WO2019181326A1 - Vehicle traveling control device, vehicle traveling control system, and vehicle traveling control method - Google Patents

Abstract

Provided is a driving assistance control device (100) for a vehicle. The driving assistance control device (100) is provided with: an acquisition unit (103) which acquires information on a target around an own vehicle from detection units (211, 221) which detect the target around the own vehicle; and control units (101, Pr1) which determine, by using the acquired information on the target, a first objective position to which the own vehicle should travel in order to avoid an object that is ahead on the road traveled by the own vehicle and a second objective position to which the own vehicle should travel after avoiding the object, and controls driving assistance units (31, 32, 33) so as to travel to the determined first and second objective positions.

Description

Vehicle travel control device, vehicle travel control system, and vehicle travel control method Cross-reference of related applications

This application claims priority based on Japanese Patent Application No. 2018-054247 filed on Mar. 22, 2018, the entire disclosure of which is incorporated herein by reference.

This disclosure relates to a technique for controlling the traveling of a vehicle when there is a possibility of a collision with an object.

A semi-autonomous vehicle capable of autonomous driving in a situation where no information about roads is available has been proposed (for example, Japanese Patent Application Laid-Open No. 2012-159954).

However, the above technology recognizes a travelable area and a travel impossible area using distance measurement data acquired by the external field measurement unit, extracts a travel path, and moves a semi-autonomous traveling vehicle on the way. Therefore, for example, when an avoidance target exists on the travel path, the travel path after the avoidance also becomes a phenomenon, and there is a possibility that the travel of other vehicles may be hindered and pedestrians may not be sufficiently protected. There is a problem.

Therefore, it is required to optimize the behavior of the host vehicle after avoiding a collision or contact with an object.

The present disclosure can be realized as the following modes.

1st aspect provides the driving assistance control apparatus of a vehicle. The driving support control device for a vehicle according to the first aspect includes an acquisition unit that acquires information on a target around the host vehicle from a detection unit that detects the target around the host vehicle, and the acquired target Using the information, a first target position where the host vehicle should travel in order to avoid an object existing on the forward runway of the host vehicle, and a second target position where the host vehicle should travel after avoiding the target object A control unit that determines a target position and controls the driving support unit to advance to the determined first target position and the second target position.

According to the vehicle driving support control apparatus according to the first aspect, it is possible to optimize the behavior of the host vehicle after avoiding a collision or contact with an object.

The second aspect provides a vehicle driving support control method. The vehicle driving support control method according to the second aspect acquires information on a target around the host vehicle, and uses the acquired target information to detect an object existing on the front road of the host vehicle. The first target position that the host vehicle should travel to avoid and the second target position that the host vehicle should travel after avoiding the object are determined, and the first vehicle position determined by the host vehicle is determined. Controlling the driving support unit to proceed to the target position and the second target position.

According to the vehicle travel control method according to the second aspect, it is possible to optimize the behavior of the host vehicle after avoiding a collision or contact with an object. In addition, this indication is realizable also as a computer-readable recording medium which records the driving assistance control program of a vehicle, or the said program.

FIG. 1 is an explanatory diagram showing an example of a vehicle equipped with the driving support control device according to the first embodiment. FIG. 2 is a block diagram showing a functional configuration of the driving support control apparatus according to the first embodiment. FIG. 3 is a flowchart showing a processing flow of a driving support control process executed by the driving support control apparatus according to the first embodiment; FIG. 4 is an explanatory diagram showing the relationship between the first target position and the second target position, the host vehicle and the road determined by the driving support control apparatus according to the first embodiment; FIG. 5 is an explanatory diagram showing a relationship between another first target position and second target position determined by the driving support control apparatus according to the first embodiment, the host vehicle, and a road; FIG. 6 is an explanatory diagram showing the relationship between the first target position and the second target position, the host vehicle, and the road in the second embodiment; FIG. 7 is an explanatory diagram showing the relationship between the first target position and the second target position, the host vehicle, and the road in the third embodiment; FIG. 8 is an explanatory diagram showing the relationship between the first target position and the second target position, the host vehicle, and the road in the fourth embodiment. FIG. 9 is an explanatory diagram showing the relationship between the first target position and the second target position, the host vehicle, and the road in the fifth embodiment. FIG. 10 is an explanatory diagram showing the relationship between the first target position and the second target position, the host vehicle, and the road in the sixth embodiment; FIG. 11 is an explanatory diagram showing the relationship between the first target position and the second target position, the host vehicle, and the road in the seventh embodiment; FIG. 12 is an explanatory view showing the relationship between the other first target position and the second target position and the own vehicle and the road in the seventh embodiment; 13 is an explanatory diagram showing the relationship between the first target position and the second target position, the host vehicle and the road in another embodiment.

A vehicle driving support control device, a vehicle driving support system, and a vehicle driving support control method according to the present disclosure will be described below based on some embodiments.

First embodiment:
As shown in FIG. 1, the vehicle driving support control apparatus 100 according to the first embodiment is mounted on a vehicle 500 and used. The driving support control device 100 only needs to include at least a control unit and an acquisition unit. The driving support system 10 includes, in addition to the driving support control device 100, a radar ECU 21, a camera ECU 22, a rotation angle sensor 23, a wheel speed sensor 24, A yaw rate sensor 25, a drive assist device 31, a braking assist device 32, and a steering assist device 33 are provided. The vehicle 500 includes an internal combustion engine ICE, wheels 501, a braking device 502, a braking line 503, a steering wheel 504, an output control device 505, a windshield 510, a front bumper 520, and a rear bumper 521. The radar ECU 21 is connected to a millimeter wave radar 211 that emits a radio wave and detects a reflected wave from the target, and generates a detection signal representing the target by a reflection point using the reflected wave acquired by the millimeter wave radar 211. And output. The camera ECU 22 is connected to the monocular camera 221, and generates and outputs a detection signal indicating the target by the image using the image acquired by the camera 221 and the shape pattern of the target prepared in advance. . Each ECU is a microprocessor including a calculation unit, a storage unit, and an input / output unit. The radar ECU 21 and the millimeter wave radar 211, and the camera ECU 22 and the camera 221 correspond to a detection unit. As a detector for detecting the reflected wave, in addition to the millimeter wave radar 211, a lidar (LIDAR: laser radar) or an ultrasonic detector that emits a sound wave and detects the reflected wave may be used. As an image pickup device that picks up an image of an object, a stereo camera or a multi-camera constituted by two or more cameras may be used in addition to the camera 221, and the camera 221 is provided at the rear or side of the vehicle 500. May be.

The vehicle 500 includes a braking device 502 for realizing braking of the vehicle 500, a steering wheel 504 for realizing steering of the vehicle 500, and an output control device 505 for controlling the output of the internal combustion engine ICE. Yes. The output control device 505 includes a slot valve for adjusting the intake air amount to the internal combustion engine ICE and a fuel injection device for adjusting the supplied fuel amount in accordance with the driver's accelerator pedal operation. An electric motor may be used instead of the internal combustion engine ICE. In this case, an output control device including an inverter and a converter may be used. The braking device 502 is provided on each wheel 501. Each braking device 502 is, for example, a disc brake or a drum brake, and brakes each wheel 501 with a braking force according to a brake hydraulic pressure supplied via a braking line 503 according to a driver's braking pedal operation. The vehicle 500 is braked. The brake line 503 includes a brake piston and a brake fluid line that generate a brake fluid pressure according to a brake pedal operation. The brake line 503 may be a control signal line instead of the brake fluid line, and a configuration in which an actuator provided in each brake device 502 is operated may be employed. The steering wheel 504 is connected to a front wheel 501 via a steering device 42 including a steering rod, a steering mechanism, and a steered shaft 44.

As shown in FIG. 2, the driving support control device 100 includes a central processing unit (CPU) 101 and a memory 102 as a control unit, an input / output interface 103 as an acquisition unit, and a bus 104. The CPU 101, the memory 102, and the input / output interface 103 are connected via a bus 104 so that bidirectional communication is possible. The memory 102 includes a memory that stores the driving support program Pr1 for executing driving support of the host vehicle in a nonvolatile and read-only manner, such as a ROM, and a memory that can be read and written by the CPU 101, such as a RAM. The CPU 101 realizes a function as a control unit by expanding and executing the driving support program Pr1 stored in the memory 102 in a readable / writable memory. The CPU 101 may be a single CPU, a plurality of CPUs that execute each program, or a multi-core type CPU that can simultaneously execute a plurality of programs.

In the input / output interface 103, a radar ECU 21, a camera ECU 22, a rotation angle sensor 23, a wheel speed sensor 24, a yaw rate sensor 25, a drive assist device 31, a brake assist device 32, and a steering assist device 33 are respectively connected via control signal lines. It is connected. Detection signals are input from the radar ECU 21, camera ECU 22, rotation angle sensor 23, wheel speed sensor 24, and yaw rate sensor 25, and a control signal instructing according to the required torque is output to the drive assist device 31. A control signal for instructing the braking level is output to the device 32, and a control signal for instructing the steering angle is output to the steering assist device 33. Therefore, the input / output interface 103 functions as an acquisition unit for acquiring target information around the host vehicle detected by various sensors. The drive assistance device 31, the braking assistance device 32, and the steering assistance device 33 function as a driving assistance unit.

The millimeter wave radar 211 is a sensor that detects the distance, relative speed, and angle of the target with respect to the vehicle 500 by emitting a millimeter wave and receiving a reflected wave reflected by the target. In the present embodiment, the millimeter wave radar 211 is disposed on the front bumper 520 and the rear bumper 521. An unprocessed detection signal output from the millimeter wave radar 211 is processed by the radar ECU 21 and input to the driving support control apparatus 100 as a detection signal including a point or a point sequence indicating one or more representative positions of the target. . Alternatively, a signal indicating an unprocessed received wave may be input from the millimeter wave radar 211 to the driving support control device 100 as a detection signal without providing the radar ECU 21. When an unprocessed received wave is used as a detection signal, signal processing for specifying the position and distance of the target is executed in the driving support control device 100.

The camera 221 is an image pickup apparatus having one image pickup device such as a CCD, and is a sensor that outputs external shape information of an object as image data as a detection result by receiving visible light. The image data output from the camera 221 is subjected to a feature point extraction process in the camera ECU 22, and a pattern indicated by the extracted feature points and an object to be discriminated prepared in advance, that is, the outer shape of the vehicle. The comparison pattern shown is compared, and if the extracted pattern and the comparison pattern match or are similar, a frame image including the identified object is generated. On the other hand, if the extracted pattern and the comparison pattern do not match or are similar, that is, if they are dissimilar, no frame image is generated. In the camera ECU 22, when a plurality of objects are included in the image data, a plurality of frame images including the determined objects are generated and input to the driving support control device 100 as detection signals. Each frame image is represented by pixel data and includes position information of the determined object, that is, coordinate information. The number of frame images that can be included in the detection signal depends on the bandwidth between the camera ECU 22 and the driving support control device 100. Without providing the camera ECU 22 separately, unprocessed image data captured by the camera 221 may be input to the driving assistance control apparatus 100 as a detection signal. In this case, the target determination using the outer shape pattern of the object to be determined in the driving support control device 100 may be executed. In the present embodiment, the camera 221 is disposed at the upper center of the windshield 510. The pixel data output from the camera 221 is monochrome pixel data or color pixel data.

The rotation angle sensor 23 is a torque sensor that detects a twist amount generated in the steer rod by steering of the steering wheel 504, that is, a steering torque, as a voltage value proportional to the twist amount, and detects the steering angle of the steering wheel 504. . In the present embodiment, the rotation angle sensor 23 is provided on a steering rod that connects the steering wheel 504 and the steering mechanism.

The wheel speed sensor 24 is a sensor that detects the rotational speed of the wheel 501 and is provided in each wheel 501. The detection signal output from the wheel speed sensor 24 is a pulse value indicating a voltage value proportional to the wheel speed or an interval corresponding to the wheel speed. By using the detection signal from the wheel speed sensor 24, it is possible to obtain information such as the vehicle speed and the travel distance of the vehicle.

The yaw rate sensor 25 is a sensor that detects the rotational angular velocity of the vehicle 500. The yaw rate sensor 25 is disposed, for example, at the center of the vehicle. The detection signal output from the yaw rate sensor 25 is a voltage value proportional to the rotation direction and the angular velocity.

The drive assist device 31 controls the output of the internal combustion engine ICE by operating an actuator included in the output control device 505 in accordance with the accelerator pedal operation by the driver or regardless of the accelerator pedal operation by the driver.

The braking support device 32 realizes braking by the braking device 502 regardless of the brake pedal operation by the driver. The brake assisting device 32 is composed of, for example, a module including an electric motor and a hydraulic piston driven by the electric motor, and controls the operation of the actuator based on a control signal from the CPU 101. In the present embodiment, the braking assistance device 32 is provided in the braking line 503, and braking assistance and vehicle speed reduction are realized by increasing or decreasing the hydraulic pressure in the braking line 503 in accordance with a control signal from the driving assistance control device 100. The Alternatively, a brake control actuator that has already been introduced as a skid prevention device or an antilock brake system may be used.

The steering support device 33 realizes steering by the steering device 42 regardless of the operation of the steering wheel 504 by the driver. The steering assist device 33 is constituted by, for example, a module including an electric motor and a pinion gear driven by the electric motor, and the steered shaft 44 is driven by driving a rack gear provided on the steered shaft 44. Operate. The steering assist device 33 controls the operation of the actuator based on a control signal that instructs the steering angle from the CPU 101. In the present embodiment, the steering assist device 33 is provided on the steered shaft 44 and drives the steered shaft 44 in the left-right direction in accordance with a control signal from the driving assist control device 100 to steer the front wheels 501. Rudder support is realized by changing the angle. The steering assist device 33 can also be used as a steering force assisting device that assists the steering force input from the steering wheel 504. In addition, the steering assist device 33 may include a configuration in which a motor is disposed coaxially with the steered shaft 44 or may be provided integrally with the steering device 42.

A driving support process executed by the driving support control apparatus 100 according to the first embodiment will be described. The processing routine shown in FIG. 3 is repeatedly executed at predetermined time intervals, for example, from the start to the stop of the vehicle control system or from when the start switch is turned on until the start switch is turned off. . The driving support process shown in FIG. 3 is executed by the CPU 101 executing the driving support program Pr1. The driving assistance process in the present embodiment includes, for example, a driving assistance process, a braking assistance process, and a steering assistance process. The driving assistance process includes acceleration and deceleration of the vehicle speed, the braking assistance process includes sudden braking and slow braking for avoiding a collision with the target vehicle, and the steering assistance process includes Steering for collision avoidance and steering for lane departure prevention are included.

The CPU 101 acquires information about the target around the host vehicle input from the radar ECU 21 and the camera ECU 22 via the input / output interface 103 (step S100). The target includes a vehicle, a person, a structure on the road such as a signal or a sign, and a sign on the road such as a travel line. Among the targets, the target to be controlled can be called a target. The CPU 101 executes data fusion processing for improving the object discrimination system, that is, data integration processing or combining processing, using the detection signal input from the radar ECU 21 and the detection signal input from the camera ECU 22. Specifically, the CPU 101 performs pattern matching processing among the position coordinates of each reflection point indicating the target input from the radar ECU 21 and the detection signal input from the camera ECU 22, that is, the target included in the image frame. The position coordinates of the object whose type is determined are associated with each other. In the present embodiment, a forward vehicle, an oncoming vehicle, a person, a backward vehicle located behind, a sign on the road, and a structure on the road can be identified as objects. There is a possibility that a plurality of targets exist, and in particular, when there are a plurality of targets ahead, the detection signals input from the radar ECU 21 and the camera ECU 22 may include a plurality of objects. Processing is also performed for each object.

Using the target information acquired in step S100, the CPU 101 may cause the host vehicle to collide with an object existing on the front road of the host vehicle, for example, a parked front vehicle or a running oncoming vehicle. It is determined whether or not there is (step S102). Specifically, the CPU 101 overlaps the horizontal coordinate range corresponding to the width of the host vehicle and the horizontal coordinate range corresponding to the width of the preceding vehicle and the oncoming vehicle obtained from the target information. It is determined whether or not exists. Note that the width of the front vehicle is a horizontal length detected from the host vehicle, and when the front vehicle is parked at an angle with respect to the host vehicle, for example, This corresponds to the distance from the right front end. The CPU 101 determines that there is a possibility of collision when the overlapping range exists, and determines that there is no possibility of collision when the overlapping range does not exist. In addition to the horizontal coordinate range, the vertical coordinate range is used to overlap between the two-dimensional coordinate area corresponding to the preceding vehicle and the two-dimensional coordinate area corresponding to the front projection plane of the host vehicle. It may be determined that there is a possibility of collision when there is an area, and there is no possibility of collision when there is no overlapping area.

If the CPU 101 determines that there is a possibility of a collision (step S102: Yes), it determines the second target position P2 (step S104). The second target position P2 is a position on the road where the host vehicle M0 should travel after avoiding a collision or contact with an object, and is defined as a coordinate position that the center in the width direction at the front of the host vehicle M0 should take. Is done. The second target position P2 may be set as a passing point of the host vehicle M0, and the target of lowering the host vehicle M0 to a predetermined speed or less by the second target position P2 or stopping the host vehicle M0. It may be set as a point. As shown in FIG. 4, the second target position P2 is typically set at a position where the center VW1 in the vehicle width direction of the host vehicle M0 is extended to infinity in the traveling direction of the host vehicle M0. . Alternatively, as shown in FIG. 5, the traveling direction of the host vehicle M0 is defined by the center LW1 of the road or lane on which the host vehicle M0 is traveling, that is, the position of the road width between the road ends RS or the half width W1 of the lane. It is set at a position extended to infinity. In the example of FIG. 5, the center LW1 of the lane is used when determining the second target position P2, but from the road edge RS or the roadway outer line RL by a length that is half the typical lane width W3. A position extended from the offset position LW2 to infinity in the traveling direction of the host vehicle M0 may be used.

CPU 101 determines the first target position P1 in addition to the second target position P2 (step S106). The first target position P1 is a position on the road on which the host vehicle M0 should travel in order to avoid an object existing on the forward road of the host vehicle M0, and the center in the width direction at the front portion of the host vehicle M0 is the first target position P1. It is defined as the coordinate position to be taken. As shown in FIGS. 4 and 5, the first target position P1 is a target position set in order to avoid a collision or contact between an object, for example, the preceding vehicle M1 and the host vehicle M0. It can also be called a position. 4 and 5, the first target position P1 is a position where the lateral positions of the host vehicle M0 and the forward vehicle M1 do not overlap, that is, both the left front end Mf0 of the host vehicle M0 and the right rear end of the forward vehicle M1. The coordinate position in the horizontal direction of Mr1 is set to a position that does not overlap. In principle, the first target position P1 is set to a position that does not protrude from the oncoming lane, that is, does not exceed the center line CL. However, in order to avoid a collision with the preceding vehicle M1 and when a collision with the oncoming vehicle M2 does not occur, the first target position P1 can be set at a position beyond the center line CL.

The CPU 101 determines a planned track on which the host vehicle M0 should travel according to the determined first target position P1 (step S108). The planned trajectory can be determined, for example, by connecting the current coordinate position of the host vehicle M0 and the coordinate position of the target position P1 with a straight line or a curve. A Bezier curve or a spline curve may be used as a curve connecting the current coordinates of the host vehicle M0 and the coordinates of the first target position P1. The planned trajectory may include a plurality of nodes. As the coordinate axes, for example, plane coordinates (x, y) may be used in which the width direction or the lateral direction of the host vehicle M0 is the x axis, the traveling direction of the host vehicle M0 or the longitudinal direction is the y axis. For example, the planned trajectory of the host vehicle M0 including the first target position P1 may be determined using a dynamic window approach (DWA). Further, the steering angle and the vehicle speed of the host vehicle M0 may be controlled toward the first target position P1 without determining the planned trajectory.

The CPU 101 uses the vehicle speed v (m / s) and the rotational angular velocity ω (rad / s) of the host vehicle M0 as control parameters according to the determined scheduled track, and the driving support device 31, the braking support device 32, and the steering support. The device 33 is controlled to control the traveling of the host vehicle M0 (step S110). That is, since the following relationship is ideally established between the plane coordinates (x, y), the vehicle speed v, and the rotational angular velocity ω, the CPU 101 uses the time t (s) to determine the own vehicle M0. The vehicle speed v and the rotational angular velocity ω of the host vehicle M0 may be determined so that the coordinates coincide with the coordinates of the target position P1 or coincide with the coordinates of the node on the planned track. The vehicle speed v is controlled via the drive assist device 31 and the brake assist device 32, and the rotational angular velocity ω is controlled via the steering assist device 33.
(X, y) = ((v / ω) sinωt, (v / ω) * (1-cosωt))
The CPU 101 turns on the avoidance flag F indicating that the host vehicle M0 has performed the avoidance operation, that is, sets F = 1 (step S112), and proceeds to step S100.

The CPU 101 repeatedly executes steps S100 to S112 until it is determined in step S102 that there is no possibility of collision (step S102: No). That is, the driving support process for avoiding the collision is executed until the host vehicle M0 reaches the position where the possibility of the collision with the preceding vehicle M1 is eliminated. When determining that there is no possibility of collision (step S102: No), the CPU 101 determines whether or not the avoidance flag F = 1 (step S114).

When the avoidance flag F = 0, that is, when it is determined that the driving support process for avoidance is not being executed (step S114: No), the CPU 101 ends the present processing routine. This is because the driving support process for avoiding the collision is unnecessary in this case.

When the avoidance flag F = 1, that is, when the CPU 101 determines that the driving support process for avoidance is being executed (step S114: Yes), the planned trajectory according to the second target position P2. Is determined (step S116). The CPU 101 can be determined, for example, by connecting the current coordinate position of the host vehicle M0 and the coordinate position of the second target position P2 with a straight line and a curve. When the first target position P1 is set to a position near the front of the forward vehicle M1, the current coordinate position of the host vehicle M0 and the second target position P2 can be connected by a straight line. . Further, the steering angle and the vehicle speed of the host vehicle M0 may be controlled toward the second target position P2 without determining the planned trajectory.

As described in step S110, the CPU 101 uses the vehicle speed v and the rotational angular velocity ω of the host vehicle M0 as control parameters according to the determined scheduled trajectory, as a driving support device 31, a braking support device 32, and a steering support device 33. To control the traveling of the host vehicle M0 (step S118). The CPU 101 determines whether or not the host vehicle M0 has passed the second target position P2 (step S120), and waits until the host vehicle M0 passes the second target position P2 (step S120: No). Whether or not the host vehicle M0 has passed the second target position P2 is determined from, for example, the distance between the second target position P2 and the host vehicle M0 at the time of determination and the second target position P2 until the present. And the travel distance of the host vehicle M0. When the second target position P2 is determined as the passing point of the host vehicle M0, the host vehicle M0 continues to travel under driving support processing or driving by the driver. On the other hand, when the second target position P2 is determined as the stop point of the host vehicle M0, the CPU 101 stops the host vehicle M0 via the braking support device 32. Furthermore, when the second target position P2 is determined as a passing point for decelerating or accelerating the host vehicle M0 to a predetermined vehicle speed, the CPU 101 performs the driving support device 31 as the process of step S118. And the driving assistance process for implement | achieving a predetermined vehicle speed is performed using the braking assistance apparatus 32. FIG.

The CPU 101 turns off the avoidance flag F, that is, sets the avoidance flag F = 0 (step S122), and ends this processing routine.

According to the driving support control apparatus 100 according to the first aspect described above, it is possible to optimize the behavior of the host vehicle after avoiding a collision or contact with an object. The driving support control apparatus 100 according to the first aspect is set to the first target position P1 to which the host vehicle M0 should travel in order to avoid the object existing on the forward running path of the host vehicle M0, for example, the front vehicle M1. In addition, a second target position P2 to which the host vehicle M0 should travel after avoiding the object is set. As a result, the second target position P2 is used to continue or stop traveling along the desired traveling path or route for the host vehicle M0 after avoiding a collision with the preceding vehicle M1 by driving assistance. Driving assistance can be performed. That is, even when the entire travel route is not determined via the navigation device, by setting the second target position P2, to avoid traffic collision with the preceding vehicle M1, Alternatively, driving assistance can be executed so as to avoid further collision / contact with the same or another object, and the traveling state of the host vehicle M0, that is, the traveling track can be controlled. Further, the second target position P2 is determined according to the traveling environment of the host vehicle M0, that is, the surrounding environment and the traffic environment, and driving assistance is executed using the second target position P2, so that after the collision avoidance The host vehicle M0 can be run or stopped according to a running track reflecting the surrounding environment and traffic environment. On the other hand, when the second target position P2 is not used, the traveling state of the host vehicle M0 after avoiding the collision with the preceding vehicle M1 is determined according to the traveling environment, and is automatically determined according to the desired traveling path. The traveling state of the vehicle M0 cannot be controlled. As a result, traffic rules may not be observed, and further collision / contact with the same or other objects may not be avoided.

Hereinafter, with reference to FIG. 6 to FIG. 12, the manner of determining the first target position P1 and the second target position P2 will be described based on some embodiments. Both are executed by the driving support control device 100.

Second embodiment:
In the second embodiment, as shown in FIG. 6, the determination of the second target position P <b> 2 on the opposite road having a road width where the center line is not drawn will be described. In the second embodiment, the CPU 101 determines that the road is a two-lane road when the road width, that is, the distance 2 * W2 between the road ends RS is equal to or longer than the reference length, for example, 7 m or longer. That is, the number of lanes is estimated using the road width obtained by at least one of the radar 211 and the camera 221 and the typical lane width. The CPU 101 further obtains a lane center LW1 that divides the virtual lane width W2 into two equal parts, and determines the second target position P2 at a position where the center LW1 is extended to infinity in the traveling direction of the host vehicle M0. To do. According to the second embodiment, the second target position P2 can be determined even when the center line CL is not drawn on the road.

Third embodiment:
In the third embodiment, the determination of the second target position P2 in front of an opposite road or an intersection where no center line is drawn as shown in FIG. 7 will be described. In the third embodiment, the CPU 101 obtains the center LW1 of the lane that bisects the road width, that is, the distance between the road ends RS, and extends the center LW1 to infinity in the traveling direction of the host vehicle M0. The second target position P2 is determined at a position where the position in the road width direction is offset toward the road edge RS of the own lane, that is, to the left. According to the third embodiment, the host vehicle M0 that has passed the first target position P1 travels closer to the road end RS of the host lane, and therefore, the opportunity for performing driving assistance for avoiding collision with an oncoming vehicle is reduced. Can do. Further, when the vehicle is in front of the intersection, if there is a preceding vehicle waiting for a right turn at the intersection, the chance of performing collision avoidance on the preceding vehicle can be reduced. Note that the third embodiment is particularly effective on an opposite road with a narrow road width or in the vicinity of an intersection, but is effective even when the road width is wide.

Fourth embodiment:
In the fourth embodiment, as shown in FIG. 8, the determination of the second target position P2 in the case where driving assistance for avoiding a collision with the forward vehicle M1 is executed will be described. In the fourth embodiment, the CPU 101 performs steering assistance via the steering assistance device 33 as driving assistance for avoiding a collision between the own vehicle M0 and the preceding vehicle M1, and controls the own vehicle M0 via the braking assistance device 32. Brake assistance with sudden braking for stopping is executed. In the fourth embodiment, the second target position P2 is determined between the road end RS and the roadway outer line RL, that is, the roadside zone. According to the fourth embodiment, when sudden braking accompanying collision avoidance is executed, the host vehicle M0 stops near the road edge RS across the roadway outer line RL, that is, stops to the left of the road. Therefore, it is possible to prevent the following vehicle from obstructing due to sudden braking and the rear-end collision by the following vehicle. The second target position P2 may be determined at an arbitrary position between the road end RS and the roadway outer line RL.

Fifth embodiment:
In the fifth embodiment, the determination of the second target position P2 when the host vehicle M0 is not parallel to the road or lane as shown in FIG. 9 will be described. This aspect corresponds to, for example, a case where the host vehicle M0 joins the target road from a side road or from outside the road. In the fifth embodiment, the CPU 101 determines the dominant direction of the road as the traveling direction of the host vehicle M0 and determines the second target position P2. The dominant direction is, for example, a direction formed by a three-dimensional object existing around the host vehicle M0, for example, a parked vehicle, a forward vehicle M1, a oncoming vehicle M2, a guardrail, a side surface or a center line of a motorcycle. Alternatively, it is obtained by determining the direction or angle having the highest distribution among the directions formed by road markings, for example, the center line CL and the lane line. According to the fifth embodiment, when the host vehicle M0 does not travel along the road due to merging or meandering, or when the host vehicle M0 departs from the lane and collides with a guardrail or the like, the host vehicle M0 moves along the road. A collision with the forward vehicle M1 can be avoided and stopped. Note that the second target position P2 may be determined as a position P2a that is offset toward the center of the lane or offset from the center line CL toward the road end RS, that is, to the left. In this case, a collision with the oncoming vehicle M2 can be avoided with a higher probability.

Sixth embodiment:
In the sixth embodiment, as shown in FIG. 10, the determination of the second target position P2 when there is a vehicle row Mg in the vicinity of an intersection or a pedestrian crossing CW will be described. In the sixth embodiment, the CPU 101 determines the first target position P1 in an adjacent lane across which the lane line DL does not exist in order to avoid the lane line Mg parked forward. Accordingly, the CPU 101 sets the second target position P2 at the stop line SL in front of the adjacent lane, the front L1 of the stop line SL, or the head L2 of the vehicle row Mg. According to the sixth embodiment, the host vehicle M0 can stop to the second target position P2 determined in front of the stop line SL or the train row Mg, so that a pedestrian crossing the pedestrian crossing CW In addition, it is possible to avoid contact and collision with a pedestrian crossing the vicinity of the head of the vehicle row Mg. In the sixth embodiment, the second target position P2 determines the position of the host vehicle M0 after the avoidance operation, and defines the stop position to be stopped before the host vehicle M0 arrives. Instead of the stop line SL, the second target position P2 may be determined before the pedestrian crossing CW.

Seventh embodiment:
In the seventh embodiment, the determination of the second target position P2 when there are objects T1 and T2 such as pedestrians and two-wheeled vehicles in the vicinity of the forward vehicle M1 as shown in FIGS. 11 and 12 will be described. In the seventh embodiment, as shown in FIG. 11, when the CPU 101 determines that the vehicle can be stopped before the object T1, the first target position P1 is set at a position that avoids a collision with the preceding vehicle M1. Further, the second target position P2 is determined at the front L3 of the object T1 obtained by extending the first target position P1. As a result, the host vehicle M0 can avoid collision / contact with the preceding vehicle M1, and can stop before the object T1. In this case, the second target position P2 is determined as a position where the host vehicle M0 should stop before the point. On the other hand, as shown in FIG. 12, the object T2 existing on the side of the forward vehicle M1 cannot be stopped before the object T2, and collision / contact with the object T2 is avoided. When determining that, the CPU 101 determines the first target position P1 and the second target position P2 as the center position in the width direction of the rear portion of the forward vehicle M1. That is, the second target position P2 can be determined either in front of or behind the object. As a result, the collision / contact between the object T2 and the host vehicle M0 is avoided, and the center of the rear part of the front vehicle M1 and the center of the front part of the host vehicle M0 are overlapped when colliding with the front vehicle M1. There is a collision, and the collision area increases compared to the case of offset collision. As a result, it is possible to avoid large damage caused by offset collision and reduce damage / damage caused by collision. If collision avoidance is difficult, the first target position P1 may not be determined and only the second target position P2 may be determined. Further, in the seventh embodiment, the first target position P1 and the second target are set so as to avoid collision or contact with an object that is greatly damaged by the collision among the objects T1, T2 and the forward vehicle M1. The position P2 may be determined.

Other embodiments:
(1) In each of the above embodiments, the terms “right” and “left”, or “right” and “left” are described on the assumption that left-hand traffic is used. Is replaced by a right turn and a left turn by a right turn.

(2) In each of the above embodiments, the traveling state of the host vehicle M0 is not taken into account when determining the second target position P2. On the other hand, when the vehicle is traveling in a non-braking state or a non-steering state with respect to the preceding vehicle M1, if it is estimated that the driver is not aware, the second target position P2 is set to the own vehicle M0. The stop target position may be determined, and the distance from the current host vehicle M0 to the second target position P2 may be set short. Further, the second target position P2 may be determined on the side of the forward vehicle M1. This is because in these cases, driving assistance for quickly stopping the host vehicle M0 is desirable. Further, when the host vehicle M0 is traveling straight on a straight road, the current distance from the host vehicle M0 to the second target position P2 may be set longer. In this case, since the accuracy of target detection and target discrimination accuracy by the radar 211 and the camera 221 is increased, the second target position P2 is set to a remote position, for example, infinity, so that the second Driving assistance can be executed so that the behavior of the host vehicle M0 up to the target position P2 becomes smooth.

(3) In each of the above embodiments, steering assistance, braking assistance, and acceleration / deceleration of the vehicle speed are executed as driving assistance, but a warning is notified prior to changing the setting of the running state of these vehicles. Also good. In this case, it is possible to notify the driver of the host vehicle M0 of the execution of driving assistance, and the driver's uncomfortable feeling associated with the execution of driving assistance independent of his / her own operation can be reduced or eliminated. it can.

(4) As shown in FIG. 13, when the collision avoidance with the forward vehicle M1 is not required, the second target position P2 may be determined as a position offset from the forward vehicle M1 with respect to the center line CL. By determining the second target position P2 in this manner, for example, when there is a high possibility that the occupant gets off the front vehicle M1, contact with the occupant can be avoided or reduced. When it is presumed that the brake light is on and the preceding vehicle M1 has just stopped, it can be determined that there is a high possibility that the passenger will get off when the hazard lamp is blinking. In addition to this, when there are roadside shields such as guardrails, fences, and walls, the breaks of these shields are detected, and the second target position P2 is determined to be offset from the center line CL. Thus, it is possible to avoid or reduce contact during the execution of driving assistance that involves sudden braking on a pedestrian or two-wheeled vehicle that jumps out of a break.

(5) In each of the above embodiments, the CPU 101 executes the driving support program Pr1 to realize a control unit that changes the setting of the running state of the vehicle by software. Alternatively, it may be realized in hardware by a discrete circuit.

As described above, the present disclosure has been described based on the embodiment and the modification. However, the embodiment of the present invention described above is for facilitating understanding of the present disclosure, and does not limit the present disclosure. The present disclosure can be modified and improved without departing from the spirit and scope of the claims, and the present disclosure includes equivalents thereof. For example, the technical features in the embodiments and the modifications corresponding to the technical features in each embodiment described in the summary section of the invention are to solve some or all of the above-described problems, or In order to achieve part or all of the effects, replacement or combination can be performed as appropriate. Further, if the technical feature is not described as essential in the present specification, it can be deleted as appropriate.

Claims (14)

A vehicle driving support control device (100) comprising:
An acquisition unit (103) for acquiring information about a target in the vicinity of the host vehicle from a detection unit (211, 221) for detecting the target in the vicinity of the host vehicle;
Using the acquired information of the target, the first target position where the host vehicle should travel in order to avoid the target existing on the front road of the host vehicle, and the host vehicle after avoiding the target Determines a second target position to be traveled, and controls the driving support unit (31, 32, 33) to proceed to the determined first target position and the second target position (101) , Pr1), a vehicle driving support control device. The vehicle driving support control device according to claim 1,
The control unit further generates a first trajectory using the first target position, determines a second trajectory using the second target position, and determines the determined first trajectory and the first trajectory. A driving support control device for a vehicle, which controls the driving support unit according to two tracks. 2. The vehicle driving support control device according to claim 1, wherein the second target position is a position behind or ahead of the object extending forward from the center in the width direction of the host vehicle. Support control device. 2. The vehicle driving support control device according to claim 1, wherein the second target position is a position behind or ahead of the object extending from the center in the width direction of the own lane to the front of the own vehicle. Vehicle driving support control device. 2. The vehicle driving support control device according to claim 1, wherein the second target position is a position from the left or right in the width direction of the own lane in front of the own vehicle. 2. The vehicle driving support control device according to claim 1, wherein the second target position is a position ahead of a direction dominant as a traveling direction of the host vehicle. 7. The vehicle driving support control device according to claim 6, wherein the second target position is closer to a lane center position. 2. The vehicle driving support control apparatus according to claim 1, wherein the control unit determines the second target position as a shoulder ahead of the host vehicle when performing collision avoidance support. 2. The vehicle driving support control apparatus according to claim 1, wherein when the object includes a vehicle and a person or a two-wheeled vehicle and a collision with the person or the two-wheeled vehicle cannot be avoided, the second target position is set to the vehicle. A driving support control device for a vehicle, which is set at the center of the rear portion in the width direction. 2. The vehicle driving support control device according to claim 1, wherein the second target position is a position of a road marking that intersects the own lane ahead of the own lane. In the vehicle driving support control device according to claim 1, when there is a stopped train group in front of the host vehicle, the leading position of the train group is set to the second target position. Driving support control device. The vehicle driving support control device according to any one of claims 1 to 11, wherein the second target position is a position where the host vehicle should stop or a position where the vehicle should decelerate to a predetermined speed. A vehicle driving support control device. A vehicle driving support system,
The detection unit;
A vehicle driving support control device according to any one of claims 1 to 12,
A vehicle driving support system comprising the driving support unit. A vehicle driving support control method comprising:
Obtain information about the target around the vehicle (S100),
Using the acquired information on the target, the first target position that the host vehicle should travel in order to avoid the target existing on the front road of the host vehicle, and the target after the target is avoided. Determining a second target position where the vehicle should travel (S104, S106);
A driving support control method for a vehicle, comprising: controlling a driving support unit to advance to the first target position and the second target position determined by the host vehicle (S110, S118).

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