JP6372259B2 - Driving support system - Google Patents

Description

The present invention
When the oncoming vehicle group in the oncoming lane is in a running stop state or a low speed driving state close to running stop, and there is a possibility that an object such as a pedestrian, bicycle, or motorcycle may jump out from between adjacent oncoming vehicles to the own lane The present invention relates to a driving support system that supports collision avoidance between the host vehicle on the host lane side and the object.

Conventionally, driving support devices for preventing traffic accidents and technologies for improving the safety of automobiles according to the situation of intersections have been proposed.
For example, Patent Literature 1 discloses a driving support device that supports a left or right turn of an automobile. In other words, in the subsequent vehicle of the left / right turn standby vehicle, the occurrence of a traffic accident is suppressed by paying attention to the condition when the subsequent vehicle passes by the right / left turn standby vehicle.
Patent Document 2 discloses an engine automatic control system that improves operability and fuel consumption by controlling engine stop and start at an appropriate time according to the situation of an intersection. In this prior art, as described in the first embodiment of the specification and FIG. 1, it is assumed that the engine automatic control system includes a roadside device that grasps the situation of an intersection.

JP 2009-230701 A JP2012-031818A

The prior art described in Patent Literature 1 is a technology for suppressing a traffic accident in slipping through, and the object is a following vehicle. Moreover, the prior art described in Patent Document 2 is a technique for suppressing a traffic accident in slipping through, and is premised on the presence of road-side moving body detection means (road-side machine 11) arranged at an intersection where a traffic accident is likely to occur.
Therefore, in these technologies, objects such as pedestrians, bicycles, motorcycles, etc., such as pedestrians, bicycles, motorcycles, etc., during traffic jams where there is a possibility that the target object may jump out from between adjacent oncoming vehicles to the own lane. It was not possible to avoid avoiding collisions between the subject and the vehicle.
An object of the present invention is that an oncoming vehicle group in an oncoming lane is in a running stop state or a low-speed running state close to running stop, and an object such as a pedestrian, a bicycle, or a motorcycle jumps out from between adjacent oncoming vehicles to the own lane side. When there is a possibility, it is in providing a driving support system capable of avoiding a collision between the host vehicle and an object.

The present invention
When the oncoming vehicle group in the oncoming lane is in a running stop state or a low-speed running state close to running stop and there is a possibility that the target pedestrian, bicycle, or motorcycle may jump out from the oncoming vehicle to the own lane side. A driving support system that supports collision avoidance between the vehicle on the lane side and the object,
A vehicle surrounding information detection means configured to include a three-dimensional information acquisition device;
Own vehicle driving information detecting means for detecting the speed of the own vehicle;
Oncoming vehicle speed calculation means for calculating the speed of the oncoming vehicle;
Slip-through margin width calculating means for calculating a slip-through margin width on the side on which the object of the opposite lane passes, based on the vehicle surrounding information;
An inter-vehicle distance calculating means for calculating an inter-vehicle distance between the adjacent oncoming vehicles based on the speed of the oncoming vehicle;
Based on the clearance margin width and the inter-vehicle distance, a pop-out type selection means for selecting the type of the object that may pop out from the opposite lane side to the own lane side;
Based on the pop-out type selected by the pop-out type selection means, pop-out risk determination setting means for determining and setting the pop-out risk of the object;
It has alarm information notification control means for performing at least one of alarm information notification and vehicle control based on the pop-out risk level determined and set by the pop-out risk level determination setting means. (Claim 1)

With the above configuration, the host vehicle driving information detection unit detects the host vehicle driving information, and the oncoming vehicle speed calculation unit calculates the speed of the oncoming vehicle based on the host vehicle driving information. Then, based on the speed of the oncoming vehicle, the inter-vehicle distance calculating means calculates the inter-vehicle distance between the adjacent oncoming vehicles.
Further, a slip-through margin width calculation unit calculates a slip-through margin width on the side on which the object in the opposite lane passes, based on the vehicle surrounding information. This makes it possible to estimate the slip-through margin that is difficult to observe directly.
Further, the pop-out type selection means selects the type of the object that may pop out from the opposite lane side to the own lane side based on the clearance margin width and the inter-vehicle distance. Then, the pop-out risk level discrimination setting means discriminates and sets the pop-out risk level in accordance with an object such as a pedestrian, a bicycle, or a motorcycle. The warning information notification control means performs at least one of warning information notification and vehicle control based on the pop-out risk. As a result, it is possible to reliably prevent the occurrence of automobile accidents caused by pedestrians, bicycles, motorcycles and the like jumping out from between oncoming vehicles. (Claim 1)

In the present invention,
The minimum value of the slip-through margin width that the pedestrian can slip through, the minimum value of the slip-through margin width that the bicycle can slip through, and the minimum value of the slip-through margin width that the motorcycle can slip through are different from each other. And set it to a larger value in this order,
The minimum value of the inter-vehicle distance that the pedestrian can jump out, the minimum value of the inter-vehicle distance that the bicycle can jump out, and the minimum value of the inter-vehicle distance that the motorcycle can jump out are different from each other. Set the values in order of increasing value,
The pop-out type selection means can achieve the following effects by selecting the type of the object based on the minimum value of the slip-through margin width and the minimum value of the inter-vehicle distance. (Claim 2)

  For each pedestrian, bicycle, and motorcycle, it is possible to predict more accurately that these jump out from the oncoming lane side to the own vehicle side. (Claim 2)

In the present invention,
The jumping out risk determination setting means can exert the following action when the jumping out risk of the bicycle and the motorcycle is determined and set higher than the popping out risk of the pedestrian. (Claim 3)

  Since motorcycles and bicycles are agile, they can be recognized as objects with a higher risk of jumping out than pedestrians. Also, pedestrians are inferior to motorcycles and bicycles, and when the jumping risk level is determined and set, the popping risk level can be set lower than that of motorcycles and bicycles. Therefore, in this driving support system, it is possible to appropriately suppress the occurrence of a traffic accident according to the type of the object. (Claim 3)

In the present invention,
Vehicle height calculation means for calculating the vehicle height of the oncoming vehicle based on the vehicle surrounding information acquired by the three-dimensional information acquisition device;
A collision margin time calculating means for calculating a collision margin time based on the distance from the host vehicle to the object and the speed of the host vehicle;
When the pop-out type selection means selects that the pop-out type is the pedestrian, the pop-out risk determination setting means includes the vehicle height calculated by the vehicle height calculating means and the collision margin time calculating means. If the pop-out risk is set based on the calculated margin for collision, the following action can be achieved. (Claim 4)

Based on the vehicle surrounding information acquired by the three-dimensional information acquisition device, the vehicle height calculation means calculates the vehicle height of the oncoming vehicle. Further, based on the distance from the host vehicle to the object and the speed of the host vehicle, the collision margin time calculating means calculates the collision margin time. When the pop-out type selection means selects that the pop-out type is the pedestrian, the pop-out risk determination setting means sets the pop-out risk based on the vehicle height and the collision margin time. .
Pedestrians are less agile than motorcycles and bicycles, and when determining the risk of jumping out, the pedestrians are likely to be affected by the surrounding visibility due to the height of the oncoming vehicle. For this reason, when predicting the risk of jumping out of a pedestrian, the vehicle height is considered as important information. In addition, by considering the collision allowance time, it is possible to provide driving assistance for preventing traffic accidents according to the actual driving situation. (Claim 4)

In the present invention,
Road width calculating means for calculating the road width;
Vehicle width calculating means for calculating a vehicle width of the oncoming vehicle based on the vehicle surrounding information;
A lateral position calculating means for detecting a road center side surface of the oncoming vehicle based on the vehicle surrounding information and calculating a lateral position between the road center side surface of the oncoming vehicle and a center line equivalent position;
The slip-through margin width calculating means can achieve the following effects by calculating the slip-through margin width based on the road width, the vehicle width, and the lateral position. (Claim 5)

  Even if there is no detection means provided on the road side such as the “roadside machine” as described above, the slip-through margin width can be calculated based on the vehicle surrounding information acquired by the three-dimensional information acquisition device. Therefore, it has versatility, and the slip-through margin can be calculated at low cost in the system configuration. (Claim 5)

In the present invention,
An oncoming vehicle full length detecting means for detecting the total length of the oncoming vehicle based on the surrounding information of the own vehicle, and a conversion map indicating a correspondence relationship between the predetermined total length of the oncoming vehicle and the vehicle width,
When the vehicle width of the oncoming vehicle is determined based on the conversion map, the following effects can be achieved. (Claim 6)

  Even if the vehicle surrounding information acquired by the three-dimensional information acquisition device cannot detect the vehicle width of the oncoming vehicle in terms of image processing, it is based on information on the total length of the oncoming vehicle that is relatively easy to detect. The vehicle width can be determined. Therefore, the versatility and stability of the driving support system can be improved. (Claim 6)

According to the present invention,
When the oncoming vehicle group in the oncoming lane is in a running stop state or a low speed driving state close to running stop, and there is a possibility that an object such as a pedestrian, bicycle, or motorcycle may jump out from between adjacent oncoming vehicles to the own lane Thus, a driving support system capable of avoiding a collision between the host vehicle and the object can be provided.

Functional block diagram showing an example of driving support system configuration Diagram for explaining slip-through margin and slip-through operation of an oncoming vehicle traveling in an oncoming lane The figure which shows an example of the three-dimensional image obtained by the three-dimensional information acquisition apparatus Flow chart showing an example of processing of the driving support system Functional block diagram showing an example of the pop-up risk level determination setting unit of the driving support system Flow chart showing an example of pop-up risk level determination setting of the driving support system

Hereinafter, an embodiment of a driving support system 1 of the present invention will be described based on the drawings. As shown in FIGS. 1 to 3, the driving assistance system 1 supports avoidance of traffic accidents when the oncoming vehicle 6 group in the oncoming lane 5 is in a travel stop state or a low speed travel state close to a travel stop due to traffic congestion or the like. System.
That is, when there is a possibility that an object T such as a pedestrian T1, a bicycle T2, or a motorcycle T3 on the oncoming lane 5 side may jump out from between the adjacent oncoming vehicles 6 to the own lane 19 due to the above-described traffic jam or the like. The driving support system 1 supports the collision avoidance between the host vehicle 4 on the host lane 19 side and the object T. 2 indicate the traveling direction of the host vehicle 4, the oncoming vehicle 6, and the object T.

[Configuration of driving support system 1]
As shown in FIG. 1, the driving support system 1 includes, as main information acquisition means, a vehicle surrounding information detection unit 28 configured by a three-dimensional information acquisition device 2 such as a stereo camera, and the speed and steering of the vehicle 4. And a host vehicle driving information detection unit 3 that detects host vehicle driving information such as a corner and a yaw rate.

  In addition, the driving support system 1 includes a main control unit 33 that performs processing such as calculation, determination, and setting of various information regarding the pop-out risk based on detection information from the information acquisition unit, and a pop-out risk determination described below. An alarm information notification control unit 12 that performs at least one of alarm information notification and vehicle control based on the pop-out risk determined and set by the setting unit 11 is provided.

  The three-dimensional information acquisition device 2 inputs information such as a stereo camera attached to the host vehicle 4 and acquires three-dimensional information from images and images around the vehicle. As the three-dimensional information acquisition device 2 other than the stereo camera, for example, a sensor device such as a laser radar or a monocular camera can be used. As shown in FIG. 1, the vehicle surrounding information detection unit 28 can include a navigation device 21 and a GPS related device 22.

[Configuration of Main Control Unit 33]
As shown in FIG. 1 to FIG.
An oncoming vehicle speed calculation unit 7 for calculating the speed of the oncoming vehicle 6;
A slip-through margin width calculation unit 8 that calculates a slip-through margin width S on the side on which an object T such as a pedestrian T1, a bicycle T2, and a motorcycle T3 in the opposite lane 5 passes, based on the vehicle surrounding information,
An inter-vehicle distance calculation unit 9 that calculates an inter-vehicle distance K between adjacent on-coming vehicles 6 based on the speed of the oncoming vehicle 6;
A pop-up type selection unit 10 that selects a type of the object T that may jump out from the opposite lane 5 side to the own lane 19 side based on the slip-through margin width S and the inter-vehicle distance K;
Based on the pop-out type selected by the pop-out type selection unit 10, a pop-out risk degree discrimination setting unit 11 that discriminates and sets the pop-out risk level of the object T is provided.

Furthermore, the main control unit 33
A road width calculation unit 15 for calculating the road width D;
A vehicle width calculation unit 16 that calculates the vehicle width W of the oncoming vehicle 6 based on the vehicle surrounding information;
A lateral position calculation unit 18 for detecting a road center side surface 6a of the oncoming vehicle 6 based on the vehicle surrounding information and calculating a lateral position Y between the road center side surface 6a of the oncoming vehicle 6 and the centerline equivalent position 17; ,
And a vehicle height calculation unit 13 for calculating the vehicle height of the oncoming vehicle 6.

As shown in FIGS. 2 and 3, it is assumed that the host vehicle 4 normally travels in the lane (own lane 19) in which the host vehicle 4 travels. In this case, in order to grasp the risk of pedestrians, bicycles, etc. jumping out between the adjacent oncoming vehicles 6, the opposite running on the opposite lane 5 located on the opposite side of the own lane 19 across the centerline equivalent position 17 It is necessary to determine whether the vehicle 6 is congested.
In particular,
(A) grasping the degree to which the oncoming vehicle 6 in the oncoming lane 5 is congested;
(B) A viewpoint as to whether or not pedestrians T1, bicycles T2, motorcycles T3, etc. can pass the sidewalk 32 on the opposite lane 5 side,
Becomes important.
For example, with regard to (B), the road width D of the oncoming lane 5 shown in FIG. 2, the vehicle width W of the oncoming vehicle 6, the lateral position Y (the center line equivalent position 17 and the road center side surface 6 a of the oncoming vehicle 6 Depending on the distance, the pedestrian T1, the bicycle T2, the motorcycle T3, etc. may pass through the sidewalk 32 and cannot move in the traveling direction. In that case, the target T such as the pedestrian T1, the bicycle T2, and the motorcycle T3 protrudes from the opposite lane 5 toward the own lane 19 and passes.

In this case, in this embodiment,
(C) Considering the detection of the three-dimensional information acquisition device 2 such as a stereo camera, the object T protrudes toward the own lane 19 due to the difference in the type of vehicle (vehicle type, vehicle width, vehicle height), or the like. Set to change the degree of possibility of jumping out,
(D) Set so as to change the degree of possibility of protruding to the own lane 19 or jumping out according to the agility of the object T such as the pedestrian T1, the bicycle T2, the motorcycle T3,
Each process, such as discrimination, selection, and setting, is configured with an emphasis on this viewpoint.

  FIG. 4 shows an example of an operation flowchart of the driving support system 1. From the start to the end of this flowchart, one continuous repeating operation is shown. The driving support system 1 continuously performs a repetitive operation as shown in FIG. 4 by using an information fetching period and a timer period of various sensors that do not hinder the operation.

[Operation Flow of Driving Support System 1 (see FIG. 4)]
(Step S101)
In step S101 of FIG. 4, the vehicle surrounding information including the three-dimensional information obtained from the three-dimensional information acquisition apparatus 2 (see FIG. 1, the same applies hereinafter) is acquired.

(Step S102)
In step S102, various information such as map information and GPS related information is acquired from the navigation device 21 and the GPS related device 22 as necessary.

(Step S103)
In step S <b> 103, host vehicle driving information such as the speed, steering angle, and yaw rate of the host vehicle 4 is detected from the host vehicle driving information detection unit 3.

(Step S104)
In step S <b> 104, the oncoming vehicle speed detection unit 7 detects the speed of the oncoming vehicle 6.

  In step S <b> 103, the host vehicle driving information detection unit 3 acquires information on driving behavior of the host vehicle 4 such as speed, accelerator opening, steering angle, and yaw rate from various sensors attached to the host vehicle 4. These pieces of information are used when calculating the speed and direction of the oncoming vehicle 6, the pedestrian T1, the bicycle T2, the motorcycle T3, and the like. Real movements of the oncoming vehicle 6 and the moving object T are grasped by considering the relative speed.

  For example, own vehicle surrounding information such as the moving speed and moving direction of the oncoming vehicle 6 and the pedestrian T1 obtained from the stereo camera described in step S101 is a relative value including the moving amount of the own vehicle 4. Therefore, by canceling the movement amount of the host vehicle 4 using the host vehicle driving information, a correct value can be obtained by obtaining the absolute values of the moving speed and the moving direction of the oncoming vehicle 6 and the pedestrian T1.

  In step S <b> 104, the oncoming vehicle speed calculation unit 7 calculates the speed of the oncoming vehicle 6. In calculating the speed of the oncoming vehicle 6, each speed of the oncoming vehicle 6 (V1 to Vm: 1 to m from the oncoming vehicle 6 in the predetermined distance section that has passed in the past from the current position of the host vehicle 4 is calculated. Is calculated and stored. At this time, instead of the oncoming vehicle 6 in the predetermined distance section, a predetermined number of oncoming vehicles 6 may be used.

(Step S105)
In step S105, it is determined whether or not the speeds of a predetermined number of oncoming vehicles 6 are all equal to or lower than a predetermined speed (Vth). When all the speeds (V1 to Vm) of the oncoming vehicle 6 are equal to or lower than the predetermined speed (Vth) (YES in step S105), it is assumed that the target T may jump out from between the oncoming vehicles 6, Proceed to processing. In other cases, the process ends with no possibility of jumping out. For example, the predetermined speed (Vth) can be set to 0 km / h, which is stopped, or a low speed at which a pedestrian T1, a bicycle T2, a motorcycle T3 or the like may actually jump out. .

(Step S106)
In step S106, an inter-vehicle distance K (see FIG. 2) before and after the oncoming vehicle 6 is calculated by the inter-vehicle distance calculation unit 9. This calculation is performed, for example, by calculating an inter-vehicle distance K before and after the vehicle stopped in the oncoming lane 5 from three-dimensional information obtained by a stereo camera. Information obtained from the navigation device 21 or the like may be used supplementarily.

(Step S107)
In step S107, based on the own vehicle surrounding information obtained mainly from the own vehicle surrounding information detecting unit 28, the road width calculating unit 15, the vehicle width calculating unit 16, and the lateral position calculating unit 18 perform the road width shown in FIG. D, vehicle width W, and lateral position Y are calculated.

  As shown in FIG. 3, the road width D on the own lane 19 side is calculated from three-dimensional information obtained from a stereo camera or the like. The left and right lane widths Z (the distance between the left roadway outer line 30 and the center line equivalent position 17) and the width X of the sidewalk 32 (the distance between the left roadway outer line 30 and the structure 31) are detected to determine the own lane 19 The road width D on the side and the road width D of the oncoming lane.

  That is, road width D = lane width Z + sidewalk width X. The reason why the width X of the sidewalk 32 is taken into consideration is that the oncoming vehicle 6 may approach the sidewalk 32, and the slip-through margin width S needs to consider the extent of the approach. The road width D may be calculated from the map information of the current location obtained from the navigation device 21 and the GPS related device 22.

  2 and 3, the lateral position Y is the distance from the center line equivalent position 17 to the road center side surface 6 a of the oncoming vehicle 6, and the inter-vehicle distance K is the road direction between the adjacent oncoming vehicles 6 ( The distance in the longitudinal direction of the road), the vehicle width W is the lateral width of the oncoming vehicle 6, and the slip-through margin width S is the outer edge 32a of the sidewalk 32 of the oncoming lane 5 (which may be the structure 31) and the oncoming vehicle. 6 is the distance to the sidewalk side surface 6b. The slip-through margin width S is also a calculation index for determining how easily a pedestrian T1, a bicycle T2, a motorcycle T3, etc. can slip through the oncoming vehicle 6.

  Next, not only the case where the vehicle width W of the oncoming vehicle 6 is obtained from the three-dimensional information but also various methods for obtaining the vehicle width W by other methods will be described. For example, Table 1 shows an example of a conversion map of the total length of the oncoming vehicle in the road direction and the vehicle width W.

  From the three-dimensional information obtained from the stereo camera, the total length of the vehicle stopped in the oncoming lane 5 is obtained by the oncoming vehicle full length detecting unit 26 (see FIG. 1), and the vehicle width W is determined. In addition, a conversion map of the total length and the vehicle width W is created in advance according to the classification of the vehicle (normal, small, light, large, medium, and small trucks). The vehicle width W may be obtained from a preset ratio (for example, 0.625) of the wheel base width and the vehicle width W instead of the total length of the vehicle. When the front of the vehicle on the opposite lane 5 is partially visible and the license plate can be recognized, for example, if the color of the license plate is yellow, the vehicle width W is set to a light standard (1.48 m) as a light vehicle. It may be set. When the prospect of the oncoming vehicle 6 that is about to calculate the vehicle width W is good and the upper part of the vehicle is visible, the vehicle width W may be directly calculated. The vehicle width W of the oncoming vehicle 6 is obtained by finally obtaining the vehicle width relation information by any one of these methods.

(Step S108)
In step S108, the slip-through margin width calculation unit 8 calculates a slip-through margin width S. The slip-through margin width S is calculated from the following equation.
Clearance margin width S = road width D−vehicle width W−lateral position Y
That is, a value obtained by subtracting (vehicle width W + lateral position Y) from the road width D is the slip-through margin width S.

(Step S109)
In step S109, the pop-out type selection unit 10 selects an object T such as a pedestrian T1, a bicycle T2, or a motorcycle (motorcycle) T3. The pop-up type is selected based on the distance K between the front and rear of the oncoming vehicle 6 and the calculated slip-through margin width S. The selection uses a pop-up type selection table as shown in Table 2 as an example.

  As shown by the horizontal axis in Table 2, the slip-through margin width S is divided by the distance range, and an interval at which the slip-through is possible is set according to the target type. In the case of the pedestrian T1, the slip-through margin width S is 30 cm or less, the slip-through cannot be performed. In the case of the bicycle T2, the slip-through margin width S is 50 cm or less, the slip-through cannot be performed. If it is 100 cm or less, it is set that it cannot slip through.

  Furthermore, as shown by the vertical axis in Table 2, the inter-vehicle distance K is divided by the distance range, and an interval that may pop out is set according to the target type. For example, in the case of a pedestrian T1, the distance K between vehicles is 30 cm or more, in the case of a bicycle T2, the distance K between vehicles is 50 cm or more, and in the case of a motorcycle T3, there is a possibility of jumping out if the distance K between vehicles is 100 cm or more. To do.

For example,
(A) When the slip-through margin width S is 30 cm or less and the inter-vehicle distance K is 30 cm or more and less than 50 cm, the pop-out type selection unit 10 selects the pedestrian T1 as the object T.
(B) When the slip-through margin width S exceeds 30 cm and is 50 cm or less, and the inter-vehicle distance K is 50 cm or more and less than 100 cm, the pop-out type selection unit 10 selects the bicycle T2 as the object T.
(C) When the slip-through margin width S exceeds 50 cm and is 100 cm or less and the inter-vehicle distance K is 100 cm or more, the pop-out type selection unit 10 selects the motorcycle T3 as the object T.
(D) Other cases are as shown in Table 2.

That is, the minimum value of the slip-through margin width S that the pedestrian T1 can slip through, the minimum value of the slip-through margin width S that the bicycle T2 can slip through, and the minimum value of the slip-through margin width S that the motorcycle T3 can slip through are mutually set. Set different values in this order,
The minimum value of the inter-vehicle distance K that the pedestrian T1 can jump out, the minimum value of the inter-vehicle distance K that the bicycle T2 can jump out, and the minimum value of the inter-vehicle distance K that the motorcycle T3 can jump out are different from each other. Set in order of increasing values.
Then, the pop-out type selection unit 10 selects the type of the object T based on each minimum value of the slip-through margin width S and each minimum value of the inter-vehicle distance K.

(Step S110)
In step S110, the pop-out risk level determination setting unit 11 determines and sets whether or not there is a possibility of pop-out. In the selection of the pop-up type provided in the pop-up type selection unit 10, if no type is selected ("-" in Table 2), the process ends with no possibility of pop-out (NO in step S110). In the selection of the pop-up type, if any of the types is selected (YES in step S110), the following processing is performed in the case of pedestrian T1, bicycle T2, and motorcycle T3 instead of "-" in Table 2. Proceed to

(Step S111)
In step S <b> 111, the vehicle height calculation unit 13 calculates the vehicle heights of the vehicles before and after the oncoming vehicle 6. For example, the vehicle height of the oncoming vehicle 6 stopped in the oncoming lane 5 is calculated from three-dimensional information obtained by a stereo camera or the like.

(Step S112)
In step S112, the pop-out risk level determination setting unit 11 determines and sets the pop-out risk level.
FIG. 6 shows an example of a pop-up risk degree determination setting flowchart performed by the pop-out risk degree determination setting unit 11. As shown in FIG. 5, the pop-out risk determination setting unit 11 pops out the target T that may jump out into the own lane 19 (see FIG. 2) (pedestrian T1, bicycle T2, motorcycle T3, etc.). Of the target vehicle T), the height of the oncoming vehicle 6, the distance between the host vehicle 4 and the target vehicle T, and the speed of the host vehicle 4 are determined and set.

  The pedestrian determination unit 23 acquires the pop-up type in step S201 shown in FIG. 6, and determines in step S202 whether or not the type is pedestrian T1 based on the pop-up type. If it is determined that the person is not a pedestrian T1 (such as a bicycle T2 or a motorcycle T3) (NO in step S202), the pop-out risk value is set high in step S203.

  If the vehicle is a pedestrian T1 (YES in step S202), the vehicle height discriminating unit 24 acquires the vehicle height in step S204, and whether or not the vehicle height is equal to or less than a threshold based on the vehicle height in step S205. Determine.

  If it is determined that the vehicle height is not less than the threshold value (NO in step S205), it is determined that the possibility of suddenly jumping out toward the own lane 19 in step S206 is medium, and the value of the pop-out risk is set to the middle. Set to.

  If it is determined that the vehicle height is equal to or less than the threshold (YES in step S205), the collision margin time calculation unit 14 determines in step S207 that the collision margin is based on the distance between the host vehicle 4 and the target position and the speed of the host vehicle 4. Time (TTC) is calculated. The collision allowance time (TTC) is an index representing how many seconds the collision will occur when the current relative speed is maintained.

  Next, in Step S208, the collision margin time (TTC) determination unit 25 determines whether or not TTC is equal to or less than a threshold value (YES in Step S208), and the pedestrian T1 feels dangerous and jumps out. In order to determine not to do so, in step S209, the pop-out risk is set to low. On the other hand, if the TTC is equal to or greater than the threshold value, in order to determine that the pedestrian T1 feels enough to jump out, the jumping risk is set to medium in step S206.

  A characteristic point in the processing flow shown in FIG. 6 is that when the type is the pedestrian T1, the vehicle height is determined and the TTC is calculated. If the vehicle height is higher than the threshold, the risk is set to medium because there is a possibility that the pedestrian T1 has a poor view and may go to the own lane 19 side or check the safety while leaving. For example, when the height of the pedestrian T1 is set to a standard value (for example, 180 cm), the vehicle height threshold is set to, for example, the height to the neck (for example, 150 cm).

  When the vehicle height is less than or equal to the threshold, the sight of the pedestrian T1 is improved, and the safety on the lane 19 side can be confirmed in advance. Thereafter, the pedestrian T1 determines whether or not he / she can jump out according to the distance and speed from the own vehicle 4. As shown in Table 2, the selection of the type of the object T in step S109 in FIG. 4 becomes a selection of a plurality of types. In step S201 in FIG. 6, the pop-out risk determination setting unit 11 selects a plurality of pop-up types. May get. In this case, the type with the highest pop-out risk is adopted and the pop-out risk is set.

(Step S113)
In step S113 shown in FIG. 4, the warning information notification control unit 12 performs warning notification to the driver, vehicle control, and the like based on the pop-out risk levels determined and set for a plurality of types. The warning information notification includes voice notification and danger display on a display device provided in the vehicle. The display device may include a display of danger on the windshield.

  As the vehicle control, it is conceivable to limit the driving control information of the own vehicle 4 based on the pop-out risk level determined and set. When the risk level is determined to be high by the pop-out risk level determination setting unit 11, an alarm or display is performed from the front, and in some cases, the speed and acceleration can be suppressed. You may make it change the control amount of the speed and acceleration of the own vehicle 4 according to the high, middle and low of the risk level.

  As notification of the alarm information, when the risk level is determined to be medium by the pop-out risk level determination setting unit 11, a warning or display may be performed when the collision allowance time (TTC) becomes below a certain level. When the risk level is determined to be low by the pop-out risk level determination setting unit 11, a weak alarm or display may be performed, or in some cases, no alarm or display may be performed. Furthermore, a display method may be selected, such as changing the display color, changing the indicator level, or changing the type of display icon according to the degree of danger. You may make it change the tone color of a warning, a space | interval, a sound volume, etc. according to the high, middle, and low risk.

Hereinafter, the point which this embodiment is specifically superior with respect to a prior art is demonstrated.
(1) The occurrence of traffic accidents can be suppressed and the system of the present invention can be implemented at low cost even without detection means such as a “roadside machine” provided on the road side where traffic accidents such as intersections are likely to occur. it can.

(2) Since a process called pop-out type selection is provided in accordance with the possibility of jumping out of the target T such as a pedestrian T1, a bicycle T2, a motorcycle T3, etc. It is possible to suppress the occurrence of traffic accidents that are most favorable for the surrounding conditions.

(3) The occurrence of a traffic accident with the host vehicle 4 against the problem of the object T such as a pedestrian T1, a bicycle T2 and a motorcycle T3 jumping out between oncoming vehicles 6 traveling on the opposite lane 5 on a general road. Can be suppressed. The configuration of this embodiment has many situations where the system can be applied, and is highly versatile.

(4) Since the slip-through margin width S is calculated from the road width D, the lateral position Y, and the vehicle width W based on the vehicle surrounding information acquired by the relatively inexpensive three-dimensional information acquisition device 2, a slip-through margin width that cannot be directly observed is calculated. S can be estimated, and the practical effect is great.

(5) Since the pop-out risk level determination setting unit 11 can set the risk level according to the type of the target T, the alarm information notification control unit 12 can warn and display the driver at an appropriate timing. It becomes like this. Furthermore, it is possible to reduce the possibility of excessive driving restriction in order to prevent the occurrence of traffic accidents, and to suppress traffic accidents caused by jumping out while maintaining a good driving state.

[Another embodiment]
(1) Based on not only the conversion maps and pop-up type selection tables shown in Tables 1 and 2, but also approximate expressions and corresponding data reference means having substantially equivalent functions, the vehicle width W and the slip-through margin width S In addition, a configuration for calculating the value of the pop-out risk can be employed.
(2) The three-dimensional information is used in a concept including a continuously detected video, an image detected at a time interval, and three-dimensional information acquired in data.

DESCRIPTION OF SYMBOLS 1 Driving assistance system 2 Three-dimensional information acquisition apparatus 3 Own vehicle driving information detection part (own vehicle driving information detection means)
4 Self-vehicle 5 Oncoming lane 6 Oncoming vehicle 6a Side surface on the center side of the oncoming vehicle 7 Oncoming vehicle speed calculation unit (oncoming vehicle speed calculation means)
8 Slip-through margin calculation part (Slip-through margin calculation means)
9 Inter-vehicle distance calculation unit (inter-vehicle distance calculation means)
10 Popping type selection section (popping type selection means)
11 Pop-out risk level determination setting unit (Jump-out risk level determination setting means)
12 Alarm Information Notification Control Unit (Alarm Information Notification Control Unit)
13 Vehicle height calculation unit (vehicle height calculation means)
14 Collision margin time calculation unit (collision margin time calculation means)
15 Road width calculation part (road width calculation means)
16 Vehicle width calculation unit (vehicle width calculation means)
17 Center line equivalent position 18 Horizontal position calculation unit (horizontal position calculation means)
26 Oncoming vehicle full length detection unit (opposing vehicle full length detection means)
28 Own vehicle surrounding information detection unit (own vehicle surrounding information detecting means)
D Road width K Inter-vehicle distance S Pass-through margin T Object T1 Pedestrian T2 Bicycle T3 Motorcycle W Vehicle width Y Horizontal position

Claims (6)

When the oncoming vehicle group in the oncoming lane is in a running stop state or a low-speed running state close to running stop and there is a possibility that the target pedestrian, bicycle, or motorcycle may jump out from the oncoming vehicle to the own lane side. A driving support system that supports collision avoidance between the vehicle on the lane side and the object,
A vehicle surrounding information detection means configured to include a three-dimensional information acquisition device;
Own vehicle driving information detecting means for detecting the speed of the own vehicle;
Oncoming vehicle speed calculation means for calculating the speed of the oncoming vehicle;
Slip-through margin width calculating means for calculating a slip-through margin width on the side on which the object of the opposite lane passes, based on the vehicle surrounding information;
An inter-vehicle distance calculating means for calculating an inter-vehicle distance between the adjacent oncoming vehicles based on the speed of the oncoming vehicle;
Based on the clearance margin width and the inter-vehicle distance, a pop-out type selection means for selecting the type of the object that may pop out from the opposite lane side to the own lane side;
Based on the pop-out type selected by the pop-out type selection means, pop-out risk determination setting means for determining and setting the pop-out risk of the object;
A driving support system comprising: alarm information notification control means for performing at least one of alarm information notification and vehicle control based on the pop-out risk level determined and set by the pop-out risk level determination setting means. The minimum value of the slip-through margin width that the pedestrian can slip through, the minimum value of the slip-through margin width that the bicycle can slip through, and the minimum value of the slip-through margin width that the motorcycle can slip through are different from each other. And set it to a larger value in this order,
The minimum value of the inter-vehicle distance that the pedestrian can jump out, the minimum value of the inter-vehicle distance that the bicycle can jump out, and the minimum value of the inter-vehicle distance that the motorcycle can jump out are different from each other. Set the values in order of increasing value,
The driving support system according to claim 1, wherein the pop-out type selection unit selects the type of the object based on each minimum value of the slip-through margin width and each minimum value of the inter-vehicle distance.   The driving support system according to claim 1 or 2, wherein the pop-out risk level determination setting means determines and sets the pop-out risk level of the bicycle or the motorcycle higher than the pop-out risk level of the pedestrian. Vehicle height calculation means for calculating the vehicle height of the oncoming vehicle based on the vehicle surrounding information acquired by the three-dimensional information acquisition device;
A collision margin time calculating means for calculating a collision margin time based on the distance from the host vehicle to the object and the speed of the host vehicle;
When the pop-out type selection means selects that the pop-out type is the pedestrian, the pop-out risk determination setting means includes the vehicle height calculated by the vehicle height calculating means and the collision margin time calculating means. The driving support system according to any one of claims 1 to 3, wherein the pop-out risk is set based on the calculated collision allowance time. Road width calculating means for calculating the road width;
Vehicle width calculating means for calculating a vehicle width of the oncoming vehicle based on the vehicle surrounding information;
A lateral position calculating means for detecting a road center side surface of the oncoming vehicle based on the vehicle surrounding information and calculating a lateral position between the road center side surface of the oncoming vehicle and a center line equivalent position;
The driving assistance system according to any one of claims 1 to 4, wherein the slip-through margin calculating means calculates the slip-through margin based on the road width, the vehicle width, and the lateral position. An oncoming vehicle full length detecting means for detecting the total length of the oncoming vehicle based on the surrounding information of the own vehicle, and a conversion map indicating a correspondence relationship between the predetermined total length of the oncoming vehicle and the vehicle width,
The driving support system according to claim 5, wherein a vehicle width of the oncoming vehicle is determined based on the conversion map.

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