JP2013196031A - Driving support device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a driving support device capable of further improving safety by providing appropriate driving support.SOLUTION: A driving support device 1 includes a prospect level calculation unit 38 for calculating each prospect level in the right and left directions at a dead angle entering spot and a correction unit 37 for correcting a target value of driving support which is set on the basis of a target speed. When there are dead angles in both the right and left directions, a driver can be facing a direction different from the other direction from which a movable body is coming out. The correction unit 37 corrects the target value on the basis of the prospect level calculated by the prospect level calculation unit 38, while the prospect level calculation unit 38 is capable of calculating a prospect level of each of the right and left directions. With a high prospect level, an impact generated when the driver is facing a direction different from the direction from which a movable body is coming out becomes significant. Therefore, driving support for higher safety is provided in consideration of the impact, by causing the correction unit 37 to correct the target level of driving support on the basis of the prospect level.

Description

  The present invention relates to a driving support device.

  As a conventional driving support device, there is known a device that performs driving support in consideration of an object popping out from a blind spot when entering an intersection or the like. For example, the driving support device of Patent Document 1 predicts the course of the host vehicle, recognizes a blind spot from the driver in the traveling direction of the host vehicle, predicts an object that may jump out of the blind spot, A range in which the object can move is detected, it is determined that there is a collision possibility when the range and the predicted course of the host vehicle overlap, and driving assistance is performed so as to avoid the collision.

JP 2006-260217 A

  However, the conventional driving assistance device performs driving assistance by using the course prediction result of the host vehicle. Therefore, the conventional driving assistance device avoids a collision by determining the presence or absence of a collision when traveling according to the current predicted course, and determines how much the speed is reduced in order to avoid the collision, Therefore, it is not possible to calculate how much to avoid. Moreover, the collision determination of the conventional driving assistance device largely depends on the prediction accuracy of the future position of the host vehicle. Therefore, when the prediction accuracy decreases (for example, when the host vehicle is accelerating, decelerating, or steering), the accuracy of collision determination may be reduced. In this case, the conventional driving assistance device may give the driver a sense of incongruity by performing unnecessary driving assistance or not performing driving assistance at a necessary timing.

  The present invention has been made to solve such a problem, and an object of the present invention is to provide a driving support device that performs appropriate driving support and can further improve safety.

  The driving support device includes a blind spot recognition unit that recognizes a blind spot from the driver in a traveling direction of the host vehicle, and a mobile object that includes at least an assumed speed of the mobile object as information on the mobile object that may jump out of the blind spot. Based on the moving object information setting unit for setting information and the moving object information set by the moving object information setting unit, the own vehicle may come into contact with the moving object when traveling in the traveling direction. A speed region calculating unit that calculates a speed region, a target speed calculating unit that calculates a target speed of the host vehicle based on the speed region, and a visibility degree calculating unit that calculates a left-right visibility at a place where a blind spot is formed, A correction unit that corrects a target value for driving assistance that is set based on the target speed, and the correction unit corrects the target value based on the line-of-sight calculated by the line-of-sight calculation unit. Characterize

  In this driving support device, the moving body information setting unit predicts a moving body that may jump out of the blind spot, and sets moving body information related to the moving body. In addition, the speed region calculation unit can calculate what speed the host vehicle is likely to come into contact with, based on the assumed speed of the moving body predicted to jump out of the blind spot. And the speed area | region calculating part can calculate the speed area | region where the own vehicle may contact a moving body as a speed area | region of the own vehicle. The target speed calculation unit calculates a target speed based on the calculated speed region. In this way, the driving support device does not compare the assumed moving body with the course prediction result of the host vehicle, but calculates a speed region that may come into contact with the moving body, and based on the calculation The target speed is calculated. Thus, the driving support device can perform control based on a specific target speed as to what speed should be traveled, and therefore can perform driving support with high safety. In addition, the driving support by the driving support device is not affected by the accuracy of the course prediction of the host vehicle, so that appropriate driving support can be performed. As described above, the driving support device can perform appropriate driving support and further improve the safety.

  Here, when there are blind spots on both sides in the left-right direction, the driver may be facing a direction different from the direction in which the moving body pops out. In such a case, the driver's stepping on the brake is delayed, so that the possibility of contact with the moving body becomes higher than expected. The line-of-sight calculation unit can calculate the line-of-sight degree in the left-right direction. When the visibility is high, the influence when the driver is facing in a direction different from the direction in which the moving body pops out becomes large. Therefore, the correction unit corrects the target value of the driving support based on the visibility, so that the driving support with higher safety can be performed in consideration of the influence. As described above, the driving support device can perform appropriate driving support and further improve the safety.

  In the driving support device, the target value before correction by the correction unit is determined by the value of the target position and the value of the target speed at the target position, the place that constitutes the blind spot is set as the target position, A blind spot approach target speed when the host vehicle enters a place constituting a blind spot is set, and the correction unit corrects the target value by correcting the blind spot approach target speed to be low, and the host vehicle. At least one of the second correction method for correcting the target value by correcting the target position at which the speed reaches the blind spot approach target speed to the near side of the place constituting the blind spot is adopted. By adopting these correction methods, it is possible to perform correction by a simple calculation.

  In the driving support device, the line-of-sight calculation unit calculates a line-of-sight amount between the left line-of-sight position that forms the left blind spot and the right line-of-sight position that forms the right blind spot, and the correction unit When at least the time required for the driver's face to move the line-of-sight amount is calculated as a reaction delay time until the driver steps on the brake, and the first correction method is adopted, Even when the mileage occurs, the blind spot approach target speed is corrected so that the vehicle can avoid contact with the moving body by braking, and when the second correction method is adopted, the target position is You may correct | amend to the near side of the place which comprises the blind spot by the idle run distance by delay time. In this way, the correction unit calculates at least the time required for the driver's face direction to move the line-of-sight amount as the reaction delay time, so that the driver has a direction different from the direction in which the moving object pops out. It is possible to reflect the effect of being directed to the correction. In addition, an idle running distance occurs until the brake is activated due to the reaction delay time, but in the first correction method, by correcting the blind spot approach target speed in anticipation of the idle running distance, Driving support that can avoid contact with moving objects is possible. Further, in the second correction method, the target position is corrected to the near side of the place where the blind spot is formed by the free running distance, so that the speed of the host vehicle reaches the blind spot approach target speed earlier. As a result, even when an unoccupied distance is generated, it is possible to provide driving assistance that starts the operation of the brake when the host vehicle enters a place that forms a blind spot.

  In the driving support device, the line-of-sight calculation unit calculates the larger line-of-sight amount from the line-of-sight amount between the driver's face direction and the left line-of-sight position and the line-of-sight amount between the face direction and the right line-of-sight position. The correction unit may correct the target value using the line-of-sight amount correction value. For example, if correction is performed on the assumption that the driver is facing the line-of-sight position opposite to the direction in which the mobile body pops out, the reaction delay time will be long, so excessive correction will be made, so the driver May be annoying. Therefore, by using the line-of-sight correction value corrected based on the driver's face direction, it is possible to provide driving support with reduced annoyance while ensuring safety.

  In the driving support device, the line-of-sight calculation unit may calculate the distance between the left line-of-sight position that forms the left blind spot and the right line-of-sight position that forms the right blind spot as the line-of-sight amount. Good. Thereby, the line-of-sight amount can be easily calculated.

  In the driving support device, the line-of-sight calculation unit includes a left line-of-sight position that is a starting point for forming a left blind spot, a right line-of-sight position that is a starting point for forming a right blind spot, and a position with respect to a location that constitutes the blind spot of the host vehicle. The angle determined by, may be calculated as the line-of-sight amount. Such an angle changes in accordance with the distance between the vehicle and the position constituting the blind spot. Accordingly, by calculating the angle as a line-of-sight amount, it is possible to provide driving assistance in accordance with the driver's sense of the actual line-of-sight.

  In the driving support device, the correction unit may correct the reaction delay time based on the driver's arousal level. Accordingly, it is possible to provide appropriate driving support according to the driver's arousal level.

  In the driving support device, it is preferable that the driving support device further includes a warning part for calling attention to the driver, and the warning part performs warning according to the degree of visibility. When the visibility is high, the driver has widened his / her field of view, so there is a possibility that alerting is insufficient (for example, depending on the notification means and the notification level that conveys danger). Therefore, appropriate alerting can be performed according to the visibility.

  In the driving support device, the visibility calculation unit estimates the driver's face direction based on the left line-of-sight position that forms the left blind spot and the right line-of-sight position that forms the right blind spot, When it is estimated by the visibility calculation unit that the driver is facing either one of the left and right directions, the correction unit may not correct the target value. In spite of the situation where the driver faces either one, when the above correction is performed, the driver is bothered. Accordingly, in such a case, the troublesomeness given to the driver can be reduced by the correction unit not correcting the target value.

  ADVANTAGE OF THE INVENTION According to this invention, appropriate driving assistance can be performed and safety can be improved further.

It is a block block diagram of the driving assistance device concerning an embodiment. It is the figure which showed an example of the mode immediately before the own vehicle approachs an intersection. It is a flowchart which shows the processing content in a driving assistance device. FIG. 5 is a model diagram for calculating a condition A by a speed region calculation unit. FIG. 6 is a model diagram for calculating a condition B by a speed region calculation unit. FIG. 5 is a model diagram for calculating a condition C by a speed region calculation unit. FIG. 5 is a model diagram for calculating a condition D by a speed region calculation unit. It is a graph which shows a danger zone. It is a figure for demonstrating a side space | interval. It is an example of the map which showed the relationship between the speed in a blind spot approach point, and a vehicle lateral position. It is a figure which shows an example of the element considered when a mobile body information setting part sets mobile body information. It is a figure which shows an example of the control pattern based on the calculated danger direction and a driver | operator's gaze direction. It is a graph which shows the corrected danger zone. It is a figure which shows the relationship between response delay time and acceleration. It is a graph which shows the corrected target value. FIG. 4 is a model diagram for calculating a line-of-sight amount determined by a distance, and a model diagram for calculating a line-of-sight amount determined by an angle. It is a graph for demonstrating the correction method of target value. It is a model figure for calculating a line-of-sight amount correction value.

  Hereinafter, an embodiment of a driving support device will be described with reference to the drawings.

  FIG. 1 is a block diagram of a driving support apparatus according to the embodiment. FIG. 2 is a diagram illustrating an example of a state immediately before the host vehicle SM enters the intersection. At the intersection shown in FIG. 2, the lane in which the host vehicle SM travels is indicated by LD1, and the lane that intersects the lane LD1 is indicated by LD2. In FIG. 2, it is assumed that the lane LD1 in which the host vehicle SM travels is a priority lane. It is assumed that structures such as walls, fences, and buildings are provided at least on both sides of the lane LD1. At such an intersection, as shown in FIG. 1, a blind spot DE1 is formed on the right side of the host vehicle SM, and a blind spot DE2 is formed on the left side of the host vehicle SM. The field of view of the driver DP in the host vehicle SM is blocked by the right corner P1 and the left corner P2. Therefore, the right blind spot DE1 is formed in a region on the right side of the line of sight SL1 passing through the right corner P1. The left blind spot DE2 is formed in a region on the left side of the line of sight SL2 passing through the left corner P2. The driving support device 1 performs driving support for the host vehicle SM so that a collision can be surely avoided even if the moving body jumps out from the blind spots DE1 and DE2. In the present embodiment, description will be made assuming that the other vehicles RM and LM are moving bodies that may jump out from the blind spots DE1 and DE2.

  As shown in FIG. 1, the driving support device 1 includes an ECU (Electronic Control Unit) 2, a vehicle external information acquisition unit 3, a vehicle internal information acquisition unit 4, a navigation system 6, an information storage unit 7, and a display unit. 8, a sound generation unit 9, and a travel support unit 11.

  The vehicle external information acquisition unit 3 has a function of acquiring information related to the outside around the host vehicle SM. Specifically, the vehicle external information acquisition unit 3 displays various types of information such as structures that form blind spots around the host vehicle SM, moving objects such as cars, pedestrians, and bicycles, and white lines and stop lines near intersections. It has a function to acquire. The vehicle external information acquisition unit 3 is configured by, for example, a camera that acquires an image around the host vehicle SM, a millimeter wave radar, a laser radar, or the like. The vehicle external information acquisition unit 3 can detect an object such as a structure on either side of the lane or a vehicle by detecting an edge existing around the vehicle using a radar, for example. Moreover, the vehicle external information acquisition part 3 can detect the white line around the own vehicle SM, a pedestrian, and a bicycle from the image imaged with the camera, for example. The vehicle external information acquisition unit 3 outputs the acquired vehicle external information to the ECU 2.

  The vehicle internal information acquisition unit 4 has a function of acquiring information related to the inside of the host vehicle SM. Specifically, the vehicle internal information acquisition unit 4 can detect the position of the driver DP in the host vehicle SM, the direction of the head, the direction of the line of sight, and the like. The vehicle internal information acquisition unit 4 is provided, for example, in the vicinity of the driver's seat, and is configured by a camera that captures the driver DP. The vehicle internal information acquisition unit 4 outputs the acquired vehicle internal information to the ECU 2.

  The navigation system 6 includes various information such as map information, road information, and traffic information in order to guide the driver DP. The navigation system 6 outputs predetermined information to the ECU 2 at a necessary timing. The information storage unit 7 has a function of storing various types of information, and can store past driving information of the driver DP, for example. The information storage unit 7 outputs predetermined information to the ECU 2 at a necessary timing.

  The display unit 8, the sound generation unit 9, and the travel support unit 11 have a function of supporting the driving of the driver DP according to a control signal from the ECU 2. The display unit 8 is configured by, for example, a monitor or a head-up display, and has a function of displaying information for driving support. The sound generation unit 9 is configured by a speaker, a buzzer, and the like, and has a function of generating a sound for driving support and a buzzer sound. The travel support unit 11 includes a braking device, a driving device, and a steering device, and has a function of decelerating to a target speed and a function of moving to a target lateral position.

  The ECU 2 is an electronic control unit that controls the entire driving support device 1. The ECU 2 is mainly configured by a CPU, for example, and includes a ROM, a RAM, an input signal circuit, an output signal circuit, a power supply circuit, and the like. The ECU 2 includes a blind spot recognition unit 21, a moving body information setting unit 22, a speed region calculation unit 23, a target speed calculation unit 24, a target lateral position calculation unit 25, a traffic information acquisition unit 26, an experience information acquisition unit 27, and an object information acquisition unit. 28, a gaze direction detection unit 29, and a driving support control unit 31.

  The ECU 2 also includes a brake avoidance condition calculation unit 36, a correction unit 37, and a visibility calculation unit 38.

  The blind spot recognition unit 21 has a function of recognizing a blind spot from the driver DP in the traveling direction of the host vehicle SM. The blind spot recognition unit 21 is based on various information acquired by the vehicle external information acquisition unit 3 and the vehicle internal information acquisition unit 4, the position of the host vehicle SM, the driver DP, the intersection of the lanes LD1 and LD2 (and the structure that forms the blind spot) ) And the like, and the blind spot can be recognized from each positional relationship. In the example of FIG. 2, since the position of the host vehicle SM in the lane LD1 and the position of the driver DP in the host vehicle SM are known, the blind spot recognition unit 21 is based on the positional relationship between the driver DP and the corners P1 and P2. Thus, the blind spots DE1 and DE2 can be recognized.

  The moving body information setting unit 22 has a function of setting moving body information related to a moving body that may jump out of the blind spot. The moving body information includes, for example, information related to the assumed speed, the assumed position, and the assumed size of the moving body. In the example of FIG. 2, the moving object information setting unit 22 predicts, as moving objects, another vehicle RM that may jump out from the right blind spot DE1 and another vehicle LM that may jump out from the left blind spot DE2. ing. These other vehicles RM, LM are not actually detected, but are assumed to pop out. The moving body information setting unit 22 sets the assumed speed, assumed position, and assumed size of these other vehicles RM, LM. The method for setting the mobile object information is not particularly limited, but a detailed example will be described later.

  Based on the moving body information set by the moving body information setting unit 22, the speed area calculation unit 23 calculates a speed area of the own vehicle where the own vehicle may come into contact with the moving body when traveling in the traveling direction. It has a function to calculate. This speed region is determined by the relationship between the speed of the host vehicle and the distance of the host vehicle with respect to a reference position at a place constituting the blind spot. Specifically, as shown in FIG. 8, the speed region calculation unit 23 performs a coordinate operation on the coordinates with the speed V of the host vehicle SM as the vertical axis and the distance L to the dead angle entry point of the host vehicle SM as the horizontal axis. Then, the danger zone DZ is obtained by calculation as a speed region where the possibility of a collision with another vehicle that has jumped out is high. When the host vehicle SM is driving at a speed and position (distance to the blind spot entry point) at which the host vehicle SM enters the danger zone DZ, when another vehicle suddenly jumps out of the blind spot, the other vehicle and the host vehicle are at the intersection. There is a high possibility that the SM will collide. A method for calculating the danger zone DZ will be described later. Note that the blind spot approach point where L = 0 in the graph of the danger zone DZ is a reference position arbitrarily set with respect to the blind spot. That is, the blind spot entry point is a reference position set at a place (intersection) that constitutes the blind spot in order to specify the distance between the blind spot and the host vehicle SM. Since this reference position is set for calculation, it may be set in any way for the intersection. In the present embodiment, the blind spot entry point set as the reference position is a position where it is considered that there is a possibility of contact with the host vehicle SM when the mobile object pops out from the blind spot, and the mobile object pops out. Is also a boundary position with a position considered not to contact the host vehicle SM. In the example of FIG. 2, an edge of the lane LD2 on the own vehicle SM side, that is, a straight line portion connecting the corner P1 and the corner P2, is set as the blind spot entry point SDL. Such a reference position may be set in any way according to the shape of the road at the intersection, the arrangement and shape of the structures constituting the blind spot, and the like.

  The target speed calculation unit 24 has a function of calculating the target speed of the host vehicle SM based on the speed region calculated by the speed region calculation unit 23, that is, the danger zone DZ. Specifically, the target speed calculation unit 24 sets the target speed so as to avoid the danger zone DZ. The target speed calculation unit 24 calculates a speed that does not enter the danger zone DZ when the host vehicle SM passes the blind spot entry point SDL, and sets the speed as a target speed. A method for setting the target speed will be described later.

  The target lateral position calculation unit 25 has a function of calculating the target lateral position of the host vehicle SM based on the speed region calculated by the speed region calculation unit 23, that is, the danger zone DZ. The target lateral position calculation unit 25 calculates a lateral position that can improve safety when the host vehicle SM passes the blind spot entry point SDL, and sets the lateral position as the target lateral position. A method for setting the target lateral position will be described later.

  The traffic information acquisition unit 26 has a function of acquiring traffic information related to a road constituting a blind spot, that is, an intersection where the host vehicle SM is about to enter. The traffic information acquisition unit 26 can acquire traffic information from the navigation system 6 or the information storage unit 7. The traffic information includes, for example, the average traffic volume of the counterpart road, the number and frequency of past accidents, and the traffic volume of pedestrians.

  The experience information acquisition unit 27 has a function of acquiring past experience information of the driver DP. The experience information acquisition unit 27 acquires information from the information storage unit 7. The experience information includes, for example, the number of times the driver DP has passed the target intersection in the past, the frequency, the time that has passed since the driver DP passed in the past, and the like.

  The object information acquisition unit 28 has a function of acquiring object information related to the behavior of an object existing around the host vehicle SM. The object is not particularly limited as long as it affects the moving body in the other lane, and examples thereof include a preceding vehicle, an oncoming vehicle, a pedestrian, a motorcycle, and a bicycle. The object information includes information such as the position, size, moving direction, and moving speed of the object as described above. The object information acquisition unit 28 can acquire object information from the vehicle external information acquisition unit 3.

  The gaze direction detection unit 29 has a function of detecting the gaze direction of the driver DP. The gaze direction detection unit 29 can acquire information from the vehicle internal information acquisition unit 4 and can detect the gaze direction from the direction of the face of the driver DP and the direction of the line of sight.

  The driving support control unit 31 has a function of controlling driving support by transmitting control signals to the display unit 8, the sound generation unit 9, and the driving support unit 11 based on various calculation results. The driving support control unit 31 has a function of performing driving support so that the host vehicle SM enters the intersection at the target speed or the target lateral position. A detailed support method will be described later. The driving support control unit 31 also has a function of determining a danger direction with a high degree of danger based on the shape of the speed region (danger zone DZ) calculated by the speed region calculation unit 23 when there are blind spots in a plurality of directions. have. In addition, the driving support control unit 31 has a function of alerting the driver DP using the display unit 8 and the sound generation unit 9 so that the driver DP faces the danger direction.

  The brake avoidance condition calculation unit 36 has a function of calculating a brake avoidance condition in which the host vehicle SM can avoid contact with the moving body by the brake, and a brake avoidance condition in which the moving body can avoid contact with the own vehicle SM by the brake. doing. As shown in FIG. 13, the brake avoidance condition calculation unit 36 sets a graph of the own vehicle brake avoidance limit NB, ND with respect to the coordinates where the danger zone DZ is set, and is below the own vehicle brake avoidance limit NB, ND. Is set as a range that satisfies the brake avoidance condition of the host vehicle SM. The brake avoidance condition calculation unit 36 sets a graph of the other vehicle brake avoidance limit NA, NC with respect to the coordinates where the danger zone DZ is set, and sets the distance region above the other vehicle brake avoidance limit NA, NC to the other vehicle. Set the range to satisfy the brake avoidance condition. Moreover, the brake avoidance condition calculation part 36 has a function which calculates the brake avoidance conditions of other vehicles based on the surrounding environment of a blind spot. The calculation method of each brake avoidance limit NA, NB, NC, ND will be described later.

  The line-of-sight calculation unit 38 has a function of calculating the line-of-sight degree in the left-right direction at a place constituting the blind spot. The degree of line of sight is a degree of good visibility for a driver at a place constituting the blind spot. The line-of-sight is represented by the line-of-sight amount between the left line-of-sight position that is the starting point for forming the left blind spot and the right line-of-sight position that is the starting point for forming the right blind spot. In the example shown in FIG. 2, the right corner P1 that is the starting point of the right blind spot DE1 corresponds to the right line-of-sight position, and the left corner P2 that is the starting point of the left blind spot DE2 corresponds to the left line-of-sight position. The amount of line of sight represents the degree of size between the left line-of-sight position P2 and the right line-of-sight position P1. The greater the amount of line of sight, the better the line of sight that will form the blind spot (intersection) and the higher the line of sight. The smaller the line-of-sight amount, the worse the line-of-sight (intersection) constituting the blind spot and the lower the line-of-sight.

The way of expressing the line-of-sight amount is not particularly limited. For example, the line-of-sight calculation unit 38 may calculate the distance between the left line-of-sight position P2 and the right line-of-sight position P1 as the line-of-sight amount. Alternatively, the line-of-sight calculation unit 38 calculates an angle determined by the left line-of-sight position P2 and the right line-of-sight position P1 and a position with respect to a location that constitutes the blind spot of the vehicle SM (for example, the blind spot entry point SDL) as the line-of-sight amount. You can. For example, as shown in FIG. 16 (a), the distance in lateral direction between the center line and the right sight position P1 of the host vehicle SM and the distance W _R, the horizontal direction between the center line and the left sight position P2 When the distance at is the distance W _L , the visibility calculation unit 38 calculates “W = W _L + W _R ” as the visibility amount. Also, as shown in FIG. 16 (b), the angle between the reference point of the host vehicle SM (here, the center of the front end of the vehicle) and the line passing through the right line-of-sight position P1 and the center line of the host vehicle SM is an angle θ. _When the angle between the line passing through the reference point and the left line-of-sight position P2 of the host vehicle SM and the center line of the host vehicle SM is the angle θ _L (L), the line-of-sight calculating unit 38 , “Θ (L) = θ _L (L) + θ _R (L)” is calculated as the line-of-sight amount. These angles θ (L), θ _L (L), and θ _R (L) use the distance L to the blind spot entry point SDL of the host vehicle SM as a variable. The prospect for the driver changes according to the distance L to the blind spot entry point SDL. By employing the angle θ (L) that changes based on the distance L as the line-of-sight amount, driving assistance in accordance with the driver's sense is possible.

  The correction unit 37 has a function of correcting the danger zone DZ based on the brake avoidance condition calculated by the brake avoidance condition calculation unit. The correction unit corrects the danger zone DZ by removing an area satisfying the brake avoidance condition from the danger zone DZ.

  The correction unit 37 has a function of correcting the target value for driving support. The target value for driving support is a value set by the target speed calculated by the target speed calculation unit 24, and is determined by the target speed and the target position at which the target speed is reached in this embodiment. The target position can be set by the value of the distance L to the place constituting the blind spot (here, the blind spot entry point SDL). When the target value for driving support is set to (target speed V, distance L), the driving support control unit 31 determines the speed before the host vehicle SM passes the target position of the distance L from the blind spot entry point SDL. Provide driving assistance that decelerates to the target speed. The correction unit 37 can correct such a target value on the basis of the visibility in the left-right direction at the place constituting the blind spot.

The target value of the driving assistance before correction is, for example, a blind spot approach point SDL (L = 0) as a target position value, and a blind spot approach target speed V _target when entering the blind spot approach point SDL as a target speed value. Is set. The correction unit 37 can employ the first correction method (correction a shown in FIG. 15) for correcting the target value by correcting the blind spot approach target speed V _target . Or the correction | amendment part 37 correct | amends a target value by correct | amending the target position where the speed of the own vehicle SM reaches _{| attains the} blind spot approach target speed _Vtarget to the near side of the place (dead spot approach point SDL) which comprises a blind spot. A second correction method (correction b shown in FIG. 15) can be employed. The correction unit 37 employs at least one of the first correction method and the second correction method.

The correction unit 37 performs correction in consideration of the reaction delay time required for the driver to react to the moving body and operate the brake from the timing when the moving body jumps out from the blind spot. In order to ensure safety, the correction unit 37 performs the calculation assuming a case where the reaction delay time becomes large. Specifically, the correction unit 37 performs the calculation assuming that the driver is facing in the direction opposite to the moving-out direction of the moving body. That is, the correction unit 37 calculates the time required for the driver's face direction to move the line-of-sight amount, including the reaction delay time. The correction unit 37 may include the time required for the driver to notice driving assistance and the time required for the driver to step on the brake after the driver has stepped on the brake. Due to the occurrence of the reaction delay time, the host vehicle SM continues to travel at a constant speed from the timing at which the moving body jumps out of the blind spot until the brake is depressed and deceleration starts. The distance by such traveling is defined as an idle traveling distance Ls (see FIG. 17). The correction unit 37 corrects the target value in consideration of the idling distance Ls. When the first correction method is employed, the correction unit 37 is configured to prevent the host vehicle SM from contacting the moving body by the brake even when the idle travel distance Ls due to the reaction delay time occurs. The approach target speed V _target is corrected (see a in FIG. 15). Further, when adopting the second correction method, the correction unit 37 corrects the target position to the near side of the blind spot entry point SDL (L = 0) by the idle travel distance Ls based on the reaction delay time. A detailed calculation method will be described later.

  Next, specific control processing of the driving support device 1 will be described with reference to FIGS. In the present embodiment, processing contents in a situation where the host vehicle SM enters an intersection as shown in FIG. 2 will be described. FIG. 3 is a flowchart showing the processing contents in the driving support device 1. This process is repeatedly executed at regular intervals during driving of the host vehicle.

As shown in FIG. 3, the blind spot recognition unit 21 of the ECU 2 recognizes the blind spot based on information from the vehicle external information acquisition unit 3 and the vehicle internal information acquisition unit 4 (step S100). The blind spot recognition unit 21 grasps the position of the own vehicle SM in the lane LD1 and the position of the driver DP in the own vehicle SM, and grasps the position of the structure constituting the blind spot in the traveling direction. The blind spot recognizing unit 21 can recognize the blind spots DE1 and DE2 based on the positional relationship between the driver DP and the corners P1 and P2. In FIG. 2, the size of the host vehicle SM in the vehicle width direction is indicated by B, and the size in the front-rear direction is indicated by A (the size of the host vehicle SM may be stored in advance). Lateral position of the host vehicle SM, when referenced to the center line, the lateral spacing of the left in the lane LD1 is indicated as W _1, the right lateral spacing is indicated as W _2. In addition, the distance between the front end of the host vehicle SM and the blind spot entry point SDL is indicated as L. As for the position of the driver DP in the host vehicle SM, the distance in the width direction from the center line of the host vehicle SM is indicated as _BD, and the distance in the front-rear direction from the front end is indicated as _AD . By specifying the position of the driver DP, the line of sight SL1 passing through the right corner P1 is specified and the blind spot DE1 is specified, and the line of sight SL2 passing through the left corner P2 is specified and the blind spot DE2 is specified. Is done. The position of the host vehicle _{SM (L, W 1, W} 2) by Although the scope of the blind DE1,2 is changed, the blind recognition unit 21, the positional relationship between the driver DP and the corner P1, P2, and immediately The range of the blind spots DE1, 2 can be specified by calculation.

  The blind spot recognition unit 21 has a distance from the current position of the host vehicle SM to the blind spot DE1, 2 (or a distance to the blind spot entry point SDL) based on the blind spot DE1, 2 recognized in S100, below a predetermined threshold TL. It is determined whether or not (step S105). In S105, if the blind spot recognition unit 21 determines that the distance is greater than the threshold value TL, the process illustrated in FIG. 3 ends, and the process is repeated from S100 again. The same applies when the blind spot cannot be recognized in S100. On the other hand, if the blind spot recognition unit 21 determines that the distance is equal to or smaller than the threshold value TL, the process proceeds to step S110.

The moving body information setting unit 22 predicts a moving body that may jump out from the blind spots DE1 and 2, and sets moving body information related to the moving body (step S110). In FIG. 2, the moving body information setting unit 22 predicts that the other vehicle RM may jump out from the right blind spot DE1, and predicts that the other vehicle LM may jump out from the left blind spot DE2. The moving body information setting unit 22 sets the assumed speed, the assumed position, and the assumed size of these other vehicles RM and LM as the moving body information. Here, the mobile information setting unit 22 sets the assumed speed V _R, the expected size B _R in the vehicle width direction of the other vehicle _RM, the expected size A _R in the longitudinal direction of the other vehicle RM. Mobile information setting unit 22 sets the assumed lateral position W _R of the other vehicle RM. The assumed lateral position here is a lateral interval on the left side in the traveling direction when the center line of the other vehicle RM is used as a reference. The moving body information setting unit 22 sets the position that jumps out from the blind spot DE1 as the earliest position in the traveling direction of the other vehicle RM. That is, the position where the right front corner P3 of the other vehicle RM is on the line of sight SL1 is set as the assumed position. Mobile information setting unit 22 is set assuming the speed V _L of another vehicle _LM, the expected size B _L in the vehicle width direction of the other vehicle _LM, the assumed size A _L in the longitudinal direction. Mobile information setting unit 22 sets the assumed lateral position W _L of the other vehicle LM. Note that the assumed lateral position here is a lateral interval on the right side in the traveling direction when the center line of the other vehicle LM is used as a reference. The moving body information setting unit 22 sets the position as the earliest position in the traveling direction of the other vehicle LM to the position that pops out from the blind spot DE2. That is, the position where the left front corner P4 of the other vehicle LM is on the line of sight SL2 is set as the assumed position.

  The method of setting the assumed speed is not particularly limited. For example, the legal speed on the road may be set as the assumed speed in consideration of the lane width of the other party's lane LD2, and an average based on past statistics. A typical approaching vehicle speed may be set as the assumed speed, or the same speed as that of the host vehicle SM may be set as the assumed speed. The setting method of the assumed position (assumed lateral position) is also not particularly limited. For example, the center position of the traveling lane may be set as the assumed position, and the average approaching vehicle position based on past statistics is set as the assumed position. The same position as the host vehicle SM may be set as the assumed position. Also, the setting method of the assumed size of other vehicles is not particularly limited, for example, data prepared as a general vehicle size in advance may be set as the assumed size, and the average size of general passenger cars is set as the assumed size. The same size as the host vehicle SM may be set as the assumed size.

  In addition, the moving body information setting unit 22 may set the moving body information based on the shape of the road (that is, the shape of the intersection) constituting the blind spot DE1, 2. For example, in the case of a T-shaped road as shown in FIG. 11 (a), the other vehicle only makes a right turn or a left turn, so it is predicted that the speed will be significantly reduced as compared with a case of going straight ahead. In the case of a crossroad, it is necessary to predict the jumping out of another vehicle from the left and right, but in the case of a T-shaped road, it is only necessary to predict the jumping out from one lane LD3. Accordingly, when the approaching intersection is a T-shaped road, the moving body information setting unit 22 can change and set the assumed speed and assumed position of the other vehicle from the case of a crossroad. The driving assistance device 1 can perform driving assistance with higher accuracy by considering the shape of the road. In addition, the mobile body information setting unit 22 may acquire information on the shape of the road by directly detecting the vehicle external information acquisition unit 3 or may acquire the information from the navigation system 6.

  Moreover, the mobile body information setting part 22 may set mobile body information based on the ratio of the lane width on the other vehicle side and the lane width on the own vehicle side. For example, if the priority road on the own vehicle side is a large road and the other side is a small road, the other side vehicle hesitates to enter the intersection without decelerating. On the other hand, if the size of the road on the own vehicle side and the other side is the same, or if the other side road is larger, the other side vehicle tends to enter the intersection without decelerating. Therefore, the mobile body information setting unit 22 considers the ratio between the lane width on the other vehicle side and the lane width on the own vehicle side based on the map as shown in FIG. Set. In this way, by considering the ratio of each lane width, the driving assistance device 1 can perform driving assistance that is more suitable for the driver's sense and the actual jumping speed of the moving body.

  Moreover, the mobile body information setting unit 22 may set mobile body information based on the surrounding environment of the blind spots DE1 and DE2. That is, the moving body information setting unit 12 sets the movement information of other vehicles based on the surrounding environment of the blind spots DE1 and 2 as well as the shape of the intersection. For example, when there is a curved mirror at the intersection, it can be determined that the speed of the other vehicle decreases. Further, if the stop line of the other vehicle's lane is close to the intersection and visible from the host vehicle, it can be determined that the deceleration point of the other vehicle is slow. In this case, it can be determined that the other vehicle is not close to the intersection and does not decelerate, resulting in an increase in the intersection approach speed. On the other hand, when the stop line of the other vehicle's lane is far from the intersection and is invisible from the host vehicle, it can be determined that the deceleration point of the other vehicle is early. In this case, it can be determined that the speed of approaching the intersection is reduced as a result of the other vehicle decelerating at an early stage. Also, for example, when a white line such as a roadside belt extends on both sides of the lane LD1 on the own vehicle side which is a priority lane, and extends on the other side of the lane LD2 on the other side, the other vehicle on the other side , Tend to slow down. As described above, the mobile body information setting unit 22 may set the mobile body information based on the surrounding environment that affects the behavior of other vehicles. In this way, by considering the surrounding environment of the blind spot, the driving support device 1 can perform driving support more suitable for the driver's sense.

  The mobile body information setting unit 22 may set mobile body information based on the traffic information acquired by the traffic information acquisition unit 26. For example, at intersections where the average traffic volume on the other party's road and the number and frequency of past accidents are high, special attention is required, so it is necessary to set mobile body information strictly. In addition, at intersections where the traffic volume of pedestrians is high, the speed of other vehicles on the other side tends to be slow. The mobile body information setting unit 22 may set the mobile body information in consideration of the influence of the traffic information as described above. By considering the traffic information that cannot be known only by the information around the blind spot in this way, the driving assistance device 1 can effectively improve the safety when passing through a blind spot road with a really high risk. Can be performed.

  The mobile body information setting unit 22 may set mobile body information based on the experience information acquired by the experience information acquisition unit 27. For example, when the number of times / frequency that the driver DP has passed the target intersection in the past is low, the moving body information is strictly set in order to alert the driver DP. In addition, even when the time elapsed since passing in the past is long, the mobile body information is set strictly. The mobile body information setting unit 22 may set the mobile body information in consideration of the influence of the experience information as described above. By using the past experience information of the driver in this way, the driving support device 1 can perform driving support suitable for the experience of the driver.

  Further, the moving body information may be set based on the object information acquired by the object information acquisition unit 28. For example, when an object such as a preceding vehicle, an oncoming vehicle, a pedestrian, a motorcycle, or a bicycle enters the blind spot entry point earlier than the own vehicle SM (or the entry can be predicted), the other vehicle on the other side decelerates. . The mobile body information setting unit 22 may set mobile body information in consideration of the behavior of surrounding objects. The behavior of the object around the host vehicle also affects the speed of the moving object that pops out. By taking such information into consideration, the driving support device 1 can perform driving support more suitable for the actual situation. Can do.

Next, the speed region calculation unit 23 calculates a danger zone based on the moving body information set in S110 (step S120). The speed region calculation unit 23 calculates the danger zone by calculating a condition that allows the moving object to pass through the intersection without colliding with the moving object even if the moving object jumps out of the blind spot. Specifically, the speed region calculation unit 23 determines that “Condition A: the condition that the host vehicle SM can first pass through the other vehicle RM popping out from the right blind spot DE1”, “Condition B: popping out from the right blind spot DE1”. "Condition that allows other vehicle RM to pass first relative to other vehicle RM", "Condition C: Condition that own vehicle SM can pass first to other vehicle LM popping out from blind spot DE2 on the left side", "Condition D: “Condition that allows other vehicle LM to pass through first” with respect to other vehicle LM popping out from left blind spot DE2. Here, the speed V of the host vehicle SM that is the vertical axis of the coordinates of FIG. 8 and the distance L to the blind spot entry point of the host vehicle SM that are the horizontal axis are variables. In the following description, the host vehicle SM is running straight at a constant speed V, the other vehicle RM shall straight running at a constant assumed speed V _R, the speed and lateral position in the middle is assumed unchanged. In the following description, “front”, “rear”, “right”, and “left” are based on the traveling direction of each vehicle.

<Condition A>
FIG. 4 is a model diagram for calculating the condition A. FIG. 4A shows a point PA where the right front corner of the other vehicle RM and the right rear corner of the host vehicle SM overlap. The position of the host vehicle SM at that time is indicated by SMA, and the position of the other vehicle RM is indicated by RMA. From FIG. 4A, the distance that the host vehicle SM moves to the position SMA is (L + W _R + B _R / 2 + A). On the other hand, the distance that the other vehicle RM moves to the position RMA is indicated by _LR .

Here, the distance _LR is unknown, but a right triangle drawn from the positional relationship between the driver DP and the corner P1 and a right triangle drawn from the positional relationship between the driver DP and the corner P3 are similar. is there. Therefore, the relationship of Formula (1A) is established from the dimensional relationship shown in FIG. By expanding Formula (1A) to Formula (2A), the distance _LR is expressed by Formula (3A). When the time other vehicle RM reaches the position RMA and _t R _A, time _t R _A is as shown in equation (4A) using the distance _{L R.} Here, the condition A, at time (time t _R _A elapsed time) of the other vehicle RM reaches the position RMA, the movement distance of the host vehicle SM may if the moving distance or more to the position SMA. That is, the speed V of the host vehicle SM may if speed than to reach the position SMA in time _t R _A after. From the above, when the speed satisfying the condition A is V _A , the speed V _A is expressed as in Expression (5A).

L _R + (B / 2− _BD ): W ₂ − _{BD
= L + A D + W R} + B R / 2: L + A D ... (1A)

( _LR + B / 2- _BD ) (L + _AD )
_{= (W 2 -B D) (} L + A D + W R + B R / 2) ... (2A)

_{L R = {(W 2 -B} D) (L + A D + W R + B R / 2)
− (B / 2− _BD ) (L + A _D )} / (L + A _D ) (3A)

_{t R _A = L R / V} R ... (4A)

V _A ≧ (A + L + W _R + B _R / 2) / t _{R —} A (5A)

The speed region calculation unit 23 specifies a region that satisfies the condition A in the coordinates shown in FIG. Specifically, the speed region calculation unit 23 draws a graph A indicating min (V _A ) using the above equations (3A), (4A), and (5A). The speed area calculation unit 23 specifies a speed area equal to or greater than min (V _A ) as an area that satisfies the condition A.

<Condition B>
FIG. 5 is a model diagram for calculating the condition B. FIG. 5A shows a point PB where the left rear corner of the other vehicle RM and the left front corner of the host vehicle SM overlap. The position of the host vehicle SM at that time is indicated by SMB, and the position of the other vehicle RM is indicated by RMB. From FIG. 5A, the distance that the host vehicle SM moves to the position SMB is (L + W _R −B _R / 2). On the other hand, the distance that the other vehicle RM moves to the position RMB is indicated by _LR .

Here, the distance _LR is unknown, but a right triangle drawn from the positional relationship between the driver DP and the corner P1 and a right triangle drawn from the positional relationship between the driver DP and the corner P3 are similar. is there. Therefore, the relationship of Formula (1B) is established from the dimensional relationship shown in FIG. By expanding Formula (1B) to Formula (2B), distance _LR is represented by Formula (3B). When the time other vehicle RM reaches the position RMB and _t R _B, time _t R _B is as shown in formula (4B) with a distance _{L R.} Here, the condition B, and the time (time t _R _B elapsed time) of the other vehicle RM reaches the position RMB, the movement distance of the host vehicle SM may not more than the moving distance to the position SMB. That is, it is only necessary that the speed V of the host vehicle SM is equal to or less than the speed at which the vehicle reaches the position SMB after the time t _{R —} B has elapsed. From the above, when the speed satisfying the condition B is V _B , the speed V _B is expressed as in Expression (5B).

_{L R + (A R + B} / 2 + B D): W 2 -B D
_{= L + A D + W R} + B R / 2: L + A D ... (1B)

_{{L R - (A R +} B / 2 + B D)} (L + A D)
_{= (W 2 -B D) (} L + A D + W R + B R / 2) ... (2B)

_{L R = {(W 2 -B} D) (L + A D + W R + B R / 2)
+ (A _R + B / 2 + B _D ) (L + A _D )} / (L + A _D ) (3B)

_{t R _B = L R / V} R ... (4B)

_{V B ≦ (L + W R} -B R / 2) / t R _B ... (5B)

The speed region calculation unit 23 specifies a region that satisfies the condition B in the coordinates shown in FIG. Specifically, the speed region calculation unit 23 draws a graph B indicating max (V _B ) using the above formulas (3B), (4B), and (5B). The speed area calculation unit 23 specifies a speed area equal to or less than max (V _B ) as an area satisfying the condition B.

<Condition C>
FIG. 6 is a model diagram for calculating the condition C. FIG. 6A shows a point PC where the left front corner of the other vehicle LM and the left rear corner of the host vehicle SM overlap. The position of the host vehicle SM at that time is indicated by SMC, and the position of the other vehicle LM is indicated by LMC. From FIG. 6A, the distance that the host vehicle SM moves to the position SMC is (L + W _L + B _L / 2 + A). On the other hand, the distance that the other vehicle LM moves to the position LMC is indicated by _LL .

Here, the distance L _L is an unknown, but the right triangle drawn from the positional relationship between the driver DP and the corner P2 and the right triangle drawn from the positional relationship between the driver DP and the corner P4 are similar. is there. Therefore, the relationship of Formula (1C) is established from the dimensional relationship shown in FIG. By expanding the expression (1C) into the expression (2C), the distance L _L is expressed by the expression (3C). When the time other vehicle LM reaches the position LMC and _t L _C, time _t L _C is as shown in formula (4C) using a distance _{L L.} Here, the conditions C, and the time (time t _L _C elapsed time) of the other vehicle LM reaches the position LMC, the movement distance of the host vehicle SM may if the moving distance or more to the position SMC. That is, the speed V of the host vehicle SM may if speed than to reach the position SMC in time _t L _C after. From the above, when the speed satisfying the condition C is V _C , the speed V _C is expressed as in Expression (5C).

_{L L + B / 2 + B} D: W 1 -B D
= L + A _D + W _L + B _L / 2: L + A _D (1C)

(L _L + B / 2 + B _D ) (L + A _D )
= (W ₁ + B _D ) (L + A _D + W _L + B _L / 2) (2C)

L _L = {(W ₁ + B _D ) (L + A _D + W _L + B _L / 2)
-(B / 2 + _BD ) (L + _AD )} / (L + _AD ) (3C)

t _{L —} C = L _L / V _L (4C)

V _C ≧ (A + L + W _L + B _L / 2) / t _{L —} C (5C)

The speed region calculation unit 23 specifies a region that satisfies the condition C in the coordinates shown in FIG. Specifically, the speed region calculation unit 23 draws a graph C indicating min (V _C ) using the above equations (3C), (4C), and (5C). The speed area calculation unit 23 specifies a speed area equal to or greater than min (V _C ) as an area that satisfies the condition C.

<Condition D>
FIG. 7 is a model diagram for calculating the condition D. FIG. 7A shows a point PD where the right rear corner of the other vehicle LM and the right front corner of the host vehicle SM overlap. The position of the host vehicle SM at that time is indicated by SMD, and the position of the other vehicle LM is indicated by LMD. From FIG. 7A, the distance that the host vehicle SM moves to the position SMD is (L + W _L −B _L / 2). On the other hand, the distance that the other vehicle LM moves to the position LMD is indicated by _LL .

Here, the distance L _L is an unknown, but the right triangle drawn from the positional relationship between the driver DP and the corner P2 and the right triangle drawn from the positional relationship between the driver DP and the corner P4 are similar. is there. Therefore, the relationship of Formula (1D) is established from the dimensional relationship shown in FIG. By expanding Formula (1D) to Formula (2D), the distance L _L is expressed by Formula (3D). When the time other vehicle LM reaches the position LMD and _t L _D, time _t L _D is as shown in equation (4D) using a distance _{L L.} Here, the condition D, at a time point (time t _L _D elapsed time) of the other vehicle LM reaches the position LMD, the movement distance of the host vehicle SM may not more than the moving distance to the position SMD. That is, the speed V of the host vehicle SM may not more than speed to reach the position SMD time _t L _D after. From the above, when the speed satisfying the condition D is V _D , the speed V _D is expressed as in Expression (5D).

L _L − (A _L + B / 2 −B _D ): W ₂ + B _D
= L + A _D + W _L + B _L / 2: L + A _D (1D)

_{{L L - (A L +} B / 2 -B D)} (L + A D)
= (W ₁ + B _D ) (L + A _D + W _L + B _L / 2) (2D)

L _L = {(W ₁ + B _D ) (L + A _D + W _L + B _L / 2)
_{+ (A L + B / 2} -B D) (L + A D)} / (L + A D) ... (3D)

t _{L —} D = L _L / V _L (4D)

V _D ≦ (L + W _L −B _L / 2) / t _{L —} D (5D)

The speed region calculation unit 23 specifies a region that satisfies the condition D in the coordinates shown in FIG. Specifically, the speed region calculation unit 23 draws a graph D indicating max (V _D ) using the above equations (3D), (4D), and (5D). The speed area calculation unit 23 specifies a speed area equal to or less than max (V _D ) as an area that satisfies the condition D.

Based on the above calculation, the speed region calculation unit 23 sets a speed region of max (V _B , V _D ) <V <min (V _A , V _C ) as the danger zone DZ as shown in FIG. Although the graphs A to D are curved in actual calculation, the graphs A to D are shown as straight lines in FIG. 8 which is a conceptual diagram for easy understanding.

  Here, the danger zone DZ will be described. It is assumed that when the host vehicle SM reaches a position of a predetermined distance L, the speed V of the host vehicle SM is in the danger zone DZ. In this state, when the other vehicle RM, LM jumps out from the blind spot DE1, 2 at the next moment, if the own vehicle SM travels at a constant speed and a constant lateral position at the speed V, the own vehicle SM There is a possibility of contact with RM and LM. In the unlikely event that the other vehicles RM, LM jump out, the host vehicle SM needs to perform sudden braking or sudden steering. That is, when the speed condition of the host vehicle SM is in the danger zone DZ, there is a possibility of a collision when another vehicle RM, LM jumps out of the blind spot DE1, 2 at the first moment. Therefore, it is preferable that the host vehicle SM travels avoiding the danger zone DZ.

Specifically, as shown in FIG. 8, the case where the speed of the host vehicle is V ₁ , V ₂ , V ₃ at the time of the distance L _S will be described. Since the speed V ₁ is faster than min (V _A , V _C ), even if another vehicle RM, LM jumps out at the next moment, the host vehicle SM can pass through the intersection before those other vehicles. . Since the speed V ₂ has entered the danger zone DZ, the other vehicle RM to the next moment, when the LM has been flying out, (when that was not the sudden braking or sudden steering) vehicle SM is the other vehicle RM, and LM There is a possibility of contact. Since the speed V ₃ is slower than max (V _B , V _D ), even if another vehicle RM, LM jumps out at the next moment, the host vehicle SM can pass through the intersection after passing through those other vehicles. . However, when the host vehicle continues traveling at the speed V ₃ and approaches the blind spot entry point (when L approaches 0), the speed V ₃ enters the danger zone DZ.

Next, the brake avoidance condition calculation unit 36 calculates a brake avoidance condition for the host vehicle SM (step S200). Specifically, the brake avoidance condition calculation unit 36 determines that “the brake avoidance condition B: a condition in which the brake of the host vehicle SM can avoid contact with the other vehicle RM popping out from the right blind spot DE1”, “the brake avoidance condition D”. : "Condition for avoiding contact with other vehicle LM popping out from left blind spot DE2 by brake of own vehicle SM" is calculated. Here, the speed V of the host vehicle SM that is the vertical axis of the coordinates in FIGS. 8 and 13 and the distance L to the blind spot approach point of the host vehicle SM that are the horizontal axis are variables. Further, the acceleration of the host vehicle SM during braking is assumed to be a _S (m / s ² ). The acceleration a _S <0. Here, since the response delay time Ts (s) of the host vehicle SM is considered in the later target value correction process (step S210), it is calculated here without considering the reaction delay time.

<Brake avoidance condition B>
A method of calculating the brake avoidance condition B will be described with reference to FIG. From FIG. 5A, the distance that the host vehicle SM moves to the position SMB is (L + W _R −B _R / 2). As a general formula, a relationship of v = v ₀ + at is established among the speed v, the initial speed v ₀ , the acceleration a, and the time t. Therefore, the relationship in which the host vehicle SM traveling at the speed V (corresponding to the initial speed) is stopped (speed = 0) by decelerating at the acceleration a _S during the time T _B is expressed by Expression (6B). Thus, time _{T B} is represented by formula (7B). Further, as a general formula, the travel distance x, the initial velocity _{v 0,} the acceleration a, it holds the relationship ^{_{x = v 0 t + at 2}} /2 between the time t. Therefore, the condition for the host vehicle SM traveling at the speed V (corresponding to the initial speed) to decelerate at the acceleration a _S and stop at the position SMB (speed = 0) is expressed by Expression (8B). From the equations (8B) and (7B), the relationships of the equations (9B) and (10B) are derived. Thus, the speed condition for satisfying the brake avoidance condition B is expressed by the equation (11B).

0 = V + a _S · T _B (6B)

T _B = −V / a _S (7B)

(L + W _R -B _R / 2)
_{≧ V · T B + a S} · T B 2/2 ... (8B)

-V ² / 2a _S
− (L + W _R −B _R / 2) ≦ 0 (9B)

V ≧ 0 (10B)

0 ≦ V ≦ sqrt {−2a _S · (L + W _R −B _R / 2)} (11B)

  The brake avoidance condition calculation unit 36 specifies an area that satisfies the brake avoidance condition B in the coordinates shown in FIG. Specifically, the brake avoidance condition calculation unit 36 draws a graph of the brake avoidance limit NB using the right side of the above formula (11B). The brake avoidance condition calculation unit 36 specifies a speed area that is equal to or less than the brake avoidance limit NB as an area that satisfies the brake avoidance condition B.

<Brake avoidance condition D>
A method of calculating the brake avoidance condition D will be described with reference to FIG. From FIG. 7A, the distance that the host vehicle SM moves to the position SMD is (L + W _L −B _L / 2). As a general formula, a relationship of v = v ₀ + at is established among the speed v, the initial speed v ₀ , the acceleration a, and the time t. Thus, the host vehicle SM traveling at a speed V (corresponding to the initial speed) is related to stopping (speed = 0) by reduction with acceleration a _S during the time T _D is represented by formula (6D). Thus, time _{T D} is represented by formula (7D). Further, as a general formula, the travel distance x, the initial velocity _{v 0,} the acceleration a, it holds the relationship ^{_{x = v 0 t + at 2}} /2 between the time t. Accordingly, the condition for the host vehicle SM traveling at the speed V (corresponding to the initial speed) to decelerate at the acceleration a _S and stop at the position SMD (speed = 0) is expressed by Expression (8D). From the equations (8D) and (7D), the relationships of the equations (9D) and (10D) are derived. Thus, the speed condition for satisfying the brake avoidance condition D is expressed by the equation (11D).

0 = V + a _S · T _D (6D)

T _D = −V / a _S (7D)

(L + W _L -B _L / 2)
_{≧ V · T D + a S} · T D 2/2 ... (8D)

-V ² / 2a _S
− (L + W _L −B _L / 2) ≦ 0 (9D)

V ≧ 0 (10D)

0 ≦ V ≦ sqrt {−2a _S · (L + W _L −B _L / 2)} (11D)

  The brake avoidance condition calculation unit 36 specifies an area that satisfies the brake avoidance condition D in the coordinates shown in FIG. Specifically, the brake avoidance condition calculation unit 36 draws a graph of the brake avoidance limit ND using the right side of the above equation (11D). The brake avoidance condition calculation unit 36 specifies a speed area that is equal to or less than the brake avoidance limit ND as an area that satisfies the brake avoidance condition D.

Next, the brake avoidance condition calculation unit 36 calculates a brake avoidance condition for the other vehicles RM and LM (step S210). Specifically, the brake avoidance condition calculation unit 36 determines that “brake avoidance condition A: a condition in which contact with the host vehicle SM can be avoided by the brake of the other vehicle RM popping out from the right blind spot DE1”, “brake avoidance condition C : “Conditions for avoiding contact with the host vehicle by the brake of the other vehicle LM popping out from the blind spot DE2 on the left side” are calculated. Here, the distance L to the blind spot approach point of the host vehicle SM, which is the horizontal axis of the coordinates in FIGS. 8 and 13, is a variable. Further, the acceleration of the other vehicle RM during braking is assumed to be a _R (m / s ² ). The acceleration a _R <0. Further, the response delay time of the other vehicle RM is T _R (s). The response delay time T _R, the other vehicle RM from protrudes from the blind spot, the time required until actuate the brake. The reaction delay time T _R (s) may or may not be considered, but here, the calculation is performed in consideration. Further, the acceleration of the other vehicle LM during braking is assumed to be a _L (m / s ² ). The acceleration a _L <0. Further, the response delay time of the other vehicle LM is set to T _L (s). The response delay time _TL is the time required from when the other vehicle LM jumps out of the blind spot until the brake is operated. The method for setting the accelerations a _R and a _L and the response delay times T _R and T _L is not particularly limited, and past data and average values may be set. At this time, the accelerations a _R and a _L may be set based on the surrounding environment of the blind spots DE 1 and 2 in the same manner as when the moving body information setting unit 22 sets the moving body information.

<Brake avoidance condition A>
A method of calculating the brake avoidance condition A will be described with reference to FIG. Fig. 4 (a), the distance that the other vehicle RM moves to the position RMA becomes _{L R.} As shown in FIG. 14 (b), of the time until the other vehicle RM stops traveling at a speed V _R, while the reaction delay time T _R has continued to travel at a speed V _R, the brake is actuated during the time T _a from to until it stops decelerates in the acceleration a _R. As a general formula, a relationship of v ² −v ₀ ² = 2ax holds among the travel distance x, the speed v, the initial speed v _0, and the acceleration a. Here, the other vehicle RM is the traveling distance L _R up to the position RMA, include mileage V _R · T _R which will proceed by the reaction delays. Accordingly, the condition for the other vehicle RM traveling at the speed V _R (corresponding to the initial speed) to decelerate at the acceleration a _R and stop at the position RMA (speed = 0) is expressed by Expression (6A). , Represented by formula (7A). Here, from the equation (3A), _LR is a function having L as a variable. Accordingly, an equation “L = constant” is derived from the relationship between the equations (7A) and (3A). If the distance to the blind spot approach point of the host vehicle SM is equal to or greater than the distance indicated by the constant L, the contact of the other vehicle RM can be avoided.

0 ² −V _R ² = 2 · a _R · (L _R −V _R · T _R ) (6A)

L _R = (2 · a _R · V _R · T _R −V _R ² ) / 2 · a _R (7A)

  The brake avoidance condition calculation unit 36 specifies an area that satisfies the brake avoidance condition A in the coordinates shown in FIG. Specifically, the brake avoidance condition calculation unit 36 draws a graph of the brake avoidance limit NA using the L constant derived by the above formulas (7A) and (3A). The brake avoidance condition calculation unit 36 specifies an area having a distance L equal to or greater than the brake avoidance limit NA as an area satisfying the brake avoidance condition A.

<Brake avoidance condition C>
A method of calculating the brake avoidance condition C will be described with reference to FIG. From FIG. 6A, the distance that the other vehicle LM moves to the position LMC is L _L. As shown in FIG. 14 (b), during the reaction delay time T _L of the time until the other vehicle LM running at the speed V _L stops, the vehicle continues running at the speed V _L and the brake is activated. Then, the vehicle decelerates at the acceleration a _L during the time T _C until the stop. As a general formula, a relationship of v ² −v ₀ ² = 2ax holds among the travel distance x, the speed v, the initial speed v _0, and the acceleration a. Here, the other vehicle LM is the traveling distance L _L up to the position LMC, include mileage V _L · T _L which will proceed by the reaction delays. Therefore, the condition for the other vehicle LM traveling at the speed V _L (corresponding to the initial speed) to decelerate at the acceleration a _L and stop at the position LMC (speed = 0) is expressed by the equation (6C). , Represented by formula (7C). Here, from the equation (3C), L _L is a function having L as a variable. Therefore, an equation “L = constant” is derived from the relationship between the equations (7C) and (3C). If the distance to the blind spot approach point of the host vehicle SM is equal to or greater than the distance indicated by the constant of L, contact with the other vehicle LM can be avoided.

0 ² −V _L ² = 2 · a _L · (L _L −V _L · T _L ) (6C)

L _L = (2 · a _L · V _L · T _L −V _L ² ) / 2 · a _L (7C)

  The brake avoidance condition calculation unit 36 specifies an area that satisfies the brake avoidance condition C in the coordinates shown in FIG. Specifically, the brake avoidance condition calculation unit 36 draws a graph of the brake avoidance limit NC using the L constant derived from the above formulas (7C) and (3C). The brake avoidance condition calculation unit 36 specifies an area having a distance L equal to or greater than the brake avoidance limit NC as an area satisfying the brake avoidance condition C.

  Next, the correction unit 37 corrects the danger zone DZ based on the brake avoidance conditions A to D calculated in S200 and S210, and sets a new danger zone DZ (step S220). The correction unit 37 removes an area satisfying both the brake avoidance condition B and the brake avoidance condition D from the danger zone DZ, and removes an area satisfying both the brake avoidance condition A and the brake avoidance condition C. In the example shown in FIG. 13, specifically, the correction unit 37 removes an area of the danger zone DZ that is equal to or less than the brake avoidance limit NB and removes an area where the distance L is equal to or greater than the brake avoidance limit NC. A dangerous zone DZ is set. As a result, the danger zone DZ is narrowed, and the region where the target speed can be set is widened. In particular, at L = 0, the maximum value in the region of speed lower than the danger zone DZ is large. That is, when setting the target speed so as to avoid the danger zone DZ, a value larger than the target speed for the danger zone DZ before correction can be set as the target speed. Thus, the target speed can be set so that the driver does not feel bothered about driving assistance while ensuring safety.

Next, the target lateral position calculation unit 25 calculates the target lateral position of the host vehicle SM based on the danger zone DZ (step S130). As shown in FIG. 9, the road has a constant width, the lateral spacing W ₁ and the right lateral spacing W ₂ on the left side is different by the lateral position of the host vehicle SM. For example, if the lateral spacing W ₁ on the left is small, left blind DE2 is increased, when the right side of the lateral spacing W ₂ is small, the right blind spot DE1 increases. That is, the lateral position of the host vehicle SM affects safety. In S130, the target lateral position calculation unit 25 calculates a target side interval _W1target that can improve safety. The target side interval _W1target is the target lateral position of the _host vehicle SM at the blind spot entry point (L = 0).

When performing the processing of S130, the speed region calculation unit 23 previously calculates the danger zone DZ for pre lateral spacing of a plurality of patterns _{(W 1,} W _2), it holds a map. Incidentally, the speed region calculation unit 23 may be a position condition different from the actual position of the host vehicle SM during operation, it is possible to identify the blind spot DE1,2 by calculation, the lateral spacing of the plurality of patterns (W _1, The danger zone DZ for W ₂ ) can be calculated.

An example of the map is shown in FIG. In this map, the speed at the blind spot approach point (L = 0) in the danger zone DZ is extracted and associated with each pattern of the lateral intervals (W ₁ , W ₂ ). A in the figure indicates the relationship between min (V _A ) at L = 0 and the lateral intervals (W ₁ , W ₂ ). B in the figure shows the relationship between max (V _B ) at L = 0 and the lateral intervals (W ₁ , W ₂ ). C in the figure indicates the relationship between min (V _C ) at L = 0 and the lateral intervals (W ₁ , W ₂ ). D in the figure indicates the relationship between max (V _D ) at L = 0 and the lateral intervals (W ₁ , W ₂ ). When the lateral position is shifted to the left (W ₁ is small), it is difficult to see the other vehicle LM from the left side, so min (V _C ) increases. When the lateral position is to the right _{(W 2} is small), it becomes difficult to see other vehicles RM from the right, min _{(V A)} becomes large. The lower limit value of the danger zone in the map (the maximum value at a speed slower than that of the danger zone) is predetermined as the smaller one of mxa (V _B ) and max (V _D ). In FIG. 10, max (V _B ) sets a lower limit value at any lateral interval. The upper limit value (minimum value at a higher speed than the dangerous zone) of the dangerous zone in the map is determined by the larger one of min (V _A ) and min (V _C ). In FIG. 10, min (V _C ) sets an upper limit value in the left-side region and min (in the right-side region with the lateral interval (W ₁ , W ₂ ) = (4.5, 1.5) as a boundary. V _A ) sets an upper limit value.

The target lateral position calculation unit 25 sets an optimal target lateral position based on a map as shown in FIG. For example, the target lateral position calculation unit 25 sets the side interval when the lower limit value of the danger zone is the largest as the target side interval W _1target . In the example of FIG. 10, max (V _B ) is the largest at the lateral interval (W ₁ , W ₂ ) = (4.5, 1.5). _{Alternatively} , the target lateral position calculation unit 25 sets the side interval when the difference between the lower limit value and the upper limit value is the smallest as the target side interval W _1target . In the example of FIG. 10, the side interval (W ₁ , W ₂ ) = (2.5, 3.5) where min (V _A ) and min (V _C ) intersect, and the upper limit value and the lower limit The difference in values is the smallest.

  The target lateral position calculation unit 25 may calculate the target lateral position using the danger zone DZ in consideration of the brake avoidance condition when calculating the target lateral position. Alternatively, the target lateral position calculation unit 25 may first calculate the target lateral position for the danger zone DZ before correction, and correct the danger zone DZ corresponding to the target lateral position using the brake avoidance condition. .

Next, the target speed calculation unit 24 calculates the target speed V _target of the _host vehicle SM based on the danger zone DZ corrected in S220 (step S140). The target speed calculation unit 24 sets a speed at which the danger zone DZ can be avoided regardless of the distance L as the target speed V _target . In the danger zone DZ shown in FIG. 8, the target speed calculation unit 24 sets the lower limit value of the danger zone DZ (maximum value at a speed lower than the danger zone), that is, max (V _B ) and max (V _D ) at L = 0. The smaller one of the values is set as the target speed V _target . However, in this embodiment, the danger zone DZ is corrected in step S220. Therefore, the target speed calculation unit 24 sets not the target speed V _target shown in FIG. 8 but a value higher than that at L = 0 at the brake avoidance limit NB of FIG. 13 as the target speed V _target . . At this time, it may be lower than the speed range of the danger zone DZ at L = 0, and a value smaller than the value at L = 0 at the brake avoidance limit NB may be set as the target speed. When the target lateral position is set in S130, the target speed calculation unit 24 uses the danger zone DZ corresponding to the target lateral position (which is also corrected according to the brake avoidance condition), so that the target speed V _{target is set.} Is calculated. As described above, in the present embodiment, the target speed calculation unit 24 sets the target speed V _target that is the speed that the host vehicle SM should decelerate before entering the blind spot entry point SDL (L = 0). In the following description, this speed is referred to as “dead angle approach target speed V _target ”. The target speed calculation unit 24 sets the target position as the blind spot approach point SDL (L = 0) and sets the target speed as the blind spot approach target speed V _target as the target value for driving support. In the graph shown in FIG. 15, a target point TP (L = 0, V = V _target ) that is a coordinate point determined by the target value is set.

Next, the line-of-sight degree calculation unit 38 calculates the line-of-sight degree in the left-right direction at the place constituting the blind spot (step S230). Here, the line-of-sight calculation unit 38 calculates the line-of-sight amount W obtained from the distance as the line-of-sight amount between the right line-of-sight position P1 and the left line-of-sight position P2. As shown in FIG. 16 (a), sight calculation unit 38, between a distance W _R in the lateral direction between the center line and the right sight position P1 of the vehicle SM, a central line and the left sight position P2 and it calculates the distance W _L of the left-right direction. Then, the line-of-sight amount W (= W _L + W _R ) is calculated based on these values.

  Next, the correction unit 37 corrects the target value for driving support based on the visibility (the visibility W) calculated in S230 (step S240). First, the correction unit 37 calculates a reaction delay time Ts required for the driver to react to the moving body and activate the brake from the timing when the moving body jumps out from the blind spot. The reaction delay time Ts is calculated on the assumption that the driver is facing in a direction opposite to the direction in which the moving body protrudes. Specifically, the correcting unit 37 calculates the reaction delay time Ts using the formula (14) based on the line-of-sight amount W. Note that Vd is a value of the assumed face direction speed, and a predetermined value can be used. For example, in FIG. 16A, from the state where the driver's face is facing the right line-of-sight position P1, the line-of-sight amount W is moved at the estimated face direction speed Vd, and the state is directed toward the left line-of-sight position P2. The time required for this is obtained by “W / Vd”. The reaction delay time Td is a delay time caused by factors other than the face orientation. For example, the reaction delay time Td includes a time until the driver notices driving assistance and a time required to step on the brake after the driver notices.

  Ts = W / Vd + Td (14)

As shown in FIG. 14A, after the brake is operated, the vehicle is decelerated at a constant acceleration a _s (<0). On the other hand, since the brake is not operated during the reaction delay time Ts, the acceleration becomes zero. Therefore, the host vehicle SM continues to travel at a constant speed during the reaction delay time Ts. As a result, an idle running distance Ls due to the reaction delay time Ts is generated before the brake is activated. The free running distance Ls is obtained by multiplying the speed V of the host vehicle SM at the timing when the moving body jumps out of the blind spot and the reaction delay time Ts. The correction unit 37 corrects the target value by adopting either the first calculation method or the second calculation method in consideration of the idling distance Ls.

First, the first correction method will be described with reference to FIGS. 15 and 17A. The first correction method corrects the blind spot approach target speed V _target so that the host vehicle SM can avoid contact with the moving body by the brake even when the idling distance Ls due to the reaction delay time occurs. Is the method. That is, the correction unit 37 anticipates the occurrence of the idle travel distance Ls, and lowers the speed at which the host vehicle SM enters the blind spot entry point SDL, that is, the blind spot approach target speed V _target in advance. The correction unit 37 corrects the target speed from the blind spot approach target speed V _target to the corrected blind spot approach target speed V _target ′ (<dead spot approach target speed V _target ). As a result, the target point TP determined by the target value is corrected to the corrected target point TPa.

First, the blind spot approach target speed V _target , which is the target value before correction, is determined by the calculation method in “brake avoidance condition B” and “brake avoidance condition D” in S200, and at the same time the brake is released, This is a target speed at which contact with a moving body can be avoided under ideal conditions of operating and decelerating. Accordingly, as shown by the dashed-dotted curve BL in FIG. 17A, the host vehicle SM decelerates from the blind spot approach target speed V _{target with the} assumed acceleration a _s (<0), and enters the intersection from the blind spot approach point SDL. Stop at a position advanced by a distance Lm. This curve BL is expressed by equation (15). On the other hand, when the reaction delay time Ts is taken into consideration, the vehicle travels at the constant speed as shown by the solid line L1, and then decelerates and stops as shown by the curve L2. Even in this case, similarly to the curve BL, in order to stop at the distance Lm, the corrected blind spot approach target speed V _target ′ should satisfy the condition of Expression (16). Since the free running distance Ls is expressed by Expression (17), Expression (18) is derived by substituting Expression (17) into Expression (16). By calculating the equation (18), the equation (19) for calculating V _target ′ is obtained.

_{^{V 2 - V target 2 = 2a}} s × L ... (15)

_{^{V target '2 -V target 2 =}} 2a s × Ls ... (16)

Ls = _Vtarget ′ × Ts (17)

V _target ′ ² −2a _s × Ts × V _target ′ −V _target ² = 0 (18)

_{V target '= a s × Ts} ± √ (a s 2 × Ts 2 + V target 2) ... (19)

Next, the second correction method will be described with reference to FIGS. 15 and 17B. The second correction method is a method of correcting the target position to the near side of the blind spot approach point SDL (L = 0) by the idle travel distance Ls based on the reaction delay time. That is, the correction unit 37 sets a target position where the speed of the host vehicle SM reaches the blind spot approach target speed V _target in front of the blind spot approach point SDL in anticipation of the occurrence of the idle travel distance Ls. . The correction unit 37 corrects the target position to the near side by the correction distance Lb from the blind spot entry point SDL (L = 0). As a result, the target point TP determined by the target value is corrected to the corrected target point TPb. Specifically, as shown in FIG. 17B, the correction distance Lb = the idle running distance Ls based on the reaction delay time. Therefore, the correction distance Lb can be calculated by Expression (20). As a result, even if the idle travel distance Ls occurs, the vehicle starts to decelerate at the blind spot entry point SDL (L = 0), so that the host vehicle SM assumes that no reaction delay time occurs. Stop at the position of distance Lm.

Lb = V _target × Ts (20)

The correction unit 37 may perform correction by adopting only the first correction method, or may perform correction by adopting only the second correction method. Alternatively, the correction unit 37 may employ both the first correction method and the second correction method (in this case, two points of the correction target point TPa and the correction target point TPb are set as target points). . Note that when the second correction method is adopted, there is no particular limitation on the target speed at which the vehicle travels in the range of the distance L = 0 to Lb. For example, the vehicle may travel at a constant speed at the blind spot approach target speed V _target , or may enter the blind spot approach point SDL while further decelerating.

Further, as shown in FIG. 18, the line-of-sight calculation unit 38 has a line-of-sight amount between the driver's face direction FD and the left line-of-sight position P2, and a line-of-sight between the face direction FD and the right line-of-sight position P1. Of the amounts, the larger one may be used as the line-of-sight correction value W ′, and the target value may be corrected using the line-of-sight correction value W ′. The line-of-sight calculation unit 38 calculates the face direction FD based on the detection result of the gaze direction detection unit 29. In order to determine the amount of line of sight between the face direction FD and the line-of-sight positions P1, P2, a face direction point PD where the straight line connecting the left line-of-sight position P2 and the right line-of-sight position P1 intersects the face direction FD is set. ing. The line-of-sight calculation unit 38 sets the distance between the left line-of-sight position P2 and the face direction point PD as the left line-of-sight amount, and sets the distance between the right line-of-sight position P1 and the face direction point PD as the right line-of-sight amount. In the example shown in FIG. 18, the distance between the left line-of-sight position P2 and the face direction point PD is set as the line-of-sight amount correction value W ′. In this case, the correction unit 37 calculates using the following formula (21) instead of the formula (14). For example, when the correction is performed assuming that the driver is facing the line-of-sight position opposite to the direction in which the mobile body pops out, the reaction delay time Ts becomes long, so that excessive correction is performed, so that driving is performed. May be annoying to a person. Therefore, by using the line-of-sight amount correction value W ′ corrected based on the driver's face direction PD, driving assistance with reduced annoyance can be achieved while ensuring safety.

Ts = W ′ / Vd + Td (21)

In the above description, an example of the calculation method when the line-of-sight amount is determined by the distance as in the pattern shown in FIG. When the line-of-sight amount is calculated based on the distance, the calculation can be easily performed. Instead of this, the line-of-sight amount may be determined by the angle as in the pattern shown in FIG. In this case, the calculation formula of the reaction delay time Ts shown in the above formulas (14) and (21) is changed to a value corresponding to the line-of-sight amount θ (L) = θ _L (L) + θ _R (L). . The face-facing speed is set to an angular speed corresponding to the distance L from the dead angle entry point SDL of the host vehicle. The visibility that the driver feels varies depending on the distance L, but when the calculation is performed using the angle θ (L), the calculation reflecting the distance L can be performed. As a result, driving assistance according to the driver's sense of actual visibility is possible.

  Moreover, the correction | amendment part 37 may correct | amend reaction delay time based on a driver | operator's alertness. The correction unit 37 assumes a longer reaction delay time as the awakening level is lower. Accordingly, it is possible to provide appropriate driving support according to the driver's arousal level.

Further, the visibility calculation unit 38 estimates the driver's face direction based on the left line-of-sight position P2 and the right line-of-sight position P1. When the visibility calculation unit 38 estimates that the driver is facing either one of the left and right directions, the correction unit 37 may not correct the target value. Specifically, when the intersection is a T-junction, only one of the left line-of-sight position P2 and the right line-of-sight position P1 exists. In this case, the visibility calculation unit 38 estimates that the driver is facing the direction in which the visibility position exists. Alternatively, when one line of sight is much better than the other, the line-of-sight calculation unit 38 estimates that the driver is facing the higher line-of-sight. For example, when the difference between the line-of-sight amounts W _L and W _R shown in FIG. 16A is equal to or greater than a predetermined value, the correction unit 37 does not perform correction. In spite of the situation where the driver faces either one, when the target value is corrected as described above, the driver is bothered. Therefore, in such a case, the troublesomeness given to the driver can be reduced by the correction unit 37 not correcting the target value.

Next, the driving support control unit 31 calculates the target lateral position calculated in S130, the target value of driving support corrected in S240 (the target speed and the target position that decelerates to the target speed), and the actual host vehicle SM. Based on the lateral position and speed of the vehicle, it is determined whether or not driving assistance is necessary (step S150). Specifically, the driving support control unit 31 determines whether or not the current lateral interval W _{1now of the host} vehicle SM is different from the target lateral interval W _1target (the difference is greater than a predetermined threshold value). When it is determined that the driving support control unit 31 is the same, the driving support for the lateral position adjustment is determined to be unnecessary. When the driving support control unit 31 determines that they are different, the driving support for the lateral position adjustment is required. Judge that there is. Further, the driving support control unit 31 determines whether or not the current speed V _now of the host vehicle SM is higher than the blind spot approach target speed V _target (or the corrected blind spot approach target speed V _target ′). When it is determined that the speed V _now is equal to or less than the blind spot approach target speed V _target (or the corrected blind spot approach target speed V _target ′), the driving support control unit 31 determines that driving support for speed adjustment is unnecessary. If it is determined that the speed V _now is greater than the blind spot approach target speed V _target (or the corrected blind spot approach target speed V _target ′), it is determined that driving support for speed adjustment is necessary. If it is determined in S150 that no driving support is required, the control process shown in FIG. 3 ends. On the other hand, if it is determined that at least one of the processes is necessary, the process proceeds to step S160. For example, since the speed V _now shown in FIG. 8 enters the danger zone DZ when approaching the blind spot entry point, driving assistance is required.

Based on the determination result in S150, the driving support control unit 31 sets driving assistance for moving the host vehicle SM to the target lateral position and the speed of the own vehicle SM until the target position is reached. Driving support is performed (step S160). For example, the driving support control unit 31 may forcibly decelerate to the blind spot approach target speed V _target (or the corrected blind spot approach target speed V _target ′) by controlling the driving support unit 11. At this time, in the process from the speed V _now to the blind spot approach target speed V _target (or the corrected blind spot approach target speed V _target ′) at the target position, a deceleration path that avoids the danger zone DZ (see, for example, FIG. 8). ) Is preferably set. Alternatively, the driving support control unit 31 notifies the driver DP with the display unit 8 and the sound generation unit 9 that the vehicle will decelerate to the blind spot approach target speed V _target (or the corrected blind spot approach target speed V _target ′). May be. The driving support control unit 31 may forcibly move the _host vehicle SM to the target side interval W _1target by controlling the driving support unit 11. Or the driving assistance control part 31 may notify the driver _| operator DP to the target side space _| interval _{W1target with} the display part 8 or the audio _| voice generation _{| occurrence |} production part 9. In addition, as driving assistance regarding speed and lateral position, only one of forced driving assistance and driving assistance by notification may be performed, or may be performed simultaneously. Further, only one of the driving support for _setting the blind spot approach target speed V _target (or the corrected blind spot approach target speed V _target ′) and the target side interval W ₁ target may be performed. Both may be performed at different timings, or both may be performed simultaneously.

When there are blind spots in a plurality of directions as in the present embodiment, the driving support control unit 31 may determine a dangerous direction with a high degree of danger based on the dangerous zone DZ. For example, as in the graph shown in FIG. 8, the lower limit value of the danger zone DZ is determined by min (V _B ) according to the right condition. From this, it can be seen that the vehicle jumping out from the right side has a higher risk than the vehicle jumping out from the left side. Further, depending on the shape of the intersection and the approach mode of the host vehicle SM, there are cases where the risk of the vehicle jumping out from the left side is higher. Therefore, the driving support control unit 31 may determine a danger direction with a high degree of risk and may alert the driver DP to face the danger direction. For example, the driving support control unit 31 may increase the right alarm sound, increase the right display on the display unit 8, or change the color to a warning color.

  Further, the driving support control unit 31 may consider the gaze direction of the driver DP. The driving support control unit 31 acquires the detection result of the gaze direction detection unit 29 and determines whether the calculated danger direction matches the driver's gaze direction. Based on the determination result, the driving support control unit 31 can weaken the driving support when the driver is facing the danger direction, and can increase the driving support when the driver is not facing. The driving support control unit 31 performs control as shown in FIG. 12, for example. The strong driving support is, for example, to increase the strength of the brake or to make the driving support start timing earlier.

  In addition, the driving support control unit 31 may alert the driver by changing the notification means or the notification level that notifies the driver of the danger according to the visibility calculated in S230. For example, the lighting brightness Q by the light indicator may be calculated as in Expression (22) according to the left and right line-of-sight amount W. Note that q is a preset constant. When the visibility is high, the driver has widened the field of view, so there is a possibility that alerting is insufficient depending on the notification means and the notification level. For example, when the visibility is high, the driver has difficulty in noticing the light indicator because the field of view is widened. Therefore, appropriate alerting can be performed by changing the notification means and the notification level according to the visibility. For example, the possibility of the driver overlooking the light indicator can be reduced without increasing bothersomeness by increasing the lighting brightness of the light indicator as the visibility is higher.

Q = q × (1 / W) (22)

  When the process of S160 ends, the control process shown in FIG. 3 ends, and the process starts again from S100.

  Next, the operation and effect of the driving support apparatus 1 according to the present embodiment will be described.

  In the driving support device 1 according to the present embodiment, the moving body information setting unit 22 predicts a moving body that may jump out of the blind spot, and sets moving body information related to the moving body. Moreover, the speed area | region calculating part 23 can calculate what speed | velocity | rate may contact with the said moving body, when the own vehicle drive | works based on the assumed speed of the moving body estimated to jump out of a blind spot. . And the speed area | region calculating part 23 can calculate the speed area | region (danger zone DZ) with a possibility of a contact with a moving body. The target speed calculation unit 24 calculates a target speed based on the calculated speed region. As described above, the driving support device 1 does not compare the assumed moving body and the course prediction result of the host vehicle SM, but calculates a speed region that may come into contact with the moving body, and performs the calculation. Based on this, the target speed is calculated. Thus, since the driving assistance apparatus 1 can control based on the specific target speed which should be drive | worked at what speed, it can perform the driving assistance which ensured high safety. . Further, the driving support by the driving support device 1 is not affected by the accuracy of the course prediction of the host vehicle, and therefore appropriate driving support can be performed. As described above, the driving support device 1 can perform appropriate driving support and further improve the safety.

  In addition, the driving support device does not provide driving support after detecting what the mobile body has actually jumped out of the blind spot, and predicts the mobile body (and its assumed speed) in advance regardless of the actual pop-up. Driving assistance. When the blind spot passes through the intersection, the driving assistance device 1 calculates the target speed after predicting the assumed danger in advance, so that even if the moving body actually jumps out from the blind spot, Driving assistance that further improves the performance can be performed.

  The driving support device 1 includes a target lateral position calculation unit 25 that calculates the target lateral position of the host vehicle SM based on the speed region calculated by the speed region calculation unit 23. The size of the blind spot varies depending on the lateral position of the host vehicle SM, and the risk of contact with the moving body varies accordingly. Therefore, the driving assistance device 1 can perform appropriate driving assistance so that the host vehicle SM travels in a highly safe lateral position by calculating the target lateral position by the target lateral position calculating unit 25.

  In the driving support device 1, the moving body information setting unit 22 may set the moving body information based on the shape of the road that forms the blind spot. Depending on the shape of the road, the behavior of moving objects that may jump out of the blind spot is affected. The driving assistance device 1 can perform driving assistance with higher accuracy by considering the shape of the road.

  In the driving support device 1, the moving body information setting unit 22 may set the moving body information based on the ratio between the lane width on the moving body side and the lane width on the own vehicle side. In this way, by considering the ratio of each lane width, the driving assistance device 1 can perform driving assistance that is more suitable for the driver's sense and the actual jumping speed of the moving body.

  In the driving support device 1, the moving body information setting unit 22 may set the moving body information based on the surrounding environment of the blind spot. In this way, by considering the surrounding environment of the blind spot, the driving support device 1 can perform driving support more suitable for the driver's sense.

  The driving support device 1 includes a traffic information acquisition unit 26 that acquires traffic information about roads that constitute a blind spot, and the mobile body information setting unit 22 is based on the traffic information acquired by the traffic information acquisition unit 26, and the mobile body information May be set. By considering the traffic information that cannot be known only by the information around the blind spot in this way, the driving assistance device 1 can effectively improve the safety when passing through a blind spot road with a really high risk. Can be performed.

  The driving support device 1 includes an experience information acquisition unit 27 that acquires past experience information of the driver, and the mobile body information setting unit 22 obtains mobile body information based on the experience information acquired by the experience information acquisition unit 27. May be set. By using the past experience information of the driver in this way, the driving support device 1 can perform driving support suitable for the experience of the driver.

  The driving support device 1 includes an object information acquisition unit 28 that acquires object information related to the behavior of an object existing around the host vehicle, and the moving body information setting unit 22 is based on the object information acquired by the object information acquisition unit 28. Mobile body information may be set. The behavior of the object around the host vehicle also affects the speed of the moving object that pops out. By taking such information into consideration, the driving support device 1 can perform driving support more suitable for the actual situation. Can do.

  The driving support device 1 includes a driving support control unit 31 that alerts the driver to the blind spot. The driving support control unit 31 calculates the speed range calculation unit 23 when there are multiple blind spots. Based on the shape of the speed region, the danger direction with a high degree of danger may be determined, and the alerting may be controlled so that the driver faces the danger direction. In this way, the driving assistance device 1 can increase the risk prevention effect by alerting the driver to face the danger direction with a high degree of danger.

  The driving assistance device 1 includes a gaze direction detecting unit 29 that detects the gaze direction of the driver, and the driving assistance control unit 31 may control alerting based on the danger direction and the gaze direction. Thus, by controlling the alerting in consideration of the driver's gaze direction, it is possible to reduce the troublesomeness of the driver and to perform more effective driving assistance in a scene where driving assistance is actually required.

  Further, the brake avoidance condition calculation unit 36 makes the brake avoidance conditions B and D by which the own vehicle SM can avoid contact with the other vehicles RM and LM by the brake, and the other vehicles RM and LM make contact with the own vehicle SM by the brake. The brake avoidance conditions A and C that can be avoided can be calculated. Further, the correction unit 37 can correct the danger zone DZ based on the brake avoidance conditions A to D calculated by the brake avoidance condition calculation unit 36. Thus, by considering the conditions that can be avoided by the brakes of the host vehicle SM and the other vehicles RM and LM, it is possible to prevent driving assistance more than necessary when contact can be avoided by using the brake. As a result, it is possible to prevent the driver from feeling troublesome while ensuring safety, and to perform driving assistance in accordance with actual driving. As described above, the driving support device 1 can perform appropriate driving support and further improve the safety.

  In the driving assistance device 1, the correction unit 37 may correct the danger zone DZ by removing the region satisfying the brake avoidance conditions A to D from the danger zone DZ. Thus, the danger zone DZ can be easily corrected.

  In the driving assistance device 1, the brake avoidance condition calculation unit 36 may calculate the brake avoidance conditions A and C of the other vehicles RM and LM based on the surrounding environment of the blind spot. In this way, by considering the surrounding environment of the blind spot, the driving support device 1 can perform driving support more suitable for the driver's sense.

  Here, when there are blind spots on both sides in the left-right direction, the driver may be facing a direction different from the direction in which the moving body pops out. In such a case, the driver's stepping on the brake is delayed, so that the possibility of contact with the moving body becomes higher than expected. The line-of-sight calculation unit 38 can calculate the line-of-sight degree in the left-right direction. When the visibility is high, the influence when the driver is facing in a direction different from the direction in which the moving body pops out becomes large. Therefore, the correction unit 37 can perform driving support with higher safety in consideration of the influence by correcting the target value of driving support based on the visibility. As described above, the driving support device 1 can perform appropriate driving support and further improve the safety.

In the driving support device 1, the correcting unit 37 corrects the blind spot approach target speed V _target to be low, thereby correcting the target value, and the speed of the host vehicle reaches the blind spot approach target speed V _target . At least one of the second correction method for correcting the target value is adopted by correcting the target position to the near side (L = Lb) of the blind spot approach point SDL (L = 0). By adopting these correction methods, it is possible to perform correction by a simple calculation.

In the driving support device 1, the visibility calculation unit 38 calculates a line-of-sight amount between the left line-of-sight position P <b> 2 and the right line-of-sight position P <b> 1, and the correction unit 37 moves the line-of-sight amount at least by the driver's face direction. Is calculated as a reaction delay time Ts until the driver activates the brake. When the correction unit 37 adopts the first correction method, even if the idling distance Ls due to the reaction delay time Ts is generated, the correction unit 37 can prevent the host vehicle SM from contacting the moving body by the brake. The blind spot approach target speed V _target is corrected. When adopting the second correction method, the correction unit 37 may correct the target position to the near side of the blind spot entry point SDL (L = 0) by the idle travel distance Ls based on the reaction delay time Ts. In this way, the correction unit 37 calculates the time required for at least the driver's face to move the line-of-sight amount as the reaction delay time Ts, thereby driving in a direction different from the direction in which the moving body pops out. It is possible to reflect the effect when the person is facing in the correction. In addition, the idle travel distance Ls is generated before the brake is activated due to the reaction delay time Ts. In the first correction method, the blind spot approach target speed V _target is decreased in anticipation of the idle travel distance Ls. By correcting, driving support that can avoid contact with a moving body is made possible. Further, in the second correction method, the target position is corrected to the near side of the blind spot approach point SDL (L = 0) by the idle travel distance Ls, so that the speed of the host vehicle is set to the blind spot approach target speed V _target earlier. To reach. As a result, even when the idle travel distance Ls occurs, it is possible to provide driving assistance that starts the operation of the brake when the host vehicle enters the blind spot entry point SDL.

  The present invention is not limited to the embodiment described above.

  For example, although the other vehicle is exemplified as the moving body, any vehicle may be used as long as there is a possibility of jumping out from the blind spot, such as a two-wheeled vehicle. The moving body information to be set is changed depending on the type of the moving body.

  In the above-described embodiment, the mobile body information setting unit 22 considers various elements in order to set the mobile body information. However, it is not necessary to consider all of the elements. Or any one of them may be considered.

  In the above-described embodiment, only the target speed at the target position (L = 0 or L = Lb) is set as the target value for driving support. However, the target speed is set halfway to the target position. A plurality may be set. For example, a target speed is set at regular intervals between the current position of the host vehicle SM and the target position (L = 0 or L = Lb) (the target speed gradually decreases as the blind spot approach point is approached). The target speed profile from the current position to the target position (L = 0 or L = Lb) may be calculated.

  The brake avoidance condition calculation unit 36 calculates both the brake avoidance condition by the brake of the host vehicle and the brake avoidance condition by the brake of the other vehicle. However, only one of them may be calculated. At this time, the correction unit 37 corrects the danger zone DZ in consideration of only the calculated brake avoidance condition. Further, when the brake avoidance condition calculation unit 36 calculates both the brake avoidance condition of the host vehicle and the brake avoidance condition of the other vehicle, the correction unit 37 considers only one of the risk zones DZ according to the situation. It may be corrected.

  In the present embodiment, the danger zone DZ is set without any particular range regarding the distance L of the host vehicle to the blind spot entry point, but is limited to a certain range, for example, “0 ≦ L ≦ X1”. May be set. Further, the danger zone DZ may be set only for a predetermined L. For example, the target speed is set only for the portion of L = 0 based on the danger zone DZ (that is, only the speed region at L = 0). ) May be set. In this case, the danger zone DZ may be corrected in consideration of only the brake avoidance condition at L = 0.

  In the above-described embodiment, the target value determined based on the danger zone NDZ corrected by the brake avoidance condition calculation unit 36 is corrected. However, the correction by the brake avoidance condition calculation unit 36 is omitted, and the danger zone is not corrected. The target value determined based on DZ may be corrected.

  In the above embodiment, in S240, the reaction delay time Ts considered for the correction of the target value is the reaction delay time based on the line-of-sight amount and the reaction delay time due to other factors (such as Td in Expression 14). ). However, the reaction delay time Ts only needs to include at least the reaction delay time based on the line-of-sight amount, and may not include other reaction delay times. Alternatively, other reaction delay times may be considered in the risk zone correction process in S200 to S220 instead of S240. For example, when the reaction delay time Td is omitted from the equation (14) and is considered in the calculation of the brake avoidance conditions B and D, the equation (23B) is used instead of the equation (11B), and the equation (11D) is used instead. Equation (23D) is used.

0 ≦ V ≦ [−T _d + sqrt {T _S ² −2 · (L + W _R −B _R / 2) / a _S }]
/ (-1 / a _S ) (23B)

0 ≦ V ≦ [−T _d + sqrt {T _S ² −2 · (L + W _L− B _L / 2) / a _S }]
/ (− 1 / a _S ) (23D)

  The present invention can be used for a driving support device.

DESCRIPTION OF SYMBOLS 1 ... Driving assistance device, 21 ... Blind spot recognition part, 22 ... Moving body information setting part, 23 ... Speed area | region calculating part, 24 ... Target speed calculating part, 25 ... Target lateral position calculating part, 26 ... Traffic information acquisition part, 27 ... object information acquisition unit, 29 ... gaze direction detection unit, 31 ... driving support control unit (attention control unit), 36 ... brake avoidance condition calculation unit, 37 ... correction unit, 38 ... visibility calculation unit, SM ... own vehicle , RM, LM ... other vehicle (moving body), DP ... driver.

Claims (9)

A blind spot recognition unit that recognizes a blind spot from the driver in the traveling direction of the host vehicle;
A mobile body information setting unit that sets mobile body information including at least the assumed speed of the mobile body as information on the mobile body that may jump out of the blind spot,
Based on the moving body information set by the moving body information setting unit, the speed at which the speed range of the host vehicle is calculated that may cause the host vehicle to come into contact with the moving body when traveling in the traveling direction An area calculation unit;
A target speed calculation unit that calculates a target speed of the host vehicle based on the speed region;
A line-of-sight calculator that calculates the line-of-sight in the left-right direction at the location constituting the blind spot;
A correction unit configured to correct a target value for driving support, which is set based on the target speed,
The driving support device, wherein the correction unit corrects the target value based on the visibility level calculated by the visibility level calculation unit. The target value before correction by the correction unit is
Determined by the value of the target position and the value of the target speed at the target position;
As the target position, a place constituting the blind spot is set,
As the target speed, a blind spot entry target speed when the host vehicle enters the place constituting the blind spot is set,
The correction unit is
A first correction method for correcting the target value by correcting the blind spot approach target speed low;
The driving support according to claim 1, wherein at least one of the second correction method for correcting the target value is adopted by correcting the target position toward the front side of the place constituting the blind spot. apparatus. The line-of-sight calculation unit calculates a line-of-sight amount between a left line-of-sight position that is a starting point that forms the blind spot on the left side and a right line-of-sight position that is a starting point that forms the blind spot on the right side,
The correction unit is
At least the time required for the driver's face to move the line-of-sight amount is calculated as a reaction delay time until the brake is activated,
When adopting the first correction method,
Even if an idle running distance due to the reaction delay time occurs, the dead angle approach target speed is corrected to be low so that the host vehicle can avoid contact with the moving body by a brake,
When adopting the second correction method,
The driving support device according to claim 2, wherein the target position is corrected to the near side of the place constituting the blind spot by an idle running distance based on the reaction delay time. The line-of-sight calculation unit has a line-of-sight amount of the line-of-sight amount between the driver's face direction and the left line-of-sight position, and the line-of-sight amount between the face direction and the right line-of-sight position. As a correction value,
The driving support device according to claim 3, wherein the correction unit corrects the target value using the line-of-sight correction value.   The line-of-sight calculation unit calculates, as the line-of-sight, a distance between a left line-of-sight position serving as a starting point for forming the left blind spot and a right line-of-sight position serving as a starting point for forming the right blind spot. The driving support device according to any one of claims 1 to 4.   The line-of-sight calculation unit includes a left line-of-sight position serving as a starting point for forming the blind spot on the left side, a right line-of-sight position serving as a starting point for forming the blind spot on the right side, and a position with respect to a location constituting the blind spot of the host vehicle. The driving assistance device according to any one of claims 1 to 4, wherein an angle determined by the calculation is calculated as the visibility.   The driving support device according to claim 4, wherein the correction unit corrects the reaction delay time based on a degree of arousal of the driver. A warning part for calling attention to the driver;
The driving assistance device according to any one of claims 1 to 6, wherein the alerting unit performs alerting according to the visibility. The line-of-sight calculation unit estimates the driver's face direction based on a left line-of-sight position that forms the left blind spot and a right line-of-sight position that forms the right blind spot,
The said correction | amendment part does not correct | amend the said target value, when it is estimated by the said visibility calculation part that the said driver is facing either one of the left-right direction. The driving support device according to any one of the above.

Images