JP2019016104A - Vehicle control device - Google Patents

Abstract

Provided is a vehicle control device capable of properly operating a safety device in accordance with a right / left turn situation of a preceding vehicle even when the preceding vehicle does not operate a direction indicator. An ECU 10 is mounted on a host vehicle 50 and operates safety devices 31 and 32 on a preceding vehicle 100 in front of the host vehicle 50 based on a predetermined operating condition. The ECU 10 recognizes a point where a right / left turn is possible in front of the host vehicle 50, and when the recognition unit recognizes a right / left turnable point, the preceding vehicle 100 activates the direction indicator 120 at the point. The safety unit 31 and 32 based on the determination result by the acquisition part which acquires the ratio parameter which shows the ratio which turns, the determination part which determines whether the preceding vehicle 100 turns right or left based on a ratio parameter, and a determination part A setting unit for setting the predetermined operating conditions. [Selection] Figure 1

Description

  The present invention relates to a vehicle control device that operates a safety device for an object.

  Conventionally, in order to avoid a collision between the host vehicle and a preceding vehicle positioned ahead in the traveling direction of the host vehicle, collision avoidance control for operating a safety device such as an alarm device or a brake device has been realized.

  For example, the driving support device of Patent Document 1 determines the presence or absence of an intersection or a branch point where a right or left turn is possible from the lane in which the preceding vehicle is traveling, and the operating state (flashing state) of the direction indicator of the preceding vehicle, Predicts the turn of the preceding vehicle. Then, when it is predicted that the preceding vehicle will make a right or left turn, driving assistance is implemented. Specifically, when the current inter-vehicle distance is shorter than the inter-vehicle distance that is currently required to secure the predetermined inter-vehicle distance at the end of deceleration of the host vehicle, the driver is requested to present an avoidance action request message. . As a result, rear-end collision with the preceding vehicle is avoided.

JP 2008-257350 A

  By the way, depending on the vehicle, there is a case where the vehicle turns right and left without operating the direction indicator. In such a case, it is difficult to predict a left / right turn with the above-described driving assistance device, and it is considered difficult to implement driving assistance corresponding to the right / left turn of the preceding vehicle. As a result, there is a concern that the safety device may not operate properly for a preceding vehicle that makes a left or right turn without operating the direction indicator.

  The present invention has been made in view of the above problems, and the main object of the present invention is to provide a safety device according to the right / left turn situation of the preceding vehicle even when the preceding vehicle does not operate the direction indicator. An object of the present invention is to provide a vehicle control device that can be operated properly.

In the first means,
A vehicle control device (10) mounted on the host vehicle (50) and operating a safety device (31, 32) on a preceding vehicle (100) ahead of the host vehicle based on a predetermined operating condition,
A recognition unit for recognizing a point where the vehicle can turn right and left in front of the vehicle;
An acquisition unit that acquires a ratio parameter indicating a rate at which the preceding vehicle turns without operating a direction indicator at the point when the right and left turnable points are recognized by the recognition unit;
A determination unit that determines whether the preceding vehicle makes a right or left turn based on the ratio parameter;
A setting unit for setting the predetermined operating condition of the safety device based on a determination result by the determination unit;
It is characterized by providing.

  The driver of the vehicle sees the operation of the direction indicator of the preceding vehicle and recognizes that the preceding vehicle turns right or left, but sometimes turns right or left without operating the direction indicator. It is also desirable to operate the safety device appropriately according to the right or left turn.

  In this regard, in the above configuration, when a point where a right or left turn is possible is recognized, a rate parameter indicating a rate at which the preceding vehicle turns without operating the direction indicator at the point is acquired, and a preceding parameter is obtained based on the rate parameter. Determine whether the car turns right or left. And the operating condition of the safety device is set based on the determination result. In this case, for example, when the ratio parameter is high, it is determined whether the preceding vehicle turns right or left based on the ratio (ratio parameter) that the preceding vehicle turns without operating the direction indicator at the point. Even if the direction indicator of the preceding vehicle is not operated, the operating condition of the safety device can be set in anticipation of the left or right turn of the preceding vehicle. Thereby, even if it is a case where the preceding vehicle has not actuated the direction indicator, the safety device can be appropriately actuated according to the right / left turn situation of the preceding vehicle.

The block diagram which shows schematic structure of a vehicle control apparatus. The figure which shows the state which the preceding vehicle has actuated the direction indicator in the intersection. The correlation diagram which shows the relationship between an operation rate and the left turn probability. The correlation figure which shows the relationship between the vehicle ratio of a left turn, and the left turn probability. The flowchart which shows the procedure of the setting process of the operating condition which ECU performs. The figure for demonstrating the road form of an intersection. The flowchart which shows the process sequence which ECU in 2nd Embodiment performs. The correlation diagram which shows the relationship between a crossing angle and the left turn probability.

(First embodiment)
FIG. 1 shows a pre-crash safety system (hereinafter referred to as PCSS: Pre-crash safety system) to which a vehicle control device is applied. In the present embodiment, the PCSS detects another vehicle (preceding vehicle) that exists in front of the traveling direction of the host vehicle, and when there is a possibility that the detected preceding vehicle and the host vehicle collide, the host vehicle with respect to the preceding vehicle Collision avoidance operation or collision mitigation operation is performed.

  The own vehicle 50 shown in FIG. 1 includes a radar device 21 and an imaging device 22 as object detection sensors, a navigation device 23, a transmission / reception device 24, an ECU 10, and an alarm device 31 and a brake device 32 as safety devices. In the embodiment shown in FIG. 1, the ECU 10 functions as a vehicle control device.

  The radar device 21 is attached at the front portion of the host vehicle 50 so that its optical axis faces the front of the vehicle, and transmits a directional electromagnetic wave such as a millimeter wave or a laser as a transmission wave to the front of the vehicle. Based on the reflected wave corresponding to the wave, the relative position of the preceding vehicle ahead of the host vehicle is acquired at a predetermined period. The relative position is acquired as a relative coordinate position where the vehicle width direction of the host vehicle 50 is the X axis and the traveling direction of the host vehicle 50 is the Y axis when the host vehicle 50 is the origin. The acquired relative position is output to the ECU 10 at a predetermined cycle.

  The imaging device 22 is an in-vehicle camera, and is configured using, for example, a CCD camera, a CMOS image sensor, a near infrared camera, or the like. The imaging device 22 is attached to a predetermined height (for example, near the upper end of the windshield) in the center of the host vehicle 50 in the vehicle width direction, and images a region extending in a predetermined angle range toward the front of the host vehicle from an overhead viewpoint. The captured image is output to the ECU 10 at predetermined intervals. The imaging device 22 may be a monocular camera or a stereo camera.

  The navigation device 23 provides the ECU 10 with road information of the road on which the host vehicle 50 travels. For example, the navigation device 23 includes a memory for recording map information and a position specifying unit for specifying the position of the host vehicle 50 on the map by using positioning information transmitted from a GPS (Global Positioning System) satellite. Yes. And the navigation apparatus 23 refers to the road information around this vehicle position based on the vehicle position on the specified map. The road information includes information on points where a right or left turn is possible. The points that can turn right and left are, for example, intersections and entrances of stores. The navigation device 23 transmits the referenced road information to the ECU 10.

  The transmission / reception device 24 is a device capable of transmitting / receiving information to / from a system such as a transmission / reception device. The transmission / reception device 24 receives, for example, information transmitted from the transmission / reception device 110 provided in the preceding vehicle 100, or transmits information toward the transmission / reception device 110. In this case, inter-vehicle communication is possible between the host vehicle 50 and the preceding vehicle 100. The transmission / reception device 24 can transmit / receive information to / from the road system 200 in which traveling data of a plurality of vehicles including the host vehicle 50 and the preceding vehicle 100 are accumulated.

  The warning device 31 warns the driver that there is an object ahead of the host vehicle by a control command from the ECU 10. The alarm device 31 includes, for example, a speaker provided in the passenger compartment and a display unit that displays an image.

  The brake device 32 is a braking device that brakes the host vehicle 50. The brake device 32 is activated when the possibility of collision with a front object increases. Specifically, the braking force with respect to the brake operation by the driver is increased (brake assist function), or automatic braking is performed if the brake operation is not performed by the driver (automatic brake function).

  ECU10 is comprised as a known microcomputer provided with CPU and various memory (ROM, RAM), and implements control in the own vehicle 50 with reference to the arithmetic program and control data in ROM. The ECU 10 operates the alarm device 31 and the brake device 32 based on the detection results output from the radar device 21 and the imaging device 22.

  Below, PCS implemented by ECU10 is demonstrated. First, the ECU 10 acquires the relative position (including the lateral position and the relative distance) of the preceding vehicle based on the relative position output from the radar device 21 and the captured image output from the imaging device 22. The ECU 10 detects a preceding vehicle in the captured image based on the captured image and dictionary information for vehicle identification prepared in advance. At least rear pattern dictionary information is prepared as the vehicle identification dictionary information, and the ECU 10 detects the preceding vehicle by collating the captured image with the dictionary information by pattern matching. Further, when the radar position based on the object information and the image position based on the captured image are close to each other, the ECU 10 merges them to obtain the fusion position as the relative position of the object.

  The ECU 10 determines whether or not the host vehicle 50 may collide based on the acquired relative position of the preceding vehicle. Specifically, it is determined that there is a possibility of collision between the preceding vehicle and the host vehicle 50 when the lateral position of the preceding vehicle belongs to the collision prediction area that is subject to collision avoidance control.

  Then, the ECU 10 activates the safety devices 31 and 32 based on predetermined operating conditions for the preceding vehicle 100 that has been determined to be likely to collide. Specifically, an allowance time (TTC) until the host vehicle 50 and the preceding vehicle 100 collide is calculated, and the safety device is operated according to the TTC. For example, if the calculated TTC is equal to or less than the normal operation timing TTC1 of the alarm device 31, the ECU 10 warns the driver that the preceding vehicle is present ahead in the traveling direction. If the calculated TTC is equal to or less than the normal operation timing TTC2 of the brake device 32, automatic braking is performed to decelerate the host vehicle 50 by a predetermined amount.

  By the way, in the collision avoidance with respect to the preceding vehicle 100, it is considered that the PCS control is preferably performed according to the situation of the right or left turn of the preceding vehicle. For example, FIG. 2 shows a state in which the preceding vehicle 100 turns left by operating the direction indicator 120 at the intersection. In this case, the driver of the host vehicle 50 grasps the left turn of the preceding vehicle 100 by looking at the operation of the left turn indicator of the preceding vehicle 100. And it is thought that a driver decelerates the own vehicle 50 according to it, or overtakes the preceding vehicle 100 while bringing the own vehicle 50 to the right side.

  In the conventional PCS control, for example, the right / left turn of the preceding vehicle 100 is determined in advance by detecting whether or not the direction indicator 120 of the preceding vehicle 100 is operated, and the alarm device 31 is operated accordingly. On the other hand, there may be a case where the preceding vehicle 100 turns right or left at the intersection without operating the direction indicator 120. In such a case, it is difficult to determine in advance the right or left turn of the preceding vehicle 100 in the conventional PCS control. . Therefore, it is desirable that the PCS control is performed on such a vehicle according to the right / left turn situation.

  Therefore, in the present embodiment, when an intersection is recognized in front of the host vehicle 50, a ratio parameter (left turn probability P2) indicating the ratio of the preceding vehicle 100 turning without operating the direction indicator 120 at the intersection is acquired. Then, it is determined whether or not the preceding vehicle 100 makes a left turn based on the left turn probability P2. Then, the operating conditions of the safety devices 31 and 32 are set based on the determination result. That is, the safety devices 31 and 32 are appropriately operated in anticipation of the preceding vehicle 100 that turns left without operating the direction indicator 120. In the following, a left turn of the preceding vehicle 100 will be described, but the same can be applied to a right turn.

  In the present embodiment, the ECU 10 calculates the left turn probability P2 based on the history information of the direction indicator 120 when the preceding vehicle 100 makes a left turn. The history information of the preceding vehicle 100 is acquired by being received by the transmission / reception device 24. Here, the acquisition of history information in the preceding vehicle 100 will be described with reference to FIG.

  In FIG. 1, each vehicle traveling on the road including the preceding vehicle 100 includes a direction indicator 120, a turning motion detection sensor 130, a navigation device 140, and an ECU 150 in addition to the transmission / reception device 110.

  The direction indicator 120 outputs to the ECU 150 an operation signal indicating whether the operation position by the driver is “right instruction position”, “left instruction position”, or “non-operation position”.

  The turning motion detection sensor 130 detects a turning angular velocity that changes from the traveling direction of the vehicle, and outputs a detection signal to the ECU 150. In this case, it shows that a vehicle turns large, so that turning angular velocity is large. The turning motion detection sensor 130 includes, for example, a yaw rate sensor that detects a turning angular velocity and a steering angle sensor that detects a steering angle by a steering device (not shown).

  The navigation device 140 is configured in the same manner as the navigation device 23 described above. In addition, the movement locus | trajectory in every driving | running | working of the preceding vehicle 100 is reflected in the map information of the navigation apparatus 23 sequentially, and is memorize | stored as a movement history.

  The ECU 150 is configured as a well-known microcomputer having a CPU and various memories (ROM, RAM), and controls the preceding vehicle 100 with reference to a calculation program and control data in the ROM.

  Based on the detection signal from the turning motion detection sensor 130, the ECU 150 determines whether or not the preceding vehicle 100 is making a turning motion (for example, left turn). When it is determined that the preceding vehicle 100 is turning left, the ECU 150 sequentially stores the number of determinations as the number of left turns. Further, ECU 150 determines whether or not direction indicator 120 has been operated within a predetermined time before it is determined that the vehicle is turning left, that is, whether or not the operation position of direction indicator 120 is the “left indication position”. judge. When it is determined that the direction indicator 120 has been activated, the ECU 150 sequentially stores the number of determinations as the number of times the direction indicator 120 has been activated during the left turn. These determination results correspond to “operation history”.

ECU 150 calculates a rate (operation rate P1) at which direction indicator 120 is operated when making a left turn based on the operation history. The operating rate P1 is calculated based on the following formula (1).
Actuation rate P1 = Number of times the direction indicator 120 is actuated at the time of left turn / number of times of left turn (1)
That is, it can be said that the higher the operation rate P1, the more the preceding vehicle 100 tends to operate the direction indicator 120 when making a left turn, and the lower the operation rate P1, the more the preceding vehicle 100 tends to operate the direction indicator 120. .

  The operation rate P1 may be calculated based on the operation history of all preceding travels of the preceding vehicle 100, or may be calculated based on the operation history of one-trip travel from ignition on to ignition off. . Further, if ECU 150 is configured to store an operation history for each intersection based on the movement history of preceding vehicle 100, operation rate P1 may be calculated as an operation rate at each intersection. In this case, depending on the intersection, it is considered that the presence or absence of the operation of the direction indicator 120 when making a left turn is different, and with this configuration, it is possible to accurately determine the left turn of the preceding vehicle 100 at the intersection.

  The operation history and the operation rate P1 acquired by the ECU 150 are output to the transmission / reception device 110 and transmitted to the transmission / reception device 24 as history information of the preceding vehicle 100. That is, the history information includes the operation history and the operation rate P1. The history information received by the transmission / reception device 24 is acquired by the ECU 10. The history information only needs to include the operation history of the preceding vehicle 100, and the ECU 10 of the host vehicle 50 may calculate the operation rate P1.

  The ECU 10 calculates a left turn probability P2 based on the history information. The left turn probability P2 is acquired based on, for example, a correlation map between the operation rate P1 and the left turn probability P2, as shown in FIG. In FIG. 3, the left turn probability P2 is acquired as a smaller value as the operation rate P1 increases. That is, it can be said that the higher the operation rate P1, the higher the reliability of the operation of the direction indicator 120 of the preceding vehicle 100, but the lower the probability that the preceding vehicle 100 will turn left without operating the direction indicator 120.

  On the other hand, when the preceding vehicle 100 does not have a configuration for acquiring the operation history, or when a communication failure occurs in inter-vehicle communication with the preceding vehicle 100, the history information of the preceding vehicle 100 is not acquired. In this case, ECU10 acquires the statistical information regarding the left turn of an intersection instead of the information (history information) regarding the preceding vehicle 100, and calculates the left turn probability P2 based on it. In this case, the ECU 10 acquires from the road system 200 a vehicle ratio indicating the ratio of straight travel, left turn, and right turn of the vehicle passing through the intersection.

  The road system 200 sequentially stores, for each intersection, a traveling pattern including straight, left, and right turns of vehicles passing through the intersection. At each intersection, a straight vehicle ratio, a left turn vehicle ratio, and a right turn vehicle ratio are stored. Has accumulated. And ECU10 acquires the vehicle ratio of the left turn of the intersection ahead of the own vehicle 50 from each vehicle ratio in each intersection memorize | stored in the road system 200 via the transmission / reception apparatus 24. FIG.

  In addition, when acquiring the vehicle ratio of the left turn, statistical information indicating the ratios of straight travel, left turn, and right turn according to the vehicle speed at the intersection may be added. According to this statistical information, it is considered that the rate of straight travel increases as the vehicle speed immediately before entering the intersection increases, and the rate of left turn and right turn increases as the vehicle speed immediately before entering the intersection decreases. In such a configuration, the ECU 10 acquires the vehicle speed before a predetermined distance from the intersection of the preceding vehicle 100 based on the input of the radar device 21 and the like. And ECU10 takes into consideration each ratio in the said intersection based on the acquired vehicle speed, and acquires the vehicle ratio of the left turn of the intersection ahead of the own vehicle 50. FIG.

  The ECU 10 calculates a left turn probability P2 based on the acquired left turn vehicle ratio. In this case, the left turn probability P2 is acquired based on a correlation map between the left turn vehicle ratio and the left turn probability P2, for example, as shown in FIG. In FIG. 4, the left turn probability P <b> 2 is acquired as a larger value as the left turn vehicle ratio increases. In this case, since the traveling pattern of the preceding vehicle 100 at the intersection is considered to correlate to some extent with the traveling pattern of the vehicle passing through the intersection, the higher the proportion of vehicles turning left at the intersection, the higher the probability that the preceding vehicle 100 will also turn left. Conceivable.

  Then, the ECU 10 determines whether or not the preceding vehicle 100 makes a left turn based on the calculated left turn probability P2. Specifically, when the left turn probability P2 is larger than a predetermined threshold Th, it is determined that the preceding vehicle 100 makes a left turn. And ECU10 sets the operating condition of the safety devices 31 and 32 based on this determination result. Specifically, when it is determined that the preceding vehicle 100 makes a left turn without operating the direction indicator 120, the operating conditions of the safety devices 31 and 32 are changed to the side that relaxes. In this case, the normal operation timing TTC1 of the alarm device 31 is changed to the side to be increased, and the normal operation timing TTC2 of the brake device 32 is changed to the side to be increased. That is, the operating condition is changed to the side where the safety device is easily operated. On the other hand, when it is determined that the preceding vehicle 100 does not turn left, the operating condition is not changed to the loosening side. That is, in this case, the ECU 10 operates the safety devices 31 and 32 based on the normal operation timings TTC1 and TTC2.

  With reference to the flowchart of FIG. 5, the operation condition setting process of the safety devices 31 and 32 performed by the ECU 10 will be described. This process is repeatedly performed by the ECU 10 at a predetermined cycle.

  In step S11, it is determined whether or not the preceding vehicle 100 is detected. The preceding vehicle 100 is detected based on the output of the radar device 21 and the imaging device 22, for example. If step S11 is YES, the process proceeds to step S12.

  In step S12, it is determined whether or not an intersection is recognized in front of the host vehicle 50. Specifically, it is determined whether or not the distance between the host vehicle 50 and the intersection is equal to or less than a predetermined value Dth and the preceding vehicle 100 is in a state before passing through the intersection. For example, step S12 is affirmed when the positional relationship among the host vehicle 50, the intersection, and the preceding vehicle 100 is as shown in FIG. In addition, the intersection ahead of the own vehicle 50 is recognized based on the output of the navigation apparatus 23 or the imaging device 22, for example. Step S12 corresponds to a “recognition unit”.

  If step S12 is YES, the process proceeds to step S13. In step S13, history information of the preceding vehicle 100 is acquired. Here, history information is acquired by information communication between the transmission / reception device 110 and the transmission / reception device 24. In addition, if step S11 and step S12 are NO, this process will be complete | finished as it is.

  In step S14, it is determined whether the direction indicator 120 of the preceding vehicle 100 is operating. For example, the operation of the direction indicator 120 is determined by detecting the blinking state of the left direction indicator of the preceding vehicle 100 based on the captured image.

  If step S14 is YES, the preceding vehicle 100 is determined to turn left, and the operation timing of the safety devices 31 and 32 is set (step S20). Here, the operation timing is set to be delayed from the normal operation timing. For example, the normal operation timing TTC1 of the alarm device 31 is changed to a smaller side. When the direction indicator 120 of the preceding vehicle 100 is operating, the host vehicle driver can grasp in advance that the preceding vehicle 100 turns to the left, and it is considered that the vehicle travels based on that. For example, the host vehicle 50 may go straight through an intersection while overtaking the preceding vehicle 100. In such a case, it is considered that the driver feels troublesome when the safety device is activated. Therefore, the troublesomeness of the driver can be reduced by setting the operation timing of the safety device to be slower than the normal operation timing.

  On the other hand, if step S14 is NO, that is, if it is determined that the direction indicator 120 of the preceding vehicle 100 is not operating, it is determined whether or not the preceding vehicle 100 makes a left turn without operating the direction indicator 120. Proceed to the determination process.

  In step S15, it is determined whether or not history information of the preceding vehicle 100 has been acquired. If step S15 is YES, the process proceeds to step S16, and a left turn probability P2 is calculated based on the acquired history information. Here, the operation rate P1 is used as the history information, and the left turn probability P2 is calculated based on the correlation map shown in FIG.

  On the other hand, when step S15 is NO, that is, when history information of the preceding vehicle 100 is not acquired, the process proceeds to step S17. In step S17, the vehicle ratio of the left turn at the intersection recognized in step S12 is acquired. The vehicle ratio of the left turn is acquired by information communication between the road system 200 and the transmission / reception device 24, for example. In step S18, a left turn probability P2 is calculated based on the acquired left turn vehicle ratio. For example, the left turn probability P2 is calculated by applying the left turn vehicle ratio to the correlation map shown in FIG. Step S16 corresponds to an “acquisition unit”, and step S17 corresponds to a “ratio acquisition unit”.

  In step S19, it is determined whether or not the calculated left turn probability P2 is greater than a predetermined threshold Th. If YES in step S19, it is determined that the preceding vehicle 100 turns left without operating the direction indicator 120, and the process proceeds to step S21. In step S21, the operation timing of the safety devices 31 and 32 is set. Here, the operation timings of the alarm device 31 and the brake device 32 are both set to be earlier than the normal operation timing. In other words, the operating condition of the safety device is changed to the side that relaxes.

  On the other hand, if step S19 is NO, it is determined that the preceding vehicle 100 does not turn left, and the process proceeds to step S22. Here, the operation timing is set to a normal operation timing. For example, the operation timing of the alarm device 31 is set to TTC1, and the operation timing of the brake device 32 is set to TTC2. Step S19 corresponds to a “determination unit”, and steps S20 and S21 correspond to a “setting unit”.

  In addition, when the left turn probability P2 is acquired based on the history information of the preceding vehicle 100 in step S16 and when the left turn probability P2 is acquired based on the vehicle ratio of the left turn at the intersection in step S18, the following steps The processing contents in S19 and S21 may be changed. For example, the threshold value Th of S19 may be set to a different value in each of the above cases, and the degree to which the operation timing of the safety devices 31 and 32 in step S21 is advanced may be different in each of the above cases.

  According to the embodiment described in detail above, the following excellent effects can be obtained.

  In the above configuration, when an intersection is recognized as a point where a right or left turn is possible, the left turn probability P2 indicating the rate at which the preceding vehicle 100 turns without operating the direction indicator 120 at the point is acquired, and the left turn probability P2 is obtained. Based on this, it is determined whether or not the preceding vehicle 100 makes a left turn. Specifically, when the left turn probability P2 is larger than a predetermined threshold Th, it is determined that the preceding vehicle 100 turns left. Then, the operation timing of the safety devices 31 and 32 is set based on the determination result. In this case, by determining whether the preceding vehicle 100 makes a left turn based on the left turn probability P2, if the left turn probability P2 is greater than a predetermined threshold Th, the direction indicator 120 of the preceding vehicle 100 is activated. Even if not, the operating conditions of the safety devices 31 and 32 can be set in anticipation of a left turn of the preceding vehicle 100. Thereby, even if the preceding vehicle 100 is not operating the direction indicator 120, the safety devices 31 and 32 can be appropriately operated according to the situation of the left turn of the preceding vehicle 100.

  Specifically, since the left turn probability P2 is acquired based on the history information indicating the operation history of the direction indicator 120 at the time of the right / left turn for the preceding vehicle 100, for example, the preceding vehicle 100 does not operate the direction indicator 120. Taking into account the tendency of the direction indicator 120 of the preceding vehicle 100 such that there is a tendency to turn left, it is possible to expect a right / left turn.

  Further, since the left turn probability P2 is acquired as a smaller value as the operation rate P1 of the direction indicator 120 becomes higher, for example, when the operation rate P1 of the direction indicator 120 of the preceding vehicle 100 is lower than a predetermined value, that is, the preceding When the vehicle 100 tends to turn left without operating the direction indicator 120, it is easily determined that the preceding vehicle 100 makes a left turn. Thereby, even if the preceding vehicle 100 turns left without operating the direction indicator 120, the safety devices 31 and 32 can be operated accordingly.

  The traveling pattern of the preceding vehicle 100 at the intersection is considered to correlate to some extent with the traveling pattern of the vehicle passing through the intersection. Considering this point, when the history information of the preceding vehicle 100 is not acquired, instead of the left turn probability P2 in step S16, based on the parameter based on the vehicle ratio at the recognized intersection (left turn probability P2 in step S18). Thus, since it is determined whether the preceding vehicle 100 makes a left turn, even if the history information of the preceding vehicle 100 has not been acquired, a safety device is expected in anticipation of a left turn of the preceding vehicle 100 based on statistics. The operating conditions 31 and 32 can be set.

  When the preceding vehicle 100 turns without operating the direction indicator 120, it is difficult for the driver of the vehicle to predict the right / left turn of the preceding vehicle 100 in advance, and therefore, for example, the vehicle responds to deceleration accompanying the right / left turn of the preceding vehicle 100. It is considered that the deceleration of the host vehicle 50 is delayed. In consideration of this point, when it is determined that the intersection turns left without operating the direction indicator 120, the operation timing of the safety devices 31 and 32 is set to be earlier than the normal operation timing TTC1 and TTC2. I made it. In this case, the safety devices 31 and 32 can be easily operated by setting the operation timing earlier. Therefore, the safety devices 31 and 32 can be quickly activated even when the preceding vehicle 100 is decelerated due to a left turn.

(Modification of the first embodiment)
In the above embodiment, in step S16 of FIG. 5, the ECU 10 calculates the left turn probability P2 based on the operation history, but may add another parameter to the operation history to calculate the left turn probability P2. As another parameter, for example, a traveling direction ratio indicating a ratio of straight ahead, left turn, and right turn of the preceding vehicle 100 at an intersection is used. Depending on the intersection, it is considered that the straight, left, and right turn tendencies of the vehicle are different. Considering this point, the left turn probability P2 is calculated based on the history information of the preceding vehicle 100 and the travel direction ratio at the recognized intersection, so that the presence or absence of the left turn of the preceding vehicle 100 at the intersection is more appropriate. Can be determined. In such a configuration, when the left turn traveling direction ratio of the preceding vehicle 100 is high, the left turn probability P2 may be calculated as a larger value than when it is lower than that.

  Moreover, you may use the behavior information of the preceding vehicle 100 as another parameter. As the behavior information, for example, a lateral movement amount that is a change amount of a position in the lateral direction that is a direction intersecting the traveling direction of the preceding vehicle 100 is used. In general, when a vehicle turns left at an intersection, it is considered that the position of the vehicle in the lateral direction changes to the left before entering the intersection. Considering this point, the left turn probability P2 may be calculated using the lateral movement amount of the preceding vehicle 100.

  -In above-mentioned embodiment, although ECU10 acquired the operation history by inter-vehicle communication with the own vehicle 50 and the preceding vehicle 100, you may acquire an operation history by communication with the own vehicle 50 and the road system 200, for example. . In this case, the road system 200 is communicable with each vehicle traveling on the road, and sequentially acquires the operation results of the direction indicator at a point where each vehicle can turn right and left, and stores it in a memory (storage unit). It has become. Then, when detecting the preceding vehicle 100, the ECU 10 transmits the vehicle number of the preceding vehicle 100 recognized based on the captured image to the road system 200. Then, the operation results of the preceding vehicle 100 are collated from the operation results of each vehicle accumulated in the road system 200, and the operation results are acquired by the ECU 10 as history information. In the above configuration, it is considered that the history information of the preceding vehicle 100 can be acquired stably.

  In the above embodiment, the operation timings of the alarm device 31 and the brake device 32 are both changed to the earlier side, but only one of them may be changed to the earlier side, for example, only the operation timing of the alarm device 31 It may be changed to the side that speeds up.

(Second Embodiment)
In the said 1st Embodiment, it was set as the structure which calculates the left turn probability P2 based on the information (history information) regarding the preceding vehicle 100. FIG. On the other hand, in 2nd Embodiment, it is set as the structure which calculates the left turn probability P2 based on the road form of an intersection.

  The road form is considered to vary depending on the intersection. For example, in FIG. 6, when the host vehicle 50 goes straight through the intersections Q and R in the direction of the arrow, the road L1 is orthogonal to the traveling path of the host vehicle 50 at the intersection Q, whereas the host vehicle 50 The road L2 is not orthogonal to the travel path. Here, comparing the case where the vehicle turns left at the intersection R and the case where the vehicle turns left at the intersection Q, the turning angle of the vehicle becomes smaller when turning left at the intersection R. Therefore, the number of vehicles which do not operate the direction indicator. Will increase.

  Therefore, the ECU 10 acquires the road form of the intersection ahead of the host vehicle 50, and calculates the left turn probability P2 based on the road form. The road form of the intersection is acquired based on the map information of the navigation device 23, for example.

  The operation condition setting process of the safety devices 31 and 32 implemented in the second embodiment will be described with reference to the flowchart of FIG. This process is repeatedly performed at a predetermined cycle by the ECU 10 in place of the above-described FIG. In FIG. 7, the same steps as those in FIG.

  In FIG. 7, when it is determined that the preceding vehicle 100 is detected in front of the host vehicle 50 and the intersection is recognized (when both steps S11 and S12 are YES), the process proceeds to step S31. In step S31, the road form of the intersection recognized in step S12 is acquired. For example, the intersection angle θ is acquired as the road form. The intersection angle θ is, for example, an angle (for example, θq, θr in FIG. 6) corresponding to the turning angle of the host vehicle 50 when the host vehicle 50 turns left at the intersection.

  In subsequent step S14, when it is determined that the direction indicator of the preceding vehicle 100 is not operating (step S14: NO), the process proceeds to step S32. In step S32, a left turn probability P2 is calculated based on the road form. The left turn probability P2 is acquired based on, for example, a correlation map between the intersection angle θ and the left turn probability P2 as shown in FIG. In FIG. 8, when the intersection angle θ is larger than a predetermined value A (for example, a value smaller than 90 °), the left turn probability P2 is constant. On the other hand, when the intersection angle θ is smaller than the predetermined value A, that is, when the intersection angle θ is an acute angle, the left turn probability P2 is acquired as a value that increases as the intersection angle θ decreases. In this case, the smaller the crossing angle θ, the smaller the vehicle turning angle (the amount by which the steering device is operated), and therefore the probability that the driver makes a left turn without operating the direction indicator is considered high.

  In step S19, it is determined whether or not the calculated left turn probability P2 is larger than a predetermined threshold Th, and the operation timing of the safety devices 31 and 32 is set based on the determination result (S21 and S22).

  Depending on the road form, it can be considered that there is a difference in the tendency of whether or not to operate the direction indicator in the vehicle. For example, if the road is not orthogonal at an intersection that is a right-left turn point and the road intersects at an acute angle, it is considered that the number of vehicles that do not emit a direction indicator at that point increases. In consideration of this point, in the above configuration, the left turn probability P2 is calculated based on the intersection angle θ at the intersection as the road form. A left turn determination can be made.

(Modification of the second embodiment)
In the second embodiment, the left turn probability P2 is calculated using the intersection angle θ at the intersection as the road form. However, the left turn probability P2 may be calculated using another parameter related to the road form. . For example, the left turn probability P2 may be calculated on a branch road such as a Y-shape.

(Modification)
-In step S21 of FIG.5 and FIG.7 of the said embodiment, you may set to the side which accelerates | stimulates an operation timing according to the left turn probability P2. In this case, for example, the higher the left turn probability P2, the faster the operation timing is set.

  In step S21 of FIG. 5 and FIG. 7 of the above embodiment, the operation timing of the safety devices 31 and 32 is set to be advanced, but this is changed and the operation timing of the safety devices 31 and 32 is delayed. It may be set. In this case, for example, the normal operation timing TTC1 of the alarm device 31 is changed to a side to be reduced, and the normal operation timing TTC2 of the brake device 32 is changed to a side to be reduced. That is, the operating condition is changed to the side where the safety device is less likely to be operated.

  Here, even if the preceding vehicle 100 does not operate the direction indicator 120, for example, when the preceding vehicle 100 moves laterally to the right in the traveling direction or to the left in the traveling direction while decelerating, the driver of the host vehicle 100 It is thought that it can grasp the right and left turn of. In such a case, it is conceivable that the own vehicle 50 goes straight through the intersection while overtaking the preceding vehicle 100, and the driver feels bothered if the safety device is activated at that time. Therefore, the troublesomeness of the driver is reduced by changing the operating conditions of the safety devices 31 and 32 to the stricter side.

  In such a configuration, the operation timing may be set to be delayed in accordance with the left turn probability P2 in step S21. In this case, for example, the higher the left turn probability P2, the slower the operation timing is set.

  10 ... ECU, 31 ... alarm device, 32 ... brake device, 50 ... own vehicle, 100 ... preceding vehicle.

Claims (9)

A vehicle control device (10) mounted on the host vehicle (50) and operating a safety device (31, 32) on a preceding vehicle (100) ahead of the host vehicle based on a predetermined operating condition,
A recognition unit for recognizing a point where the vehicle can turn right and left in front of the vehicle;
An acquisition unit that acquires a ratio parameter indicating a rate at which the preceding vehicle turns without operating a direction indicator at the point when the right and left turnable points are recognized by the recognition unit;
A determination unit that determines whether the preceding vehicle makes a right or left turn based on the ratio parameter;
A setting unit for setting the predetermined operating condition of the safety device based on a determination result by the determination unit;
A vehicle control device comprising:   The vehicle control apparatus according to claim 1, wherein the acquisition unit acquires the ratio parameter as a parameter based on history information indicating an operation history of a direction indicator at the time of turning right or left for the preceding vehicle. The acquisition unit acquires the ratio parameter as a larger value when the operation rate of the direction indicator at the time of turning left and right obtained from the operation history is smaller than a predetermined value, compared to a case where the operation rate is larger than the predetermined value,
The vehicle control device according to claim 2, wherein the determination unit determines that the preceding vehicle turns right or left when the ratio parameter is larger than a predetermined threshold. The recognizing unit recognizes an intersection in front of the host vehicle as a point where the right or left turn is possible,
The vehicle control device according to claim 2 or 3, wherein the history information is information indicating an operation history of a direction indicator at the time of a right or left turn at an intersection recognized by the recognition unit.   5. The acquisition unit acquires the ratio parameter as a parameter based on the history information and a traveling direction ratio indicating a ratio of straight ahead, right turn, and left turn of the preceding vehicle at the intersection recognized by the recognition unit. The vehicle control device described in 1. Applied to the road system (200) that sequentially acquires the operation results of the direction indicator of each vehicle at the point where the vehicle can turn right and left for each vehicle traveling on the road and stores it in the storage unit
The vehicle control device according to claim 2, wherein the acquisition unit acquires the history information about the preceding vehicle from the operation results of each vehicle stored in the storage unit. The recognizing unit recognizes an intersection in front of the host vehicle as a point where the right or left turn is possible,
For each intersection, a ratio acquisition unit that acquires a vehicle ratio indicating a ratio of straight travel, left turn, and right turn of the vehicle passing through the intersection,
Whether the preceding vehicle makes a right or left turn based on a parameter based on the vehicle ratio at the intersection recognized by the recognition unit instead of the ratio parameter when the history information is not acquired. The vehicle control device according to any one of claims 2 to 6, wherein:   The vehicle control device according to claim 1, wherein the acquisition unit acquires the ratio parameter as a parameter based on a road form at a point where a right or left turn recognized by the recognition unit is possible. The recognizing unit recognizes an intersection in front of the host vehicle as a point where the right or left turn is possible,
The said setting part is set to the side which loosens the said predetermined operating condition of the said safety device, when the said determination part determines with the said preceding vehicle turning right and left at the said intersection. The vehicle control device according to item.

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