JP5953810B2 - Vehicle travel support device - Google Patents

Description

  The present invention relates to a vehicle travel support device that assists the travel of a host vehicle in accordance with the movement of a moving body that exists in front of the host vehicle.

  Conventionally, when a moving body that exists in the traveling direction of the host vehicle is detected and the host vehicle approaches the moving body most, a risk avoidance distance (a distance that can avoid abnormally approaching the moving body) is secured. Thus, a vehicle travel support device that supports the travel of the host vehicle has been proposed (see, for example, Patent Document 1). In Patent Document 1, the direction of the face of a pedestrian (moving body) existing in front of the host vehicle is detected, and based on this detection result, it is determined whether the host vehicle is in the pedestrian's field of view, The risk avoidance distance is set according to the determination result. Specifically, if it is determined that the host vehicle is in the pedestrian's field of view, the pedestrian should pay attention to the host vehicle. If it is determined that the vehicle is not in the person's field of view, the pedestrian may not be aware of the presence of the vehicle, so the risk avoidance distance is set large.

JP 2009-202676 A

  However, in the conventional example disclosed in Patent Document 1 described above, when the pedestrian's face is facing the direction of the host vehicle, the pedestrian determines that the host vehicle is recognized. Just because a pedestrian's face faces the direction of the host vehicle does not necessarily recognize the presence of the host vehicle. Furthermore, even when it is determined that the host vehicle is recognized, the pedestrian does not always move correctly. For example, when a drunk person is walking on a sidewalk with staggered legs, even if it is determined that he / she is aware of the existence of the own vehicle, there is a possibility of jumping out to the roadway side.

  The present invention has been made in order to solve such a conventional problem, and the object of the present invention is in the case where there is a moving body that moves in the left and right directions in front of the host vehicle. Even if it exists, it is providing the vehicle travel assistance apparatus which assists driving | running | working of the own vehicle so that this risk may be avoided and it may drive | work smoothly.

In order to achieve the above object, according to the present invention, the position of the moving body is detected by the moving body detecting means, and the risk degree is determined from the lateral behavior of the moving body based on the position data. Further, a risk avoidance distance is calculated based on the risk degree, and control is performed so that the host vehicle travels at a position farther than the risk avoidance distance. Furthermore, the situation of the road ahead of the host vehicle is detected, and it is determined whether or not an area where the vehicle can run away from the risk avoidance distance can be secured on the road ahead of the host vehicle. The traveling speed of the host vehicle is set low.

  In the vehicle travel support device according to the present invention, the degree of risk that the moving body has on the host vehicle is determined based on time-series position data of the moving body, and the risk avoidance distance is set based on the degree of risk. Therefore, since the distance for avoiding the moving body is set according to the risk level of the moving body, the own vehicle can set an appropriate travel route according to the behavior of the moving body.

It is a block diagram which shows the structure of the vehicle travel assistance apparatus which concerns on one Embodiment of this invention. It is a flowchart which shows the processing operation of the vehicle travel assistance apparatus which concerns on one Embodiment of this invention. (A) is explanatory drawing which shows the relationship between the own vehicle and a moving body when the vehicle driving assistance device which concerns on one Embodiment of this invention is applied, (b) shows the change of the lateral speed of a moving body. FIG. It is a characteristic view which shows the relationship of the risk degree used in the vehicle travel assistance apparatus which concerns on one Embodiment of this invention, a vehicle speed, and a risk avoidance distance. It is explanatory drawing which shows the relationship between the own vehicle and a mobile body, and the relationship of risk avoidance distance when the vehicle travel assistance apparatus which concerns on one Embodiment of this invention is applied. It is a flowchart which shows the detailed process sequence of the target path | route / speed setting process shown in FIG. It is explanatory drawing which shows the relationship between the own vehicle and a mobile body, and the relationship of the driving route of the own vehicle when the vehicle travel assistance apparatus which concerns on one Embodiment of this invention is applied. It is explanatory drawing which shows the relationship between the own vehicle and a mobile body, and the relationship of risk avoidance distance when the vehicle travel assistance apparatus which concerns on the modification of this invention is applied.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. FIG. 1 is a block diagram showing a configuration of a vehicle travel support apparatus according to an embodiment of the present invention.

  As shown in FIG. 1, the driving support device 100 is obtained by a sensor unit 1 that detects a moving body and surrounding environment existing around the host vehicle and detects the state of the host vehicle, and is acquired by the sensor unit 1. Based on various data, a control unit 2 is provided that supports the traveling of the host vehicle. The control unit 2 outputs control signals to the engine controller 4, the brake controller 5, and the steering controller 6 that are mounted on the host vehicle, and controls the engine, the brake, the steering, and the like, thereby driving the host vehicle. Support.

  The sensor unit 1 includes a stereo camera (running path detection means) 11 as a sensor for capturing an image of the vicinity of the host vehicle and detecting a moving body existing in the vicinity, and a laser radar 12 as a sensor for self-position recognition. And a vehicle speed sensor 13, a steering angle sensor 14, and a yaw rate sensor 15 as sensors for detecting the state of the host vehicle.

  Further, the laser radar 12 may be used as a sensor for detecting a moving object. Further, the moving object detection sensor may be a millimeter wave radar or a combination thereof.

  As sensors for self-position recognition, in addition to laser radar 12, monocular camera, GPS, inter-vehicle communication device (communication between own vehicle and other vehicles), road-to-vehicle communication device (communication between installations on the road and own vehicle), etc. Or a combination thereof.

  In addition to the vehicle speed sensor 13, the steering angle sensor 14, and the yaw rate sensor 15 described above, it is possible to use an acceleration sensor in the front / rear / left / right direction, a roll / pitch sensor, or the like as a sensor for detecting the state of the host vehicle.

  The control unit 2 recognizes the position of the host vehicle and a moving body existing around the host vehicle based on detection data of various sensors mounted on the sensor unit 1, and the host vehicle is a moving body such as a pedestrian. The operation of the host vehicle is calculated in order to avoid the risk of abnormal approach and reach the destination. Specifically, the target runway and target speed of the host vehicle are calculated. The control unit 2 includes a self-position recognition unit 21, a moving body detection unit 22, a moving body position recording unit 23, a risk degree determination unit 24, a risk avoidance distance / speed setting unit 25, a target route / speed. A generation unit 26 and a travel control unit 27 are provided.

  The self-position recognizing unit 21 obtains the surrounding information of the own vehicle from the surrounding image taken by the stereo camera 11, for example, by performing processing such as white line detection and image feature point extraction, and stores it in a database (not shown). The traveling position of the host vehicle is specified by collating with the stored feature point information. At this time, the traveling position of the host vehicle can be specified more quickly and with high accuracy by supplementarily using detection data from the vehicle speed sensor 13 and the yaw rate sensor 15 that detect the state of the host vehicle. Further, when the travel position of the host vehicle is specified, information on the road width, shape, etc. and the travelable area ahead of the host vehicle is acquired based on the map data stored in the database based on the travel position. The acquired information is output to the target route / speed generation unit 26.

  The moving body detection unit (moving body detection means) 22 detects a moving body around the host vehicle based on the image taken by the stereo camera 11 and calculates the distance to the moving body based on the parallax of the two cameras. Further, the direction of the moving body is measured, and the relative position of the moving body with respect to the host vehicle is detected. Also, the type of the moving body (for example, pedestrian, vehicle, etc.) is identified.

  In addition, the mobile body detection unit 22 tracks the mobile body once detected, and based on the relationship between the movement of the host vehicle and the change in the relative position from the host vehicle, the mobile body moving speed, the moving direction, and Find the size. Furthermore, the direction and magnitude of the acceleration of the moving body are calculated based on the change in the moving speed of the moving body. At this time, the movement of the host vehicle is obtained based on the detection data by the vehicle speed sensor 13 and the detection data by the yaw rate sensor 15. Further, the lateral position of the moving body with respect to the road boundary line is obtained by comparing the map data with the moving body position based on the data of the traveling position of the host vehicle estimated by the self-position recognition unit 21.

  The moving object position recording unit (moving object position recording unit) 23 records movement information of the moving object acquired by the moving object detection unit 22 while tracking is performed from the time when the moving object is detected. Specifically, the position, speed, acceleration, and lateral position data of the moving body are recorded.

  The risk degree determination unit (risk degree determination means) 24 obtains the variance of the speed or acceleration history of the moving object recorded in the moving object position recording unit 23, and determines the risk degree for the moving object based on this variance. judge. At this time, instead of the dispersion of the speed and the acceleration, the dispersion of the lateral position and the lateral speed with respect to the road boundary line can be used.

  The risk avoidance distance / speed setting unit (risk avoidance distance setting means, risk avoidance speed setting means) 25 is a type of each moving object detected by the moving object detection unit 22, a current position and movement, and a risk level determination. Based on the risk degree determination result for each moving object determined by the unit 24, the risk avoidance distance / speed for each moving object is set.

  The target route / speed generation unit 26 is based on the risk avoidance distance / speed for each moving object set by the risk avoidance distance / speed setting unit 25 and road information ahead of the host vehicle output from the self-position recognition unit 21. Thus, when the host vehicle is closest to the moving body, the target route and the target speed are obtained so as to secure the risk avoidance distance and to achieve the risk avoidance speed.

  The travel control unit (travel control means) 27 obtains control amounts of the engine, brakes, and steering necessary for following the target route and target speed obtained by the target route / speed generation unit 26, and these control amounts. Is output to the engine controller 4, the brake controller 5, and the steering controller 6.

  The engine controller 4 controls the engine output of the host vehicle and generates a braking force requested by the control unit 2. Further, a system using a motor instead of an engine can be used.

  The brake controller 5 controls the brake fluid pressure of the host vehicle and generates a braking force requested by the control unit 2.

  The steering controller 6 controls steering by giving a steering torque required by the control unit 2.

  Next, the processing operation by the vehicle travel support apparatus according to the present embodiment configured as described above will be described with reference to the flowchart shown in FIG.

  First, in step S <b> 201, the self-position recognition unit 21 and the moving body detection unit 22 acquire data detected by various sensors provided in the sensor unit 1.

  In step S <b> 202, the self-position recognition unit 21 extracts information outside the host vehicle from the image data acquired by the stereo camera 11, for example, by performing processing such as white line detection and image feature point extraction. Further, based on this information, the travel position of the host vehicle is specified by collating with feature point information stored in a database (not shown) mounted on the control unit 2. Specifically, information on the travel position of the vehicle on the map data and how far the vehicle is traveling from the road boundary (for example, traveling in the center of the lane or biased to the left of the lane) Information such as whether or not

  In step S203, the moving body detection unit 22 detects a moving body present around the host vehicle, recognizes the position and movement of the detected moving body, and obtains the speed, acceleration, and type of the moving body.

  In step S204, the moving body detection unit 22 records the position, movement, speed, acceleration, and type data of the moving body recognized in the process of step S203 in the moving body position recording unit 23 as movement information.

  In step S <b> 205, the risk degree determination unit 24 determines the risk degree that the moving body has on the host vehicle based on the moving body movement information recorded in the moving body position recording unit 23. Hereinafter, the determination of the risk level will be described with reference to the schematic diagram shown in FIG.

  In FIG. 3A, the host vehicle P1 is traveling substantially in the center of the travel path Q1, and the mobile body P2 (detected by the mobile body detection unit 22) is located on the left side of the white line (boundary line) X1 on the left side of the travel path Q1. It is assumed that, for example, a pedestrian) is detected. Further, X2 in the figure indicates a center line. Then, it is assumed that the moving object P2 exists at the position P2 (t = 0) at the time t = 0, and exists at the position P2 (t = T) at the current time t = T.

At this time, the moving body P2 is detected by the moving body detection unit 22 between time 0 and time T, and the movement history is recorded in the moving body position recording unit 23. The history of the speed in the lateral direction with respect to the traveling direction of the host vehicle from time 0 to time T recorded in the moving body position recording unit 23 is sinusoidal as shown in FIG. As shown in FIG. 3 (b), since the lateral velocity distribution of the moving body P2 is widened to the left and right, it is determined that the risk of the moving body P2 with respect to the host vehicle P1 is high. In the present embodiment, dispersion is used to define the spread of the lateral velocity distribution. When the variance is σ, the square σ 2 can be expressed by the following equation (1).

  And when the dispersion | distribution calculated | required by (1) Formula is large, since the mobile body P2 is considered to be largely displaced to a horizontal direction, it is judged that a risk degree is high. On the other hand, for example, when the moving body P2 moves linearly in the same direction, the variance obtained by the equation (1) is a small numerical value, and it is determined that the risk level is low. As described above, in the process of step S205 shown in FIG. 2, the degree of speed at which the moving body P2 staggers in the lateral direction (for example, staggered pedestrian wobbling speed) due to the magnitude of the lateral speed variance of the moving body P2. ) Can be quantified, and an appropriate risk level can be determined.

  In the above example, the risk degree is set based on the distribution of the lateral velocity of the moving object P2, but the distribution of the lateral position (lateral position with respect to the white line X1) of the moving object or the distribution of the lateral acceleration. Can also be used. That is, the risk degree determination unit 24 is based on the position data of the moving body P2, and any one of the lateral position, the lateral speed, and the lateral acceleration (lateral data) within a predetermined time of the moving body P2. The risk level is determined based on this data. And if a risk degree is determined, a process will transfer to step S206 of FIG.

  In step S206, the risk avoidance distance / speed setting unit 25 uses the distance in the horizontal direction to avoid the risk that the host vehicle P1 abnormally approaches the moving body P2 based on the risk degree obtained in step S205. And set the running speed. At this time, the risk avoidance distance / speed setting unit 25 determines the risk avoidance distance and the risk avoidance speed based on, for example, a map showing characteristics as shown in FIG.

  FIG. 4 is a map showing the relationship between the risk avoidance speed and the risk avoidance distance when the host vehicle P1 is closest to the moving object P2, and a curve corresponding to the risk degree set in the process of step S205 is set. Has been. Specifically, the curve q1 indicates a reference characteristic (characteristic when the risk level is low), and the curve q2 indicates a characteristic when the risk level is high. Further, a plurality of maps are set according to the type of the moving object P2. For example, a map is set such that the moving body P2 is a pedestrian or a bicycle. In FIG. 4, two characteristic curves q1 and q2 are representatively shown, but in reality, a large number of characteristic curves are set. As can be understood from the map shown in FIG. 4, each of the curves q1 and q2 is set to move in the upper right direction as the risk degree increases. That is, the risk avoidance distance / speed setting unit 25 sets the risk avoidance distance to be larger and the risk avoidance speed to be smaller as the risk degree is larger.

  As specific processing, immediately after the sensor unit 1 of the host vehicle P1 detects the moving body P2, the risk avoidance distance / vehicle speed for the moving body P2 is set based on the curve q1, and then the risk degree is set. If it is determined that it is larger, the risk avoidance distance / vehicle speed is set based on the curve q2. As a result, for example, as shown in FIG. 5, when the time t = 0, the risk avoidance distance for the moving body P2 is set to L0, and then the risk avoidance distance for the moving body P2 is set at the time t = T. It is changed to L1 larger than L0. That is, the risk avoidance distance is changed so as to increase as the risk degree increases.

  Thereafter, in step S207 of FIG. 2, the target route / speed generation unit 26 sets the target route and target speed of the host vehicle P1 based on the map set in the process of step S206. Details of this processing will be described later with reference to the flowchart shown in FIG.

  In step S208, the travel control unit 27 generates a control signal for controlling the engine controller 4, the brake controller 5, and the steering controller 6 so that the target route and the target speed set in the process of step S207 are obtained. Output.

  Next, details of the target route / speed generation processing shown in step S207 will be described with reference to the flowchart shown in FIG. 6 and the explanatory diagram shown in FIG. This process is controlled by the target route / speed generation unit 26 shown in FIG.

  First, in step S301, road information in front of the host vehicle and a travelable area are acquired from the self-position recognition unit 21, and a target reaching point is set. In this process, information on the state of the traveling road ahead of the host vehicle P1 shown in FIG. 7, for example, whether it is a straight road or a curved road, is acquired, and the host vehicle P1 can travel on this road. Get information about whether or not. Furthermore, a position sufficiently ahead of the moving body P2 and not affected by the moving body P2 is set as the reaching point Y1.

In step S302, it is determined whether or not there is a moving body in front of the host vehicle P1. If no moving body is detected (NO in step S302), the process proceeds to step S307, and the moving body is detected. In that case (YES in step S302), the process proceeds to step S303. In shown to Example 7, the mobile P2 (in this example, a pedestrian) is present.

  In step S303, based on the map set by the risk avoidance distance / speed setting unit 25, the risk avoidance distance corresponding to the current vehicle speed is calculated. Specifically, the risk avoidance distance is obtained by applying the current host vehicle speed to the map shown in FIG.

  In step S304, it is determined whether or not the risk avoidance distance can be secured within the travelable area obtained in the process of step S301, and further, it is determined whether or not it is possible to follow. For example, as shown in FIG. 7, when the moving body P2 exists in front of the host vehicle P1, and the risk avoidance distance for the moving body P2 is set as L2, an area having a radius L2 from the center of the moving body P2 It is determined that the risk level is high, and it is determined whether or not a route on which the host vehicle P1 can travel can be secured in an area other than this area. Furthermore, even when a route on which the host vehicle P1 can travel is secured, it is determined whether the route can be smoothly traveled. That is, it is determined that the vehicle cannot travel smoothly when it is accompanied by an abrupt steering operation or the like. In the example shown in FIG. 7, it is determined that a route on which the host vehicle P <b> 1 can travel can be secured in the region indicated by the reference sign P <b> 1 a, and it is determined that smooth travel is possible.

  If the travel route is secured (YES in step S304), the process proceeds to step S307. If the travel route is not secured (NO in step S304), the process proceeds to step S305.

  In step S305, the maximum risk avoidance distance is calculated within the travelable area. In this process, the risk avoidance distance is calculated when the host vehicle P1 travels in an area that is just below the center line X2 in the travel path Q1. And the risk avoidance speed | velocity | rate of the own vehicle P1 is calculated | required by applying this risk avoidance distance to the map shown in FIG. Specifically, a risk avoidance speed corresponding to the risk avoidance distance obtained above is obtained.

  That is, in the map shown in FIG. 4, since the risk avoidance speed is set to decrease as the risk avoidance distance becomes shorter, when the host vehicle P1 avoids abnormally approaching the moving body P2, When there is a margin in the lane width in which the host vehicle P1 travels, the risk avoidance distance can be secured by moving the host vehicle P1 in the right direction, but when there is no margin in the lane width (the distance L2 shown in FIG. 7 is When there is no room for the host vehicle P1 to pass close to the center line X2, the risk cannot be avoided by moving the host vehicle P1 in the right direction. In this case, the risk of abnormally approaching the moving body P2 is avoided by reducing the vehicle speed.

  Next, in step S307, a route along which the host vehicle P1 travels is set, and in step S308, a target speed of the host vehicle P1 is set. In this process, if NO is determined in the process of step S302, there is no moving body P2 in front of the host vehicle P1, so a travel route that is substantially straight with respect to the travel lane is set and travel is performed. The speed maintains the current speed. If YES is determined in the step S304, the travel route is set so that the vehicle travels a position that is further than the risk avoidance distance L2. For example, the travel route indicated by the symbol r1 shown in FIG. 7 is set. The traveling speed is set based on the map shown in FIG. When the process of step S306 is completed, a route for traveling within the risk avoidance distance (the region within the radius L2 in FIG. 7) is set, and the traveling speed is set based on the map shown in FIG. In this case, the traveling speed is set to a speed lower than the current speed.

  That is, in the target route / speed setting process shown in FIG. 6, the own vehicle P1 is separated from the moving body P2 by the distance from the risk avoidance distance L2 based on the road condition ahead of the own vehicle P1 and the state of the moving object P2. If it is possible to travel in this position, this route is set, and control is performed so as to reach the arrival point Y1 without significantly reducing the speed. On the other hand, if the host vehicle P1 cannot travel from the moving body P2 beyond the risk avoidance distance L2 (unless it can be physically avoided), the risk of the moving body P2 is avoided by reducing the speed. To do.

  By doing so, for example, when there is a moving body P2 (for example, a staggered pedestrian) that moves to the left and right in front of the host vehicle P1, there is a risk that the moving body P2 enters the lane. Even in this case, this can be avoided reliably.

  Thus, in the vehicle travel support device according to the present embodiment, the movement of the moving body P2 existing in front of the host vehicle P1 is detected, the lateral speed is measured in time series, and the variance is obtained from the measurement result. The risk degree for the moving body P2 is obtained based on the obtained dispersion. Further, a risk avoidance distance (a distance that can avoid abnormally approaching the moving body P2) is set based on the obtained risk degree, and the host vehicle P1 travels a position separated by a distance equal to or greater than the risk avoidance distance. The travel route is set as follows.

  For this reason, for example, when there is a pedestrian who is walking staggered in the horizontal direction, such as a staggered pedestrian, the risk avoidance distance is set large, so that this pedestrian jumps out to the roadside. Even if it is a case, the own vehicle P1 can avoid the abnormal approach to this pedestrian. That is, even when the pedestrian is aware of the presence of the host vehicle, when approaching the roadway side, it is possible to avoid abnormal approach by increasing the risk avoidance distance.

  Further, when the host vehicle P1 cannot travel a position away from the moving body P2 by the risk avoidance distance, the speed of the host vehicle is reduced, so that an abnormal approach to the moving body P2 is avoided even when the lane is narrow. can do. That is, as shown in FIG. 7, when there is a risk avoidance region of the host vehicle P1 on the travel path Q1 (region where the host vehicle P1 can travel when the risk avoidance distance L2 is secured), The risk can be avoided without reducing the speed of the host vehicle P1, but when the risk avoidance area cannot be secured, the approach of the moving body P2 is avoided by reducing the speed of the host vehicle P1. be able to.

  That is, even if there is a pedestrian walking in a staggered manner such as a staggered pedestrian in front of the own vehicle P1, and the pedestrian accidentally jumps out to the roadway side, the own vehicle P1 is more than the risk avoidance distance. Since the vehicle travels away or is decelerated to a vehicle speed that can avoid the risk, it is possible to avoid the occurrence of trouble that the host vehicle P1 abnormally approaches a staggered pedestrian.

  Furthermore, since the risk avoidance distance is set to be larger and the risk avoidance speed is set to be smaller as the risk degree is larger, for example, the higher the possibility that the staggered pedestrian will jump out to the roadway side, the greater the distance from the pedestrian is. Since the speed is reduced, abnormal approach to a pedestrian can be avoided more reliably.

  Also, since the degree of risk is determined by determining the degree of wobbling of the pedestrian based on the lateral position, the lateral speed, or the lateral acceleration of the moving object P2, the possibility of the pedestrian jumping to the roadway side is further increased. It can be estimated with high accuracy, and abnormal approach to a pedestrian can be avoided.

  Furthermore, since the lateral data of the moving body P2, that is, the variance of the lateral position, the lateral velocity, or the lateral acceleration is obtained and the risk degree is determined based on this variance, the pedestrian fluctuates in the lateral direction. It is possible to more accurately grasp the degree of being, and a more accurate avoidance operation is possible. In other words, the risk avoidance distance and risk avoidance speed are appropriately set according to the degree of wobbling obtained with higher accuracy, so even if the staggered pedestrians jump out to the roadside, abnormal approach It is possible to avoid this risk.

  In the above-described embodiment, the speed at which the moving body P2 moves in the lateral direction is detected, and the degree of risk for the moving body P2 is obtained based on this variance. Thus, the risk degree may be obtained using variance of lateral displacement (amplitude of lateral position) or variance of lateral acceleration. When the lateral displacement is used, the risk degree is set larger as the variance of the lateral displacement is larger, and the risk avoidance distance is set larger. Further, when the lateral acceleration variance is used, the degree of risk is set to increase as the lateral acceleration variance increases.

[Description of modification]
Next, a modified example of the vehicle travel support device according to the present embodiment described above will be described. In the above-described embodiment, the risk degree is obtained based on the speed when the moving body P2 moves in the lateral direction or the variance of the displacement, and the risk avoidance distance is obtained based on the risk degree. For example, as shown in FIG. 8, when the moving body P2 moves from the position of P2 (t = 0) to the position of P2 (t = T), it is closest to the own vehicle side (right side in the example of FIG. 8). The risk degree may be obtained based on the position at the time of displacement, and the risk avoidance distance may be obtained based on the risk degree. That is, the risk avoidance distance L3 (a constant value) is set in advance, and the risk avoidance distance L3 when the moving body P2 is displaced to the own vehicle side (in this case, the right side) is set as the displacement X3. In the example of FIG. 8, since it is displaced to the rightmost side (own vehicle side) at time t = t1, the risk avoidance distance at this time is set as L3, and the position corresponding to this L3 is set as the displacement X3. Set as. Then, the displacement X3 is set as the risk avoidance distance of the travel path Q1. That is, the travel path is set so that the host vehicle P1 does not travel on the left side of X3. By doing so, it is possible to avoid the risk that the host vehicle P1 abnormally approaches the moving body P2.

  In the example shown in FIG. 8, the displacement X3 is set on the right side by the risk avoidance distance L3 from the position where the moving body P2 is most displaced to the right side (maximum displacement). It is also possible to use the maximum lateral velocity or the maximum lateral acceleration. Specifically, when the maximum lateral speed is obtained, a risk avoidance distance for the maximum lateral speed is obtained by an arbitrary calculation, and this risk is calculated from the position of the moving body P2 from which the maximum lateral speed is obtained. It is also possible to set the position on the right side by the avoidance distance as the displacement X3, and set this displacement X3 as the risk avoidance distance of the travel path Q1. The same applies to the maximum lateral acceleration.

  Thus, in the vehicle travel support device according to the modification, the displacement X3 is set based on the lateral displacement of the moving body P2 within a predetermined time, and this displacement X3 is set as the risk avoidance distance of the entire travel path. Therefore, the traveling of the host vehicle P1 is controlled so as not to travel on the left side of the displacement X3, and the possibility of abnormally approaching the moving body P2 can be further reduced. Moreover, sudden braking and sudden steering of the vehicle can be suppressed.

  Furthermore, by setting the displacement X3 based on the lateral velocity or lateral acceleration of the moving body P2 within a predetermined time, and setting the displacement X3 as the risk avoidance distance of the entire travel path, the host vehicle P1 The travel is controlled so as not to travel on the left side of the displacement X3. Thereby, the possibility of abnormally approaching the moving body P2 can be reduced.

  As mentioned above, although the vehicle travel assistance apparatus of this invention was demonstrated based on embodiment of illustration, this invention is not limited to this, The structure of each part is replaced with the thing of the arbitrary structures which have the same function. be able to. For example, in the above-described embodiment, the staggered pedestrian is described as an example of the moving body P2, but the present invention can also be applied to other moving bodies such as a bicycle that runs while staggering from side to side.

  INDUSTRIAL APPLICABILITY The present invention can be used to avoid an abnormal approach with a moving body that moves while staggering to the left and right like a staggered pedestrian.

DESCRIPTION OF SYMBOLS 1 Sensor part 2 Control unit 4 Engine controller 5 Brake controller 6 Steering controller 11 Stereo camera 12 Laser radar 13 Vehicle speed sensor 14 Steering angle sensor 15 Yaw rate sensor 21 Self-position recognition part 22 Mobile body detection part 23 Mobile body position recording part 24 Risk degree Determination unit 25 Risk avoidance distance / speed setting unit 26 Target route / speed generation unit 27 Travel control unit 100 Travel support device P1 Host vehicle P2 Moving object

Claims (6)

Moving body detecting means for detecting a moving body existing in front of the host vehicle;
Moving body position recording means for recording the position of the moving body detected by the moving body detection means in time series; and
A risk degree determining means for determining a risk degree that the moving body exerts on the own vehicle based on a lateral behavior of the moving body recorded by the moving body position recording means within a predetermined time;
Risk avoidance distance setting means for obtaining a risk avoidance distance that is a distance to be separated from the moving body based on the risk degree determined by the risk degree determination means;
Travel control means for controlling the travel of the host vehicle so as to be away from the moving body by a distance equal to or greater than the risk avoidance distance determined by the risk avoidance distance setting means;
A road detection means for detecting the condition of the road ahead of the host vehicle;
It is determined whether or not it is possible to secure an area that can be traveled more than the risk avoidance distance on the travel path ahead of the host vehicle detected by the travel path detection means. Risk avoidance speed setting means for setting the travel speed of
A vehicle travel support apparatus comprising: The risk avoidance distance setting means sets the risk avoidance distance larger as the risk degree determined by the risk degree determination means is larger,
The vehicle travel support apparatus according to claim 1, wherein the risk avoidance speed setting unit sets the travel speed of the host vehicle to be lower as the risk degree determined by the risk degree determination unit is larger . The risk degree determination means obtains any one of a lateral position, a lateral speed, and a lateral acceleration within the predetermined time as lateral data based on the position data of the moving body. The vehicle travel support apparatus according to claim 1, wherein the risk degree is determined based on the lateral direction data . The vehicle travel support apparatus according to claim 3, wherein the risk degree determination unit obtains a variance of the lateral data within the predetermined time and determines the risk degree based on the obtained variance . The vehicle according to claim 3 or 4, wherein the risk degree determination means determines a risk degree based on a maximum value of the lateral speed or lateral acceleration detected within the predetermined time. Driving support device. The said risk degree determination means determines a risk degree based on the position which the said mobile body moved to the horizontal direction by the side of the own vehicle most within the said predetermined time, The risk degree is characterized by the above-mentioned. Vehicle travel support device.

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