100 reaches the position 102, the camera 12 and the millimeter wave radar 14 can detect the moving object 110 moving to the position 112.

Even if the camera 12 and the millimeter wave radar 14 detect the moving object 110 at the position 102, the travel support apparatus 30 instructs the brake system 62 to operate in order to avoid collision with the moving object 110, but the predicted time until collision is short. Therefore, it is difficult to avoid collision.

Accordingly, the travel support apparatus 30 indirectly acquires the second movement information of the mobile object 110 including at least the position and the movement speed of the mobile object 110 blocked by the blocking object 200 from the off-vehicle apparatus other than the own vehicle 100 through wireless communication. As the second movement information, movement information including at least the position and the movement speed of the moving object 110 directly acquired from the camera 12 and the millimeter wave radar 14 by the travel assist device 30 is the first movement information of the moving object 110.

The travel support device 30 can detect the traveling directions of each of the host vehicle 100 and the mobile object 110 from the change in the position.

The travel assist apparatus 30 acquires the vehicle speed of the own vehicle 100 from the vehicle speed sensor 16, and acquires the position of the own vehicle 100 based on the map data stored in the GPS18 and the map DB apparatus 20. The information including at least the position and the vehicle speed of the host vehicle 100 is travel information of the host vehicle 100.

The off-vehicle device may be provided to any object as long as it is a wireless device capable of wirelessly transmitting the second movement information of the mobile object 110. The wireless device of the mobile object 110 may also transmit the position and the moving speed of the mobile object 110 detected by the mobile object 110 itself. Alternatively, the wireless device of the roadside apparatus may transmit the position and the movement speed of the moving object 110 detected by the roadside apparatus. Alternatively, the wireless device of the management center may transmit the position and the moving speed received by the management center from the moving object 110.

In the following description, the possibility that the traveling support device 30 determines that the host vehicle 100 collides with the moving object 110 based on the traveling information of the host vehicle 100 and the first movement information of the moving object 110 is the first possibility. In contrast, the possibility that the vehicle 100 and the moving object 110 collide is determined by the driving support device 30 based on the driving information of the vehicle 100 and the second movement information of the moving object 110 as the second possibility.

Specifically, the travel support apparatus 30 calculates the TTC, which is the predicted time until the own vehicle 100 collides with the mobile object 110, based on the first movement information of the mobile object 110 acquired from the camera 12 and the millimeter wave radar 14 and the travel information of the own vehicle 100. The shorter the TTC, the higher the first possibility that the travel assistance device 30 determines that the host vehicle 100 collides with the moving object 110.

The travel assist apparatus 30 calculates TTC based on the second movement information of the mobile object 110 acquired from the off-vehicle apparatus in place of the first movement information and the travel information of the own vehicle 100. The shorter the TTC, the higher the second possibility that the travel assistance device 30 determines that the host vehicle 100 collides with the moving object 110.

The avoidance amount when the travel support device 30 controls the travel of the host vehicle 100 to avoid the collision between the host vehicle 100 and the moving object 110 based on the first possibility setting is the first avoidance amount. The avoidance travel of the host vehicle 100 performed with the first avoidance amount is the first avoidance travel.

In contrast, the travel support device 30 controls the travel of the host vehicle 100 based on the second possibility setting so that the avoidance amount at the time of avoiding the collision between the host vehicle 100 and the mobile object 110 becomes the second avoidance amount, and the travel support device 30 performs the avoidance travel. The avoidance travel of the own vehicle 100 performed with the first avoidance amount is the second avoidance travel.

If the first likelihood is equal to or greater than the first threshold value, which can be determined that the host vehicle 100 collides with the moving object 110, the travel support apparatus 30 executes the first avoidance travel.

As the first avoidance travel based on the braking force, for example, even if the driver instructs the transmission system 60 by stepping on the accelerator pedal, the travel assist device 30 is in the acceleration off state. In other words, in the case where the drive source is an internal combustion engine, the throttle opening becomes fully closed, and the injection amount of the injector becomes 0. When the drive source is a motor, the travel support device 30 cuts off the supply of electric power to the motor.

For example, when the amount of deceleration is insufficient by setting the injection amount of the injector to 0 alone, the travel assist device 30 may set the engine braking force to be high by reducing the gear ratio in the transmission 60 or the like. Even when the drive source is a motor, the travel support device 30 uses not only the power supply to the motor but also the motor as a generator to drive the motor, which is a so-called regenerative torque when the generator is driven.

The braking force is applied by the engine brake operation with the throttle opening fully closed and the injection amount of the injector 0 by the travel support apparatus 30. The travel support apparatus 30 cuts off the supply of electric power to the motor, and the regenerative brake is operated to apply braking force.

Then, as the first travel avoidance operation using the braking force, the travel support device 30 instructs the brake system 62 to operate the hydraulic brake.

As the first avoidance travel based on the steering operation, the travel support device 30 instructs the steering system 64 to operate the steering operation in a direction avoiding the moving object 110.

If the second possibility is not less than the second threshold value, which can be determined that the host vehicle 100 collides with the moving object 110, the travel support apparatus 30 executes the second avoidance travel. The second threshold value may be the same value as the first threshold value or a different value. In addition, as described above, since the reliability of the information is low for the second threshold value, the second threshold value may be set based on the confidence level, for example, by adding or subtracting the GPS position accuracy amount to or from the host vehicle 100 or the moving object 110.

As the second avoidance travel using the braking force, the travel support device 30 applies the braking force to the host vehicle 100 in the acceleration off state even if the driver depresses the accelerator pedal, as in the first avoidance travel. As the second avoidance travel using the braking force, the travel support device 30 does not use the hydraulic brake. Therefore, the braking force set as the second avoidance amount during the second avoidance travel is smaller than the braking force set as the first avoidance amount during the first avoidance travel.

The travel support apparatus 30 sets, as the avoidance amount, the execution start time of the travel control for avoiding the travel of the host vehicle 100, that is, the time for generating the braking force, in addition to the braking force amount, which is the control amount for causing the host vehicle 100 to perform the travel control for avoiding the travel. In this case, the time when the braking force is generated, which is set as the second avoidance amount during the second avoidance travel, is delayed from the time when the braking force is generated, which is set as the first avoidance amount during the first avoidance travel.

The travel support apparatus 30 may perform at least one of making the control amount set as the second avoidance amount smaller than the control amount set as the first avoidance amount and making the execution start time of the travel control set as the second avoidance amount delayed than the execution start time of the travel control set as the first avoidance amount.

In addition, even when the braking force is not actually applied as the second avoidance traveling, the traveling assistance device 30 instructs the brake system 62, and for example, if the brake device is a hydraulic brake, it is possible to actually instruct the hydraulic brake to be applied to the hydraulic brake in a range where the braking force is not applied to the host vehicle 100. Thus, when the travel support device 30 actually performs the first avoidance travel for avoiding the collision with the moving object 110 by operating the hydraulic brake, the braking force is promptly applied to the host vehicle 100.

When the second possibility is equal to or greater than the third threshold, the travel support device 30 may shift the lateral position of the vehicle 100 in a direction orthogonal to the current traveling direction as a second avoidance travel by the steering operation. The third threshold is a value higher than the second threshold.

When the lateral position is shifted, the travel support device 30 is executed before the braking force is activated. When shifting the lateral position, the travel support apparatus 30 may execute the shift amount not only by one operation but also by a plurality of times. For example, the travel support apparatus 30 may be executed a first time before the engine brake is applied and executed a second time after the engine brake is applied.

As shown in fig. 3, if the travel support device 30 predicts that the collision position with the mobile object 110 is the right side of the host vehicle 100 based on the second movement information with respect to the traveling direction of the host vehicle 100, the lateral position of the host vehicle 100 is shifted in a direction away from the collision position. In the case of fig. 3, the same direction as the moving direction of the moving object 110 is a direction in which the host vehicle 100 is offset.

As shown in fig. 4, if the travel support device 30 predicts that the collision position with the mobile object 110 is the left side of the host vehicle 100 based on the second movement information with respect to the traveling direction of the host vehicle 100, the lateral position of the host vehicle 100 is shifted in a direction away from the collision position. In the case of fig. 4, the direction opposite to the moving direction of the moving object 110 is a direction in which the host vehicle 100 is offset.

The offset direction described in fig. 3 and 4 is not fixed, and the opposite direction may be the offset direction when the offset amount is small or the margin of the space on the offset side after the offset is large in the opposite direction to the described direction.

The steering amount for offset that is set as the second avoidance amount during the second avoidance travel is smaller than the steering amount that is set as the first avoidance amount during the first avoidance travel.

The travel support apparatus 30 sets, as the avoidance amount, a timing at which the steering operation is started, which is a timing at which the execution of the travel control for avoiding travel of the host vehicle 100 is started, in addition to the magnitude of the steering operation amount, which is a control amount of the travel control for avoiding travel of the host vehicle 100. In this case, the start time of the steering operation set as the second avoidance amount in the second avoidance travel is delayed from the start time of the steering operation set as the first avoidance amount in the first avoidance travel.

(2) Travel assist processing

The travel support process performed by the travel support apparatus 30 to avoid collision between the host vehicle 100 and the mobile object 110 will be described with reference to the flowchart shown in fig. 5. The travel assist process of fig. 5 is always performed. In fig. 5, "S" indicates a step.

In S400, the map acquisition unit 46 acquires the current position of the host vehicle 100 from the GPS18, and maps the position of the host vehicle 100 on the map data acquired from the map DB device 20. In S400, when there is an intersection ahead of the own vehicle 100 in the traveling direction, the map acquisition unit 46 acquires the distance from the own vehicle 100 to the intersection from the map data.

In S402, the travel information unit 32 acquires the vehicle speed of the host vehicle 100 from the vehicle speed sensor 16, and the map acquisition unit 46 acquires the position of the host vehicle 100 mapped on the map data.

In S404, the map acquisition unit 46 determines whether or not the distance from the own vehicle 100 to the intersection is equal to or less than a predetermined distance as a condition for performing the second avoidance travel.

If the determination at S404 is No and the distance from the own vehicle 100 to the intersection is longer than the predetermined distance, the map acquisition unit 46 determines that the second avoidance travel is not required even if there is a possibility that the own vehicle 100 collides with a moving object. In this case, the present process ends. If there is no intersection ahead of the host vehicle 100, the determination in S404 is no.

If the determination in S404 is Yes, and the distance from the own vehicle 100 to the intersection is equal to or less than the predetermined distance and the own vehicle 100 is likely to perform the second avoidance travel, the obstacle determination unit 50 acquires information of the obstacle around the intersection ahead of the own vehicle 100 in the traveling direction from the map data in S406.

In S408, as shown in fig. 2, the second information unit 36 acquires second movement information of the moving object 110 which is received by the wireless device 10, is blocked by the blocking object 200 for the own vehicle 100, and is moving. The second information unit 36 may acquire the second movement information from any one of the mobile object 110 and the roadside machine or the management center.

In S410, as shown in fig. 6, the second determination unit 40 determines whether or not the second avoidance traveling needs to be performed, based on the traveling information of the own vehicle 110 acquired from the traveling information unit 32 and the second movement information of the moving object 110 acquired from the second information unit 36.

Specifically, when the second determination unit 40 determines that the host vehicle 100 collides with the moving object 110, it calculates TTC, which is the time until the collision. The second determination unit 40 determines that the second possibility is higher as the TTC is shorter, which is the possibility of collision of the host vehicle 100 with the moving object 110.

If the determination in S410 is No (No) and the second likelihood is lower than the second threshold value, the second avoidance travel does not need to be executed, and the process proceeds to S414. In this case, the second avoidance travel is not executed and the vehicle is turned off.

If the determination of S410 is Yes and the second possibility is equal to or higher than the second threshold, the second avoidance travel needs to be executed, and the second avoidance travel is turned on. Therefore, in S412, the reporting unit 56 reports the passenger of the own vehicle 100 of the execution of the second avoidance travel through the HMI 66. As the HMI66, any one or a combination of a plurality of reports such as an image report using a display, a sound report using a speaker, and a lighting report using a lamp can be used.

Similarly, in S412, the travel control unit 54 instructs at least one of the transmission system 60, the brake system 62, and the steering system 64 based on the second avoidance amount set by the second avoidance amount unit 44 to execute the second avoidance travel.

Here, the second avoidance amount indicated by the braking force and the offset amount at the time of executing the second avoidance running may not be a fixed value but may be variably set by the second avoidance amount portion 44. For example, the second avoidance amount section 44 sets the second avoidance amount according to the reliability of wireless communication with the off-vehicle device, the reliability of the second movement information acquired from the off-vehicle device, and the relative speed of the mobile object 110 with respect to the own vehicle 100.

Since the reliability of the wireless communication and the reliability of the second movement information are higher, the reliability of the second possibility is higher, and therefore, the control amount can be increased when the control amount of the travel control is set and the execution start time can be advanced when the execution start time of the travel control is set, as the second avoidance amount, within the allowable range. The reliability of the wireless communication and the reliability of the second movement information are determined by the reliability determination section 48.

The reliability determination unit 48 determines the reliability of wireless communication according to the type of wireless device, the wireless communication state, and the like. As the type of the wireless device, the reliability determination unit 48 determines that the reliability of the wireless communication of the dedicated wireless device is higher than the reliability of the wireless communication of the mobile phone, for example.

The reliability of the second movement information is, for example, the reliability of the position of the moving object 110. The higher the frequency of wireless communication between the reliability and the off-vehicle device, the greater the number of GPS satellites detected by the mobile object 110, and the higher the reliability of the position of the mobile object 110 determined by the determination unit 48.

Further, since the probability of collision between the host vehicle 100 and the mobile object 110 increases as the relative speed of the mobile object 110 with respect to the host vehicle 100 increases, the second avoidance amount unit 44 increases the control amount when the control amount of the travel control is set, and advances the execution start time when the execution start time of the travel control is set.

In S412, the braking force and the steering amount, which are the control amounts of the travel control set by the second avoidance amount portion 44 as the second avoidance amount, are smaller than the braking force and the steering amount set by the first avoidance amount portion 42 as the first avoidance amount when the first avoidance travel is in the on state.

In S412, the execution start time of the travel control set by the second avoidance amount unit 44 as the second avoidance amount when the second avoidance travel is in the on state is delayed from the execution start time of the travel control set by the first avoidance amount unit 42 as the first avoidance amount when the first avoidance travel is in the on state.

In S414, first determination unit 38 determines whether or not at least one of camera 12 and millimeter wave radar 14 detects moving object 110.

Regardless of whether or not there is a blocking object between the position of the host vehicle 100 indicated by the traveling information and the position of the mobile object 110 indicated by the second movement information, when both the camera 12 and the millimeter wave radar 14 cannot detect the mobile object 110, the determination of S414 is No (No).

On the other hand, when no obstruction exists between the position of the host vehicle 100 and the position of the mobile object 110 and at least one of the camera 12 and the millimeter wave radar 14 is able to detect the mobile object 110, the determination of S414 is yes (yes).

Whether or not there is a shade between the position of the host vehicle 100 and the position of the mobile object 110 is determined by the shade determining section 50 based on the position and the size of the shade shown on the map data acquired by the map acquiring section 46, the position of the host vehicle 100, and the position of the mobile object 110.

The obstacle determination unit 50 may determine whether or not an obstacle exists between the position of the host vehicle 100 and the position of the moving object 110 based on the position and the size of the stationary object detected by at least one of the camera 12 and the millimeter wave radar 14.

If the determination at S414 is Yes and if at least one of the camera 12 and the millimeter wave radar 14 detects the moving object 110, the process proceeds to S420.

If the determination at S414 is No (No) and neither the camera 12 nor the millimeter wave radar 14 detects the moving object 110, at S416, the first determination unit 38 determines whether or not the time when the determination at S414 was made that the moving object 110 was not detected is included in the predictive detection period.

Specifically, as shown in fig. 7, the predictive detection period indicates a time when at least one of the camera 12 and the millimeter wave radar 14 can detect the moving object 110 hidden behind the obstacle 200 in a period including an error. In fig. 7, if a straight line 300 connecting the corners of the moving object 110 and the obstacle 200 intersects with the position where the camera 12 and the millimeter wave radar 14 are provided in the host vehicle 100, it is determined that the moving object 110 can be detected.

In fig. 7, the positions of the host vehicle 100, the moving object 110, and the shade 200 are represented by coordinates where the position of the host vehicle 100 is fixed with the front center of the host vehicle 100 as the origin. Further, a straight line 300 connecting the corner of the shade 200 and the moving object 110 passes through the side surface center portion of the moving object 110 on the side of the host vehicle 100. The equation of the straight line 300 is represented by the following equation (1).

y＝ax+b···(1)

When the coordinates of the angle of the shade 200 are (x 1, y 1) and the coordinates of the moving object 110 intersecting the straight line 300 are (x 2, y 2), the inclination a of the straight line 300 is expressed by the following expression (2).

a＝(y2-y1)/(x2-x1)···(2)

Coordinates (x 1, y 1) representing the angle of the obstruction 200 can be detected by the camera 12 and millimeter wave radar 14. The coordinates (x 2, y 2) indicating the moving object 110 are included in the second movement information acquired by the second information section 36 through wireless communication.

When the coordinates (x 1, y 1) are substituted in the formula (1), the intercept b is represented by the following formula (3).

b＝-a×x1+y1···(3)

Here, when y=0 is substituted into expression (1), the x coordinate at which the straight line 300 intersects the x axis is expressed by expression (4) below.

x＝-b/a···(4)

Here, since the setting positions of the camera 12 and the millimeter wave radar 14 are generally different, the coordinate system of the camera 12 and the coordinate system of the millimeter wave radar 14 are different. However, since only the coordinate system is different, in fig. 7, for simplicity of description, the camera 12 and the millimeter wave radar 14 are provided at the same position in the front center portion of the host vehicle 100, and the coordinate system of the camera 12 and the coordinate system of the millimeter wave radar 14 are set to the same coordinate system.

At least one of the camera 12 and the millimeter wave radar 14 is configured to be able to detect that the moving object 110 blocked by the blocking object 200 is an x coordinate where the straight line 300 intersects with an x axis that is in contact with the front surface of the host vehicle 100, and satisfies the following expression (5).

|-b/a|＜k···(5)

In equation (5), the constant k is appropriately set in consideration of detection errors and the like of the millimeter wave radar 14.

In the expression (5), a and b are represented by x1, x2, y1, and y2, and x1, x2, y1, and y2 are represented by the speed and position of the host vehicle 100, and the moving speed and position of the moving object 110, and the elapsed time from the detection of the possibility of collision of the moving object 110 is used as a variable. The prediction unit 52 calculates a prediction detection period used for the determination of S416 based on equation (5).

In the present embodiment, a method of approximating the linear function as described above is exemplified as a simple method for installing a program. In contrast, a quadratic function or a multiple function approximation may be used in consideration of the deceleration of the moving object 110 and the host vehicle 100.

If the determination at S416 is Yes and the moving object 110 is not detected by both the camera 12 and the millimeter wave radar 14 even during the predictive detection period, it can be determined that the moving speed of the moving object 110 is slower than the moving speed indicated by the second movement information. Thus, the moving object 110 is shielded from detection by the shield 200.

In this case, since the moving object 110 is not detected by both the camera 12 and the millimeter wave radar 14, the first determination unit 38 determines that the host vehicle 100 and the moving object 110 do not collide. As a result, the process moves to S426. In S426, the travel control unit 54 ends the second avoidance travel.

If the determination at S416 is No (No) and the prediction detection period is not performed, at S418, the travel control unit 54 determines whether or not the travel of the host vehicle 100 is controlled and the second avoidance travel is being executed. If the determination at S418 is Yes, the travel control unit 54 executes the second avoidance travel, and the process proceeds to S412 in order to continue the second avoidance travel.

If the determination at S418 is no (Yes) and the travel control unit 54 does not execute the second avoidance travel, the present process ends.

Since S420 is performed when at least one of the camera 12 and the millimeter wave radar 14 is able to detect the moving object 110, in S420 the first information section 34 acquires first movement information of the moving object 110 from at least one of the camera 12 and the millimeter wave radar 14.

In S422, as shown in fig. 6, the first determination unit 38 determines whether or not the first avoidance traveling needs to be performed, based on the traveling information of the own vehicle 100 acquired from the traveling information unit 32 and the first movement information of the mobile object 110 acquired from the first information unit 34.

The specific determination method is the determination method described in S410, and the second movement information is the first movement information and the second determination unit 40 is the first determination unit 38, and therefore, the description thereof is omitted. If the determination at S422 is Yes and the first avoidance travel needs to be executed, the process proceeds to S428.

If the determination at S422 is No (No), the first avoidance travel is not required to be executed, and the first avoidance travel is in the off state, at S424, it is determined whether the second avoidance travel is being executed. The reliability of the first movement information directly acquired from the camera 12 and the millimeter wave radar 14 is higher than the reliability of the second movement information indirectly acquired from the off-vehicle device through wireless communication.

Therefore, if the determination at S422 is No (No) and the first avoidance travel is not required, if the determination at S424 is Yes (Yes) and the second avoidance travel is being executed, at S426 the travel control unit 54 ends the second avoidance travel.

If the determination at S422 is Yes, the first avoidance travel is required to be executed, and if the first avoidance travel is in the on state, the processing at S428 is executed until the determination at S430 by the first determination unit 38 is Yes, and collision between the host vehicle 100 and the mobile object 110 is avoided by the first avoidance travel.

In S428, the first avoidance travel is executed on the passenger report of the host vehicle 100 by the HMI66, similarly to the case where the report unit 56 reports the second avoidance travel. In the same step S428, the travel control unit 54 instructs at least one of the transmission system 60, the brake system 62, and the steering system 64 based on the first avoidance amount calculated by the first avoidance amount unit 42, and executes the first avoidance travel described above.

If the determination at S430 is Yes, and collision between the vehicle 100 and the mobile object 110 is avoided by the first avoidance travel, at S432, the travel control unit 54 ends the first avoidance travel.

[3. Effect ]

According to the above-described embodiments, the following effects can be obtained.

(1) In the case where the moving object 110 cannot be detected by both the camera 12 and the millimeter wave radar 14, the travel assist device 30 performs the second avoidance travel based on the second movement information indirectly acquired from the off-vehicle device through wireless communication.

Since the second avoidance travel is performed in advance before at least one of the camera 12 and the millimeter wave radar 14 detects the moving object 110 and starts the first avoidance travel, the possibility that the collision of the host vehicle 100 with the moving object 110 can be avoided by the first avoidance travel becomes high. In addition, even if the host vehicle 100 collides with the mobile object 110, damage to the host vehicle 100 and the mobile object 110 can be reduced.

(2) Since the reliability of the second possibility is lower than that of the first possibility, the travel support device 30 reduces the control amount when the control amount of the travel control is set, and delays the execution start time when the execution start time of the travel control is set, by comparing the second avoidance amount with the first avoidance amount. This can reduce the sense of anxiety felt by the passenger by the second avoidance travel performed on the moving object 110 that is not visible to the passenger of the own vehicle 100.

(3) Since the notification unit 56 notifies the passenger of the execution of the second avoidance travel, the passenger can understand the reason why the second avoidance travel is performed with respect to the moving object 110 that is not visible to the passenger of the own vehicle 100. Thus, the feeling of anxiety felt by the passengers can be reduced.

(4) Since the braking force of at least one of the engine brake and the regenerative brake, which is the second travel avoidance, is made smaller than the braking force of the hydraulic brake, which is the first travel avoidance, emergency braking can be suppressed. This can avoid collision between the following vehicle of the host vehicle 100 and the host vehicle 100 due to emergency braking.

(5) The second avoidance amount can be set appropriately by variably setting the second avoidance amount according to the reliability of the wireless communication, the reliability of the second movement information, and the relative speed of the mobile object 110 with respect to the host vehicle 100.

In the above-described embodiment described above, the camera 12 and the millimeter wave radar 14 correspond to the detection means, and the map DB means 20 corresponds to the storage means.

In addition, S400, S404 correspond to the process as the map acquisition section 46, S402 corresponds to the process as the travel information section 32, S406 corresponds to the process as the obstruction determination section 50, S408 corresponds to the process as the second information section 36, S410 corresponds to the process as the second determination section 40, part of S412, part of S428 corresponds to the process as the report section 56, part of S412, part of S418, S424, S426, part of S428, part of S432 corresponds to the process as the travel control section 54, part of S412 corresponds to the process as the second avoidance section 44, part of S412 corresponds to the process as the reliability determination section 48, part of S414, part of S416, S422, S430 corresponds to the process as the first determination section 38, part of S416 corresponds to the process as the prediction section 52, part of S420 corresponds to the process as the first information section 34, and part of S428 corresponds to the process as the first avoidance section 42.

[4 ] other embodiments ]

(1) As the second avoidance travel, the travel support apparatus 30 may perform at least one of engine braking and regenerative braking or only one of the lateral position shifts of the own vehicle 100.

(2) The travel support apparatus 30 may actually start the hydraulic brake application within a range where the hydraulic brake does not operate when the second avoidance travel is completed in a state where the hydraulic brake is not applied with the hydraulic pressure. Thus, when the first avoidance travel is executed, the braking force can be quickly applied to the host vehicle 100 by the hydraulic brake.

(3) The obstacle deciding section 50 may decide that the obstacle 200 that blocks the detection of the moving object 110 by the camera 12 and the millimeter wave radar 14 is present between the host vehicle 100 and the moving object 110 when the first information section 34 does not acquire the first movement information from both the camera 12 and the millimeter wave radar 14, which are detection devices mounted on the host vehicle 100, and the second information section 36 acquires the second movement information by wireless communication.

(4) If the possibility of avoiding collision with the mobile object 110 is high, the travel support device 30 may increase the vehicle speed of the host vehicle 100 as the second avoidance travel.

(5) The functions of one component in the above embodiments may be realized by a plurality of components, or one function of one component may be realized by a plurality of components. In addition, a plurality of functions of a plurality of components may be realized by one component, or a single function of a plurality of components may be realized by one component. In addition, a part of the structure of the above embodiment may be omitted. In addition, at least a part of the structure of the above embodiment may be added to or replaced with the structure of other above embodiments. All aspects encompassed by the term specific technical ideas described in the claims are embodiments of the present disclosure.

(6) In addition to the above-described travel support apparatus, the present disclosure can be implemented in various modes such as a travel support program for causing a computer to function as the travel support apparatus, a recording medium on which the travel support program is recorded, and a travel support method.

Claims

1. A travel support device (30) is provided with:

a travel information unit (32) configured to acquire at least a position and a vehicle speed of the host vehicle (100) as travel information of the host vehicle;

A first information unit (34) configured to acquire, from a detection device mounted on the host vehicle, at least a position and a speed of a moving object (110) as first movement information of the moving object around the host vehicle;

a second information unit (36) configured to acquire at least a position and a speed of the moving object from an external device outside the host vehicle as second movement information of the moving object;

a first determination unit (38) configured to determine a first possibility of collision between the host vehicle and the mobile object based on the travel information acquired by the travel information unit and the first movement information acquired by the first information unit, and determine whether or not to execute a first avoidance travel for avoiding collision between the host vehicle and the mobile object based on the first possibility;

a second determination unit (40) configured to determine a second possibility of collision between the host vehicle and the moving object based on the travel information acquired by the travel information unit and the second movement information acquired by the second information unit, and determine whether or not to execute a second avoidance travel for avoiding collision between the host vehicle and the moving object based on the second possibility;

A first avoidance amount unit (42) configured to set a first avoidance amount for avoiding collision between the host vehicle and the moving object based on the first possibility determined by the first determination unit, if the first determination unit determines that the first avoidance travel is executed,

a second avoidance amount unit (44) configured to set a second avoidance amount for avoiding collision between the host vehicle and the moving object based on the second possibility determined by the second determination unit, and set a deceleration of the second avoidance amount to be smaller than a deceleration of the first avoidance amount set during the first avoidance travel, if the second determination unit determines to execute the second avoidance travel;

a travel control unit (54) configured to control travel of the host vehicle based on the first avoidance amount set by the first avoidance amount unit and the second avoidance amount set by the second avoidance amount unit, so as to avoid collision between the host vehicle and the moving object; the method comprises the steps of,

and a reporting unit (56) configured to report the execution of the first avoidance travel based on the first determination unit determining that the first avoidance travel is executed, and to report the execution of the second avoidance travel based on the second determination unit determining that the second avoidance travel is executed.

2. The travel assist apparatus according to claim 1, wherein,

further comprising a shade determination unit (50) configured to determine whether or not a shade (200) that blocks the detection of the moving object by the detection device exists between the host vehicle and the moving object,

the second information unit is configured to acquire the second movement information from the off-vehicle device by wireless communication,

the travel control unit is configured to control travel of the host vehicle based on the second avoidance amount when the obstacle determination unit determines that the obstacle is present, and to control travel of the host vehicle based on the first avoidance amount when the obstacle determination unit determines that the obstacle is not present.

3. The travel assist apparatus according to claim 2, wherein,

further comprises a map acquisition unit (46) configured to acquire the map data from a storage device storing the map data,

the obstacle determination unit is configured to determine whether or not the obstacle is present based on the map data acquired by the map acquisition unit.

4. The driving assistance device according to any one of claims 1 to 3, wherein,

The travel control unit is configured to end the control of the travel of the host vehicle based on the second avoidance amount when the first determination unit determines that the host vehicle and the moving object do not collide in the control of the travel of the host vehicle based on the second avoidance amount.

5. The travel assist apparatus according to claim 4, wherein,

further comprising a prediction unit (52) configured to predict, based on the travel information and the second movement information, a time when the detection device that cannot detect the moving object becomes capable of detecting the moving object,

the first determination unit is configured to determine that the host vehicle and the moving object do not collide if the detection device can detect the moving object at a time earlier than the time predicted by the prediction unit in the travel control of the host vehicle by the travel control unit based on the second avoidance amount.

6. The travel assist apparatus according to claim 4, wherein,

further comprising a prediction unit (52) configured to predict, based on the travel information and the second movement information, a time when the detection device that fails to detect the moving object becomes capable of detecting the moving object,

The first determination unit is configured to determine that the host vehicle and the moving object do not collide when the detection device cannot detect the moving object even at the time predicted by the prediction unit in the travel control of the host vehicle by the travel control unit based on the second avoidance amount.

7. The travel assist apparatus according to claim 5, wherein,

8. The driving assistance device according to any one of claims 1 to 3, wherein,

further comprising a reliability determination unit (48) configured to determine the reliability of the second movement information,

The second avoidance amount unit is configured to reduce the deceleration when the deceleration is set as the second avoidance amount as the reliability of the second movement information determined by the reliability determination unit decreases.

9. The travel assist apparatus according to claim 4, wherein,

10. The travel assist apparatus according to claim 5 or 6, wherein,

11. The driving assistance device according to any one of claims 1 to 3, wherein,

The second avoidance amount unit is configured to reduce the deceleration as the speed of the moving object is lower, when the deceleration is set as the second avoidance amount.

12. The travel assist apparatus according to claim 4, wherein,

13. The travel assist apparatus according to claim 5 or 6, wherein,

14. The travel assist apparatus according to claim 8, wherein,

15. The driving assistance device according to any one of claims 1 to 3, wherein,

the travel control unit is configured to shift a lateral position of the host vehicle in a direction orthogonal to a traveling direction of the host vehicle when the second determination unit determines that the host vehicle collides with the moving object.

16. The travel assist apparatus according to claim 4, wherein,

17. The travel assist apparatus according to claim 5 or 6, wherein,

18. The travel assist apparatus according to claim 8, wherein,

19. The travel assist apparatus according to claim 11, wherein,

20. The travel assist apparatus according to claim 15, wherein,

the second determination unit predicts a collision position at which the host vehicle collides with the moving object,

the travel control unit is configured to set a direction in which the lateral position is shifted, based on the collision position predicted by the second determination unit.

21. The travel support apparatus according to any one of claims 16, 18, 19, wherein,

22. The travel assist apparatus according to claim 17, wherein,