DRIVING ASSISTANCE DEVICE

Abstract

A driving assistance device includes a blind spot recognition unit that recognizes a blind spot of a driver; a mobile object information setting unit that sets mobile object information; a speed zone computation unit that computes a speed zone of the host vehicle; a brake avoidance condition computation unit that computes at least one condition of a brake avoidance condition so that the host vehicle can avoid contact with the mobile object using a brake of the host vehicle and a brake avoidance condition so that the mobile object can avoid contact with the host vehicle using a brake of the mobile object; a speed zone correction unit that corrects the speed zone, based on the brake avoidance condition computed by the brake avoidance condition computation unit; and a target speed computation unit that computes a target speed of the host vehicle based on the speed zone.

Description

TECHNICAL FIELD

The present invention relates to a driving assistance device.

BACKGROUND ART

As a driving assistance device of the related art, the device has been known that performs driving assistance in consideration of an object appearing suddenly from a blind spot, when entering an intersection or the like. For example, the driving assistance device described in Patent Literature 1 predicts a course of a host vehicle, recognizes a blind spot of a driver in a progressing direction of the host vehicle, predicts an object having a possibility of appearing suddenly from the blind spot, detects a range in which the object can move, determines that there is a possibility of the collision when the range and a predicted path of the host vehicle overlap each other, and performs the driving assistance so as to avoid the collision.

CITATION LIST

Patent Literature

• [Patent Literature 1] Japanese Unexamined Patent Application Publication No. 2006-260217

SUMMARY OF INVENTION

Technical Problem

However, a driving assistance device of the related art performs driving assistance, using a course prediction result of a host vehicle. Thus, the driving assistance device of the related art determines whether or not a collision will occur when travelling according to a predicted course of the present situation, thereby avoiding the collision. But the driving assistance device cannot compute the amount of speed decrease that is required for collision avoidance, the amount of avoidance that is required, or the like. In addition, a collision determination of the driving assistance device of the related art depends on the prediction accuracy of a future position of the host vehicle. Thus, in a case where the prediction accuracy is low (for example, while the host vehicle is accelerated, decelerated, or being steered), there is a possibility that accuracy of the collision determination will be low. In this case, the driving assistance device of the related art performs unnecessary driving assistance, or does not perform the driving assistance at the necessary timing, and thus there is a possibility of giving a sense of discomfort to a driver.

The present invention is made to solve the above described problems, and an object of the invention is to provide a driving assistance device that performs appropriate driving assistance and can reliably ensure safety.

Solution to Problem

A driving assistance device includes a blind spot recognition unit that recognizes a blind spot of a driver in a progressing direction of a host vehicle; a mobile object information setting unit that sets mobile object information including at least an assumed speed of a mobile object, as information on the mobile object having a possibility of appearing suddenly from the blind spot; a speed zone computation unit that computes a speed zone of the host vehicle having a possibility that the host vehicle will come into contact with the mobile object when progressing in the progressing direction, based on the mobile object information set by the mobile object information setting unit; a brake avoidance condition computation unit that computes at least one condition of a brake avoidance condition so that the host vehicle can avoid contact with the mobile object using the brake of the host vehicle and a brake avoidance condition so that the mobile object can avoid contact with the host vehicle using the brake of the mobile object; a speed zone correction unit that corrects the speed zone, based on the brake avoidance condition computed by the brake avoidance condition computation unit; and a target speed computation unit that computes a target speed of the host vehicle based on the speed zone.

In the driving assistance device, the mobile object information setting unit predicts the mobile object having a possibility of appearing suddenly from the blind spot, and sets the mobile object information on the mobile object. In addition, the speed zone computation unit can compute the travel speed of the host vehicle having a possibility of the collision with the mobile object, based on the assumed speed of the mobile object predicted to rush out of the blind spot. Subsequently, the speed zone computation unit can compute the speed zone having a possibility that the host vehicle will come into contact with the mobile object, as the speed zone of the host vehicle. The target speed computation unit computes the target speed, based on the computed speed zone. By doing so, the driving assistance device does not compare the assumed mobile object with the course prediction result of the host vehicle, computes the speed zone having a possibility of contacting the mobile object, and computes the target speed based on the computation. In this way, the driving assistance device can perform the control based on the specific target speed which is a speed appropriate to travel, and thus the driving assistance with a high level of safety can be ensured to be performed. In addition, the driving assistance according to the driving assistance device is not influenced by the accuracy of the course prediction of the host vehicle, and thus an appropriate driving assistance can be performed. The driving assistance device performs the appropriate driving assistance and can reliably ensure safety.

Further, the brake avoidance condition computation unit can compute at least one condition of a brake avoidance condition so that the host vehicle can avoid contact with the mobile object using the brake of the host vehicle and a brake avoidance condition so that the mobile object can avoid contact with the host vehicle using the brake of the mobile object. In addition, the speed zone correction unit can correct the speed zone based on the brake avoidance condition computed by the brake avoidance condition computation unit. In this way, when the contact can be avoided by using the brake in consideration of the conditions such that the avoidance can be done by the brake of the host vehicle or the mobile object, it is possible to prevent the driving assistance from being performed more than necessary. Thus, it is possible to ensure the safety, prevent the driver from feeling inconvenienced, and perform the driving assistance in line with the actual driving. As described above, the driving assistance device can perform appropriate driving assistance and reliably ensure safety.

In the driving assistance device, the speed zone correction unit may correct the speed zone by removing a zone satisfying the brake avoidance condition from the speed zone. Thus, the correction of the speed zone can be performed easily.

In the driving assistance device, the brake avoidance condition computation unit may compute the brake avoidance condition of the mobile object, based on the surrounding environment of the blind spot. In this way, in consideration of the surrounding environment of the blind spot, the driving assistance device can perform the driving assistance more appropriate for the driver's sense.

Advantageous Effects of Invention

According to the present invention, appropriate driving assistance is performed and safety can be reliably ensured.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1 is a block configuration diagram of a driving assistance device according to an embodiment.

FIG. 2 is a diagram illustrating an example of a state shortly before a host vehicle enters an intersection.

FIG. 3 is a flowchart illustrating a processing content in a driving assistance device.

FIG. 4 is a model diagram by which a speed zone computation unit computes a condition A.

FIG. 5 is a model diagram by which a speed zone computation unit computes a condition B.

FIG. 6 is a model diagram by which a speed zone computation unit computes a condition C.

FIG. 7 is a model diagram by which a speed zone computation unit computes a condition D.

FIG. 8 is a graph illustrating a danger zone.

FIG. 9 is a diagram for explaining a side space.

FIG. 10 is an example of a map illustrating a relationship between speed at a blind spot entry point and a lateral position of a vehicle.

FIG. 11 is a diagram illustrating an example of factors to be considered when a mobile object information setting unit sets mobile object information.

FIG. 12 is a diagram illustrating an example of a control pattern based on a computed danger direction and a driver's viewing direction.

FIG. 13 is a graph illustrating a corrected danger zone.

FIG. 14 is a diagram illustrating a relationship between response delay time and an acceleration rate.

DESCRIPTION OF EMBODIMENTS

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

FIG. 1 is a block configuration diagram of the driving assistance device according to the embodiment. FIG. 2 is a diagram illustrating an example of a state shortly before a host vehicle SM enters an intersection. At the intersection illustrated in FIG. 2, a traffic lane on which the host vehicle SM travels is denoted by LD1 and a traffic lane which intersects with the traffic lane LD1 is denoted by LD2. In FIG. 2, it is assumed that the traffic lane LD1 on which the host vehicle SM travels is a priority traffic lane. It is assumed that a structure such as a wall, a fence or a building is provided at least on both sides of the traffic lane LD1. In such an intersection, as illustrated in FIG. 1, a blind spot DE1 is formed on the right side of the host vehicle SM, and a blind spot DE2 is formed on the left side of the host vehicle SM. A view of a driver DP in the host vehicle SM is blocked in a corner P1 on the right side and a corner P2 on the left side. Thus, the blind spot DE1 on the right side is formed in an area on the right side rather than a sight line SL1 passing through the corner P1 on the right side. The blind spot DE2 on the left side is formed in an area on the left side rather than a sight line SL2 passing through the corner P2 on the left side. The driving assistance device 1 performs driving assistance of the host vehicle SM so as to be able to reliably avoid a collision, even though a mobile object rushes out of the blind spots DE1 and DE2. In addition, in the present embodiment, it will be described that other vehicles RM and LM are assumed as the movable bodies which may rush out of the blind spots DE1 and DE2.

As illustrated in FIG. 1, the driving assistance device 1 includes an electronic control unit (ECU) 2, a vehicle exterior information acquisition unit 3, a vehicle interior information acquisition unit 4, a navigation system 6, an information storage unit 7, a display unit 8, a voice generation unit 9, and a travel assistance unit 11.

The vehicle exterior information acquisition unit 3 functions to acquire information on the exterior of the vicinity of the host vehicle SM. Specifically, the vehicle exterior information acquisition unit 3 functions to acquire various information on a structure forming a blind spot around the host vehicle SM, a moving object such as the vehicle, a pedestrian, or a bicycle, a white line or a stop line around the intersection, or the like. For, example, the vehicle exterior information acquisition unit 3 is configured by a camera acquiring an image around the host vehicle SM, a millimeter wave radar, a laser radar, or the like. For example, the vehicle exterior information acquisition unit 3 can detect objects such as the structures on both sides of the traffic lane or the vehicle, by detecting edges that exist around the vehicle using the radar. In addition, for example, the vehicle exterior information acquisition unit 3 can detect the white line around the host vehicle SM, the pedestrian or the bicycle using the image captured by the camera. The vehicle exterior information acquisition unit 3 outputs the acquired vehicle exterior information to the ECU 2.

The vehicle interior information acquisition unit 4 functions to acquire information on the interior of the host vehicle SM. Specifically, the vehicle interior information acquisition unit 4 can detect the position of the driver DP in the host vehicle SM, the direction of the head, the direction of the sight line, or the like. For example, the vehicle interior information acquisition unit 4 is configured by a camera which is provided around the driver's seat and captures the driver DP, or the like. The vehicle interior information acquisition unit 4 outputs the acquired vehicle interior information to the ECU 2.

The navigation system 6 includes various information such as map information, road information or traffic information. The navigation system 6 outputs predetermined information to the ECU 2 at the required timing. The information storage unit 7 functions to store various information, for example, can store past driving information of the driver DP. The information storage unit 7 outputs the predetermined information to the ECU 2 at the required timing.

The display unit 8, the voice generation unit 9, and the travel assistance unit 11 function to assist the driving of the driver DP according to a control signal output from the ECU 2. For example, the display unit 8 is configured by a monitor, a head-up display or the like, and functions to display information for driving assistance. The voice generation unit 9 is configured by a speaker, a buzzer or the like, and functions to generate a voice or a buzzer sound for the driving assistance. The travel assistance unit 11 is configured to have a braking device, a driving device and a steering device, and functions to decelerate to a target speed or functions to move to a target position.

The ECU 2 is an electronic control unit which performs a control of the entire driving assistance device 1, for example, configures a CPU as a main body, and includes a ROM, a RAM, an input signal circuit, an output signal circuit, a power supply circuit or the like. The ECU 2 includes a blind spot recognition unit 21, a mobile object information setting unit 22, a speed zone computation unit 23, a target speed computation unit 24, a target lateral position computation unit 25, a traffic information acquisition unit 26, an experience information acquisition unit 27, an object information acquisition unit 28, a viewing direction detection unit 29 and a driving assistance control unit 31.

In addition, the ECU2 includes a brake avoidance condition computation unit 36 and a correction unit 37.

The blind spot recognition unit 21 functions to recognize a blind spot of the driver DP in the progressing direction of the host vehicle SM. The blind spot recognition unit 21 acquires the position of the host vehicle SM, the driver DP, the position of the intersection (and the structure forming the blind spot) of the traffic lanes LD 1 and LD2 or the like from the various information acquired by the vehicle exterior information acquisition unit 3 and the vehicle interior information acquisition unit 4, and can recognize the blind spot from a positional relationship to one another. In the example of FIG. 2, since the position of the host vehicle SM in the traffic lane LD1 and the position of the driver DP within the host vehicle SM are already known, the blind spot recognition unit 21 can recognize the blind spots DE1 and DE2 based on a positional relationship between the driver DP and corners P1 and P2.

The mobile object information setting unit 22 functions to set mobile object information on a mobile object which may rush out of the blind spot. For example, the mobile object information includes the information on an assumed speed of the mobile object, an assumed position and an assumed size. In the example of FIG. 2, the mobile object information setting unit 22 predicts that the other vehicle RM may rush out of the blind spot DE1 on the right side and that the other vehicle LM may rush out of the blind spot DE2 on the left side, as the movable bodies. Such other vehicles RM and LM are vehicles that are not actually detected, but are assumed to rush out. The mobile object information setting unit 22 sets the assumed speed, the assumed position and size of such other vehicles RM and LM. A setting method of such mobile object information is not specifically limited, but the detailed example will be described later.

The speed zone computation unit 23 has a possibility that the host vehicle SM will come into contact with the mobile object when progressing in the progressing direction, and functions to compute the speed zone of the host vehicle SM, based on the mobile object information set by the mobile object information setting unit 22. The speed zone is determined by a relationship between the speed of the host vehicle SM and the distance of the host vehicle SM with respect to a reference position in a place forming the blind spot. Specifically, as illustrated in FIG. 8, the speed zone computation unit 23 computes to obtain a danger zone DZ as the speed zone with a high possibility that the host vehicle SM will collide with the other vehicle which rushes out, with respect to a coordinate in which the vertical axis is denoted by the speed V of the host vehicle SM and the horizontal axis is denoted by the distance L to a blind spot entry point of the host vehicle SM. When the driver is driving at a speed and a position (distance to the blind spot entry point) that makes the host vehicle SM enter the danger zone DZ, the host vehicle SM has a high possibility of the collision with the related other vehicle at the intersection, when the other vehicle suddenly rushes out of the blind spot. A method of computing the danger zone DZ will be described later. In addition, the blind spot entry point which becomes “L=0” in a graph of the danger zone DZ is a reference position which is arbitrarily set with respect to the blind spot. In other words, the blind spot entry point is a reference position which is set to the place (intersection) forming the blind spot, so as to specify the distance between the blind spot and the host vehicle SM. Since the reference position is set for the computation, the reference position may be set in any manner with respect to the intersection. The blind spot entry point which is set as the reference position with respect to the present embodiment is a boundary position between a position where a possibility of contacting the host vehicle SM is regarded to occur when the mobile object rushes out of the blind spot, and a position where the mobile object is not regarded to come into contact with the host vehicle SM even when the mobile object rushes out. In the example of FIG. 2, an edge of the host vehicle SM side of the traffic lane LD2, namely, a straight line portion which connects the corner P1 to the corner P2 is set as the blind spot entry point SDL. Such a reference position may be set in any manner, in accordance with a shape of the road in the intersection, an arrangement and a shape of the structure forming the blind spot, or the like.

The target speed computation unit 24 functions to compute a target speed of the host vehicle SM, based on the speed zone computed by the speed zone computation unit 23, namely, the danger zone DZ. The target speed computation unit 24 sets the target speed so as to avoid the danger zone DZ. The target speed computation unit 24 computes the speed at which the host vehicle does not enter the danger zone DZ and sets the computed speed as the target speed, when the host vehicle SM passes through the blind spot entry point SDL. A method of setting the target speed will be described later.

The target lateral position computation unit 25 functions to compute a target lateral position of the host vehicle SM, based on the speed zone computed by the speed zone computation unit 23, namely, the danger zone DZ. The target lateral position computation unit 25 computes a lateral position at which safety can be increased, and sets the computed lateral position as the target lateral position, when the host vehicle SM passes through the blind spot entry point SDL. A method of setting the target lateral position will be described later.

The traffic information acquisition unit 26 functions to acquire information on the road forming the blind spot, namely, the intersection that the host vehicle SM is about to enter. The traffic information acquisition unit 26 can acquire traffic information from the navigation system 6 or the information storage unit 7. For example, the traffic information includes an average traffic volume of the other side road, the number and frequency of past accidents, the number of pedestrians, and the like.

The experience information acquisition unit 27 functions to acquire past experience information of the driver DP. The experience information acquisition unit 27 acquires information from the information storage unit 7. For example, the experience information includes the number of times and frequency that the driver DP has ever passed through a target intersection, the time that has elapsed since the passage, or the like.

The object information acquisition unit 28 functions to acquire object information on behavior of an object present around the host vehicle SM. The object is not particularly limited to things that influence the mobile object in the traffic lane of the other side. For example, a preceding vehicle, an oncoming vehicle, a pedestrian, a motorcycle, a bicycle, or the like can be used as the object. The object information includes the information on a position, a size, a moving direction, a moving speed, or the like of the object described above. The object information acquisition unit 28 can acquire the object information from the vehicle exterior information acquisition unit 3.

The viewing direction detection unit 29 functions to detect a viewing direction of the driver DP. The viewing direction detection unit 29 acquires information from the vehicle interior information acquisition unit 4, and can detect a viewing direction from a sight line or a face orientation of the driver DP.

The driving assistance control unit 31 functions to control a driving assistance by transmitting control signals to the display unit 8, voice generation unit 9, and the travel assistance unit 11 based on various computation results. The driving assistance control unit 31 functions to perform the driving assistance, in such a manner that the host vehicle enters the intersection using the target speed or the target lateral position. The detailed assistance method will be described later. In addition, when the blind spots exist in a plurality of directions, the driving assistance control unit 31 functions to determine a danger direction with a high degree of danger, based on the shape of the speed zone (danger zone DZ) computed by the speed zone computation unit 23. In addition, the driving assistance control unit 31 functions to get the attention of the driver DP using the display unit 8 or the voice generation unit 9, so as to allow the driver DP to turn to the danger direction.

The brake avoidance condition computation unit 36 functions to compute a brake avoidance condition so that the host vehicle SM can avoid contact with the mobile object using the brake of the host vehicle SM and a brake avoidance condition so that the mobile object can avoid contact with the host vehicle SM using the brake of the mobile object. As illustrated in FIG. 13, the brake avoidance condition computation unit 36 sets a graph of brake avoidance limits NB and ND of the host vehicle with respect to a coordinate that the danger zone DZ is set to, and sets a speed zone lower than or equal to the brake avoidance limits NB and ND of the host vehicle as a range satisfying the brake avoidance condition of the host vehicle. The brake avoidance condition computation unit 36 sets a graph of brake avoidance limits NA and NC of the other vehicle with respect to the coordinate that the danger zone DZ is set to, and sets a speed zone higher than or equal to the brake avoidance limits NA and NC of the other vehicle as a range satisfying the brake avoidance condition of the other vehicle. In addition, the brake avoidance condition computation unit 36 functions to compute the brake avoidance condition of the other vehicle, based on the surrounding environment of the blind spot. A method of computing each of the brake avoidance limits NA, NB, NC and ND will be described later.

The correction unit 37 functions to correct the danger zone DZ based on the brake avoidance condition computed by the brake avoidance condition computation unit. The correction unit removes the zone satisfying the brake avoidance condition, from the danger zone DZ, and thus correcting the danger zone DZ.

Next, specific control processing of the driving assistance device 1 will be described with reference to FIGS. 2 to 14. In the present embodiment, processing content in the situation where host vehicle SM enters the intersection illustrated in FIG. 2 will be described. FIG. 3 is a flowchart illustrating the processing content in the driving assistance device 1. This processing is repeatedly performed at a constant period interval during the driving of the host vehicle.

As illustrated in FIG. 3, the blind spot recognition unit 21 of the ECU 2 recognizes the blind spot, based on the information from the vehicle exterior information acquisition unit 3 or the vehicle interior information acquisition unit 4 (step S100). The blind spot recognition unit 21 grasps the position of the host vehicle SM in the traffic lane LD1 and the position of the driver DP within the host vehicle SM, and grasps the position of the structure forming the blind spot in the progressing direction. The blind spot recognition unit 21 can recognize the blind spots DE1 and DE2, based on a positional relationship between the driver DP and the corners P1 and P2. In addition, in FIG. 2, the size of a vehicle width direction of the host vehicle SM is denoted by B, and the size of a longitudinal direction is denoted by A (the size of the host vehicle SM may be stored in advance). In the lateral position of the host vehicle SM, when a central line is used as a reference standard, a lateral interval on the left within the traffic lane LD1 is denoted by W₁ and a lateral interval on the right within the traffic lane LD1 is denoted by W₂. In addition, the distance between a front end of the host vehicle SM and the blind spot entry point SDL is denoted by L. The distance of a width direction between the position of the driver DP in the host vehicle SM and the central line of the host vehicle SM is denoted by B_D, and the distance of the longitudinal direction between the position of the driver DP in the host vehicle SM and the front end of the host vehicle is denoted by A_D. According to the position of the driver DP that is specified, the sight line SL1 which passes through the corner P1 on the right is specified and whereby the blind spot DE1 is specified, and the sight line SL2 which passes through the corner P2 on the left is specified and whereby the blind spot DE2 is specified. In addition, ranges of the blind spots DE1 and DE2 are changed by the position (L, W₁, W₂) of the host vehicle SM, but the blind spot recognition unit 21 can specify the ranges of the blind spots DE1 and DE2 using an immediate computation from the positional relationship between the driver DP and the corners P1 and P2.

The blind spot recognition unit 21 determines whether or not the distance (or the distance between the current position of the host vehicle SM and the blind spot entry point SDL) between the current position of the host vehicle SM and the blind spots DE1 and DE2 is less than or equal to a predetermined threshold value TL, based on the blind spot DE1 and DE2 recognized in step S100 (step S105). In step S105, if the distance is determined to be greater than the threshold value TL by the blind spot recognition unit 21, the processing illustrated in FIG. 3 is ended, and the processing is repeated again from step S100. The processing when the blind spots cannot be recognized in step S100 is also performed in the same manner as above. On the other hand, if the distance is determined to be less than the threshold value TL by the blind spot recognition unit 21, the processing proceeds to step S110.

The mobile object information setting unit 22 predicts a mobile object having a possibility of appearing suddenly from the blind spots DE1 and DE2, and sets the mobile object information on the mobile object (step S110). In FIG. 2, the mobile object information setting unit 22 predicts that the other vehicle RM has the possibility of appearing suddenly from the blind spot DE1 on the right and that the other vehicle LM has the possibility of appearing suddenly from the blind spot DE2 on the left. The mobile object information setting unit 22 sets the assumed speed, the assumed position, and the assumed size of such other vehicles RM and LM as the mobile object information. Here, the mobile object information setting unit 22 sets the assumed speed V_R of the other vehicle RM, the assumed size B_R of the vehicle width direction of the other vehicle RM, and the assumed size A_R of the longitudinal direction. The mobile object information setting unit 22 sets the assumed lateral position W_R of the other vehicle RM. In addition, such an assumed lateral position is a lateral interval on the left in the progressing direction at the time when the central line of the other vehicle RM is used as the reference standard. The mobile object information setting unit 22 sets the position where the mobile object rushes out of the fastest blind spot DE1 as the assumed position in the progressing direction of the other vehicle RM. In other words, the position where a corner P3 on the right front of the other vehicle RM is on the sight line SL1 is set as the assumed position. The mobile object information setting unit 22 sets the assumed speed V_L of the other vehicle LM, the assumed size B_L of the vehicle width direction of the other vehicle LM, and the assumed size A_L of the longitudinal direction. The mobile object information setting unit 22 sets the assumed lateral position W_L of the other vehicle LM. In addition, such an assumed lateral position is a lateral interval on the left in the progressing direction at the time when the central line of the other vehicle LM is used as the reference standard. The mobile object information setting unit 22 sets the position where the mobile object rushes out of the fastest blind spot DE2 as the assumed position in the progressing direction of the other vehicle LM. In other words, the position where a corner P4 on the left front of the other vehicle LM is on the sight line SL2 is set as the assumed position.

An assumption method of the assumed speed is not particularly limited. For example, in consideration of the traffic lane width of the traffic lane LD2 of the other side, or the like, a legal speed on the road may be set as the assumed speed, an average entry vehicle speed may be set as the assumed speed based on the past statistics, and the same speed as the host vehicle SM may be set as the assumed speed. An assumption method of the assumed position (assumed lateral position) is not particularly limited. For example, a central position of the travel lane may be set as the assumed position, an average entry vehicle position may be set as the assumed position based on the past statistics, and the same position as the host vehicle SM may be set as the assumed position. In addition, an assumption method of the assumed size of the other vehicle is not particularly limited as well. For example, data that is prepared as a general vehicle size in advance may be set as the assumed size, an average size of a general car may be set as the assumed size, and the same size as the host vehicle SM may be set as the assumed size.

In addition, the mobile object information setting unit 22 may set the mobile object information, based on a road shape (namely the intersection shape) forming the blind spots DE1 and DE2. For example, in a T-shaped intersection as illustrated in FIG. 11(a), the other vehicle only turns right or turns left, and thus the speed of the other vehicle is predicted to decelerate considerably compared with a case where the other vehicle heads in a straight line. In addition, in a crossroad, it is necessary to predict where the other vehicle rushes out of the left or the right, but in the T-shaped intersection, only appearing suddenly from one side of a traffic lane LD3 may be predicted. Thus, when the intersection to which the host vehicle enters is a T-shaped intersection, the mobile object information setting unit 22 can change the assumed speed or the assumed position of the other vehicle from the case of the crossroad and set accordingly. The driving assistance device 1 can perform the driving assistance with a higher accuracy by considering the road shape. In addition, the mobile object information setting unit 22 may acquire the information on the road shape by directly detecting with the vehicle exterior information acquisition unit 3, or may acquire the information on the road from the navigation system 6.

In addition, the mobile object information setting unit 22 may set the mobile object information, based on the ratio of the traffic lane width of the other vehicle side and the traffic lane of the host vehicle side. For example, when a priority road of the host vehicle side is a large road and the priority road of the other side is a small road, the vehicle on the other side hesitates to enter the intersection without decelerating. On the other hand, when the road of the host vehicle side is the same size as the road of the other side or the road of the other side is larger than that of the host vehicle side, the vehicle on the other side tends to enter the intersection without decelerating. Thus, the mobile object information setting unit 22 sets the assumed speed of the other vehicle by considering the ratio of the traffic lane width of the other vehicle side and the traffic lane width of the host vehicle side, based on the map as illustrated in FIG. 11(b). By considering the ratio of each traffic lane in this way, the driving assistance device 1 can perform the driving assistance which is more appropriate the driver's sense and an actual rushing-out speed of the mobile object.

In addition, the mobile object information setting unit 22 may set the mobile object information, based on the surrounding environment of the blind spots DE1 and DE2. In other words, the mobile object information setting unit 12 sets not only the shape of the intersection but also movement information of the other vehicle, based on the surrounding environment of the blind spots DE1 and DE2. For example, when there is a curve mirror at the intersection, it can be determined that the speed of the other vehicle is decreased. In addition, when the stop line in the traffic lane of the other vehicle on the other side is close to the intersection and the stop line is seen from the host vehicle, it can be determined that a deceleration point of the other vehicle is delayed. In this case, it can be determined that the deceleration is not performed if the other vehicle is not close to the intersection and eventually the intersection entry speed is increased. On the other hand, when the stop line in the traffic lane of the other vehicle on the other side is far from the intersection and the stop line is at a position not seen from the host vehicle, it can be determined that a deceleration point of the other vehicle is quick. In this case, it can be determined that the other vehicle performs the deceleration at an early stage and thus eventually the intersection entry speed is decreased. In addition, for example, when a white line such as a side strip extends on both sides of the traffic lane LD1 of the host vehicle side which is a priority traffic lane and the white line extends to even part of the traffic lane LD2 of the other side without interruption, the other vehicle on the other side tends to decelerate. As described above, the mobile object information setting unit 22 may set the mobile object information, based on the surrounding environment which is likely to influence the behavior of the other vehicle. In this way, by considering the surrounding environment of the blind spot, the driving assistance device 1 can perform the driving assistance which is more appropriate for the driver's sense.

In addition, the mobile object information setting unit 22 may set the mobile object information, based on the traffic information acquired by the traffic information acquisition unit 26. For example, since special attention is required at the intersection in which the average traffic volume of the other side road, the number and frequency of the past accidents or the like is high, there occurs necessity for strictly setting the mobile object information. In addition, at the intersection in which the number of pedestrians or the like is high, the speed of the other vehicle on the other side tends to be delayed. The mobile object information setting unit 22 may set the mobile object information by considering the influence of the traffic information as described above. By considering the traffic information which cannot be known only by the information around the blind spot, the driving assistance device 1 can perform valid driving assistance capable of reliably ensuring safety, when the host vehicle passes through a blind spot road with a really high degree of danger.

The mobile object information setting unit 22 may set the mobile object information, based on the experience information acquired by the experience information acquisition unit 27. For example, when the number of times and frequency that the driver DP has ever passed through the target intersection are low, the mobile object information is strictly set in order to give the driver DP attention. In addition, when a long period of time has elapsed after the host vehicle passed through the intersection, the mobile object information is strictly set. The mobile object information setting unit 22 may set the mobile object information in consideration of the influence of the above-described experience information. By using the past experience information of the driver in this way, the driving assistance device 1 can perform the driving assistance which is appropriate to the driver's experience.

In addition, the mobile object information may be set based on the object information acquired by the object information acquisition unit 28. For example, when the object such as a preceding vehicle, an oncoming vehicle, a pedestrian, a motorcycle, or a bicycle enters (or entry can be predicted) the blind spot entry point a predetermined time earlier than the host vehicle SM, the other vehicle of the other side decelerates. The mobile object information setting unit 22 may set the mobile object information in consideration of the behavior of a surrounding object. The behavior of the surrounding object of the host vehicle even influences speed or the like of the mobile object which rushes out. However, the driving assistance device 1 can perform more definite and more appropriate driving assistance, by considering such information.

Next, the speed zone computation unit 23 computes the danger zone based on the mobile object information set in step S110 (step S120). Even though the mobile object rushes out of the blind spot, the speed zone computation unit 23 computes the danger zone by computing the condition that the host vehicle can pass through the intersection without the collision with the mobile object. Specifically, the speed zone computation unit 23 computes “condition A: the condition that the host vehicle SM can pass earlier than the other vehicle RM appearing suddenly from the blind spot DE1 on the right”, “condition B: the condition that the other vehicle RM can pass earlier than the other vehicle RM appearing suddenly from the blind spot DE1 on the right”, “condition C: the condition that the host vehicle SM can pass earlier than the other vehicle LM appearing suddenly from the blind spot DE2 on the left”, and “condition D: the condition that the other vehicle LM can pass earlier than the other vehicle LM appearing suddenly from the blind spot DE2 on the left”. Here, the speed V of the host vehicle SM which is a vertical axis of the coordinate in FIG. 8, and the distance L of the host vehicle SM to the blind spot entry point which is the horizontal axis of the coordinate of FIG. 8 are variables. In the below description, the host vehicle SM travels straight at a constant speed V, the other vehicle RM travels straight at a constant assumed speed V_R, and the speed and the lateral position are not changed on the way. In addition, in the below description, “front”, “rear”, “right”, and “left” based on the progressing direction of each vehicle.

<Condition A>

FIG. 4 is a model diagram for computing the condition A. In FIG. 4(a), a point PA is illustrated in which a right front corner of the other vehicle RM and the right rear corner of the host vehicle SM overlap each other. At this time, the position of the host vehicle SM is illustrated as SMA, the position of the other vehicle RM is illustrated as RMA. In FIG. 4(a), the distance that the host vehicle SM moves to the position SMA is (L+W_R+B_R/2+A). On the other hand, the distance that the other vehicle RM moves to the position RMA is illustrated as L_R.

Here, the distance L_R is an unknown quantity, but a right-angled triangle drawn from a positional relationship between the driver DP and the corner P1 and a right-angled triangle drawn from a positional relationship between the driver DP and the corner P3 are in a relationship similar to each other. Thus, the relationship of a formula (1A) is established from the dimensional relationship illustrated in FIG. 4(b). A formula (2A) is solved by developing the formula (1A), and thereby the distance L_R is represented by a formula (3A). If the time when the other vehicle RM reaches the position RMA is referred to as t_R—A, the time t_R—A is illustrated as a formula (4A) using the distance L_R. Here, under the condition A, when the other vehicle RM reaches the position RMA (when the time t_R—A elapsed), a moving distance of the host vehicle SM may be more than or equal to the moving distance to the position SMA. In other words, the speed V of the host vehicle SM may be more than or equal to the speed that the host vehicle SM reaches the position SMA after the time t_R—A has elapsed. As described above, when the speed V that satisfies the condition A is referred to as V_A, the speed V_A is represented by a formula (5A).

$\begin{array}{cc}L_R+\left(B\text{/}2-B_D\right)\text{:}W_2-B_D=L+A_D+W_R+B_R\text{/}2\text{:}L+A_D& \left(1A\right)\\ \left(L_R+B\text{/}2-B_D\right)\left(L+A_D\right)=\left(W_2-B_D\right)\left(L+A_D+W_R+B_R\text{/}2\right)& \left(2A\right)\\ L_R=\left\{\left(W_2-B_D\right)\left(L+A_D+W_R+B_R\text{/}2\right)-\left(B\text{/}2-B_D\right)\left(L+A_D\right)\right\}\text{/}\left(L+A_D\right)& \left(3A\right)\\ t_R\mathrm{\_A}=L_R\text{/}V_R& \left(4A\right)\\ V_A\ge \left(A+L+W_R+B_R\text{/}2\right)\text{/}t_R\mathrm{\_A}& \left(5A\right)\end{array}$

The speed zone computation unit 23 specifies a zone that satisfies the condition A in the coordinate illustrated in FIG. 8. Specifically, the speed zone computation unit 23 draws a graph A illustrating min (V_A) using the above-described formulas (3A), (4A), and (5A). The speed zone computation unit 23 specifies a speed zone more than or equal to min (V_A) as the zone that satisfies the condition A.

<Condition B>

FIG. 5 is a model diagram for computing the condition B. In FIG. 5(a), a point PB is illustrated in which a left rear corner of the other vehicle RM and the left front corner of the host vehicle SM overlap each other. At this time, the position of the host vehicle SM is illustrated as SMB, the position of the other vehicle RM is illustrated as RMB. In FIG. 5(a), the distance that the host vehicle SM moves to the position SMA is (L+W_R−B_R/2). On the other hand, the distance that the other vehicle RM moves to the position RMB is illustrated as L_R.

Here, the distance L_R is an unknown quantity, but a right-angled triangle drawn from a positional relationship between the driver DP and the corner P1 and a right-angled triangle drawn from a positional relationship between the driver DP and the corner P3 are in a relationship similar to each other. Thus, the relationship of a formula (1B) is established from the dimensional relationship illustrated in FIG. 5(b). A formula (2B) is figured out by developing the formula (1B), and thereby the distance L_R is represented by a formula (3B). If the time when the other vehicle RM reaches the position RMB is referred to as t_R—B, the time t_R—B is illustrated as a formula (4B) using the distance L_R. Here, under the condition B, when the other vehicle RM reaches the position RMB (when the time t_R—B elapsed), the moving distance of the host vehicle SM may be less than or equal to the moving distance to the position SMB. In other words, the speed V of the host vehicle SM may be less than or equal to the speed that the host vehicle reaches the position SMB after the time t_R—B has elapsed. As described above, when the speed V that satisfies the condition B is referred to as V_B, the speed V_B is represented by a formula (5B).

$\begin{array}{cc}{L}_R+\left(A_R+B\text{/}2+B_D\right)\text{:}W_2-B_D=L+A_D+W_R+B_R\text{/}2\text{:}L+A_D& \left(1B\right)\\ \left\{L_R-\left(A_R+B\text{/}2+B_D\right)\right\}\left(L+A_D\right)=\left(W_2-B_D\right)\left(L+A_D+W_R+B_R\text{/}2\right)& \left(2B\right)\\ L_R=\left\{\left(W_2-B_D\right)\left(L+A_D+W_R+B_R\text{/}2\right)+\left(A_R+B\text{/}2+B_D\right)\left(L+A_D\right)\right\}\text{/}\left(L+A_D\right)& \left(3B\right)\\ t_R\mathrm{\_B}=L_R\text{/}V_R& \left(4B\right)\\ V_B\le \left(L+\mathrm{WR}-B_R/2\right)\text{/}t_R\mathrm{\_B}& \left(5B\right)\end{array}$

The speed zone computation unit 23 specifies a zone that satisfies the condition B in the coordinate illustrated in FIG. 8. Specifically, the speed zone computation unit 23 draws a graph B illustrating max (V_B) using the above-described formulas (3B), (4B), and (5B). The speed zone computation unit 23 specifies a speed zone less than or equal to max (V_B) as the zone that satisfies the condition B.

<Condition C>

FIG. 6 is a model diagram for computing the condition C. In FIG. 6(a), a point PC is illustrated in which a left front corner of the other vehicle LM and the left rear corner of the host vehicle SM overlap each other. At this time, the position of the host vehicle SM is illustrated as SMC, the position of the other vehicle LM is illustrated as LMC. In FIG. 6(a), the distance that the host vehicle SM moves to the position SMC is (L+W_L+B_L/2+A). On the other hand, the distance that the other vehicle LM moves to the position LMC is illustrated as L_L.

Here, the distance L_L is an unknown quantity, but a right-angled triangle drawn from a positional relationship between the driver DP and the corner P2 and a right-angled triangle drawn from a positional relationship between the driver DP and the corner P4 are in a relationship similar to each other. Thus, the relationship of a formula (1C) is established from the dimensional relationship illustrated in FIG. 6(b). A formula (2C) is figured out by developing the formula (1C), and thereby the distance L_L is represented by a formula (3C). If the time when the other vehicle LM reaches the position LMC is referred to as t_L—C, the time t_L—C is illustrated as a formula (4C) using the distance L_L. Here, under the condition C, when the other vehicle LM reaches the position LMC (when the time t_L—C elapsed), the moving distance of the host vehicle SM may be more than or equal to the moving distance to the position SMC. In other words, the speed V of the host vehicle SM may be more than or equal to the speed that the host vehicle reaches the position SMC after the time t_L—C has elapsed. As described above, when the speed V that satisfies the condition C is referred to as V_C, the speed V_C is represented by a formula (5C).

$\begin{array}{cc}L_L+B\text{/}2+B_D\text{:}W_1-B_D=L+A_D+W_L+B_L\text{/}2\text{:}L+A_D& \left(1C\right)\\ \left(L_L+B\text{/}2+B_D\right)\left(L+A_D\right)=\left(W_1+B_D\right)\left(L+A_D+W_L+B_L\text{/}2\right)& \left(2C\right)\\ L_L=\left\{\left(W_1+B_D\right)\left(L+A_D+W_L+B_L\text{/}2\right)-\left(B\text{/}2+B_D\right)\left(L+A_D\right)\right\}\text{/}\left(L+A_D\right)& \left(3C\right)\\ t_L\mathrm{\_C}=L_L\text{/}V_L& \left(4C\right)\\ V_C\ge \left(A+L+W_L+B_L\text{/}2\right)\text{/}t_L\mathrm{\_C}& \left(5C\right)\end{array}$

The speed zone computation unit 23 specifies a zone that satisfies the condition C in the coordinate illustrated in FIG. 8. Specifically, the speed zone computation unit 23 draws a graph C illustrating min (V_C) using the above-described formulas (3C), (4C), and (5C). The speed zone computation unit 23 specifies a speed zone more than or equal to min (V_c) as the zone that satisfies the condition C.

<Condition D>

FIG. 7 is a model diagram for computing the condition D. In FIG. 7(a), a point PD is illustrated in which a right rear corner of the other vehicle LM and the right front corner of the host vehicle SM overlap each other. At this time, the position of the host vehicle SM is illustrated as SMD, the position of the other vehicle LM is illustrated as LMD. In FIG. 7(a), the distance that the host vehicle SM moves to the position SMD is (L+W_L−B_L/2). On the other hand, the distance that the other vehicle LM moves to the position LIVID is illustrated as L_L.

Here, the distance L_L is an unknown quantity, but a right-angled triangle drawn from a position relationship between the driver DP and the corner P2 and a right-angled triangle drawn from a position relationship between the driver DP and the corner P4 are in a relationship similar to each other. Thus, the relationship of a formula (1D) is established from the dimensional relationship illustrated in FIG. 7(b). A formula (2D) is figured out by developing the formula (1D), and thereby the distance L_L is represented by a formula (3D). If the time when the other vehicle LM reaches the position LMD is referred to as t_L—D, the time t_L—D is illustrated as a formula (4D) using the distance L_L. Here, under the condition D, when the other vehicle LM reaches the position LIVID (when the time t_L—D elapsed), the moving distance of the host vehicle SM may be less than or equal to the moving distance to the position SMD. In other words, the speed V of the host vehicle SM may be less than or equal to the speed that the host vehicle reaches the position SMD after the time t_L—D has elapsed. As described above, when the speed V that satisfies the condition D is referred to as V_D, the speed V_D is represented by a formula (5D).

$\begin{array}{cc}{L}_L-\left(A_L+B\text{/}2-B_D\right)\text{:}W_2+B_D=L+A_D+W_L+B_L\text{/}2\text{:}L+A_D& \left(1D\right)\\ \left\{L_L-\left(A_L+B\text{/}2-B_D\right)\right\}\left(L+A_D\right)=\left(W_1+B_D\right)\left(L+A_D+W_L+B_L\text{/}2\right)& \left(2D\right)\\ L_L=\left\{\left(W_1+B_D\right)\left(L+A_D+W_L+B_L\text{/}2\right)+\left(A_L+B\text{/}2-B_D\right)\left(L+A_D\right)\right\}\text{/}\left(L+A_D\right)& \left(3D\right)\\ t_L\mathrm{\_D}=L_L\text{/}V_L& \left(4D\right)\\ V_D\le \left(L+W_L-B_L/2\right)\text{/}t_L\mathrm{\_D}& \left(5D\right)\end{array}$

The speed zone computation unit 23 specifies a zone that satisfies the condition D in the coordinate illustrated in FIG. 8. Specifically, the speed zone computation unit 23 draws a graph D illustrating max (V_D) using the above-described formulas (3D), (4D), and (5D). The speed zone computation unit 23 specifies a speed zone less than or equal to max (V_D) as the zone that satisfies the condition D.

Based on the above-described computation, the speed zone computation unit 23 sets the speed zone of max (V_B,V_D)<V<min (V_A,V_C) as the danger zone DZ, as illustrated in FIG. 8. In addition, the graphs A to D are formed in curves in an actual computation, but the graphs A to D in FIG. 8 which are conceptual diagrams are illustrated as straight lines in order to facilitate the understanding.

Here, the danger zone will be described. When the host vehicle SM reaches a position of a predetermined distance L, it is assumed that the speed V of the host vehicle SM is in the danger zone DZ. In this state, when the other vehicles RM and LM rush out of the blind spots DE1 and DE2 at the next instant, if the host vehicle SM travels at a constant speed in a constant lateral position by the speed V, the host vehicle SM can come into contact with the other vehicles RM and LM. If the other vehicles RM and LM rush out, it causes the host vehicle SM to perform sudden braking or a sudden steering. In other words, when a speed condition of the host vehicle SM is in the danger zone DZ, and when the other vehicles RM and LM rush out of the blind spots DE1 and DE2 at the next instant, there is a possibility of the collision. Thus, it is preferred that the host vehicle SM travels by avoiding the danger zone DZ.

Specifically, as illustrated in FIG. 8, a case where the speeds of the host vehicle SM are V₁, V₂, and V₃ respectively at the time of a distance L_S will be described. The speed V₁ is faster than min (V_A,V_C), and thus even when the other vehicles RM and LM rush out at the next instance, the host vehicle SM can pass through the intersection earlier than other vehicles such as RM and LM. The speed V₂ is in the danger zone DZ, and thus when the other vehicles RM and LM rush out at the next instance, the host vehicle SM can come into contact with the other vehicles RM and LM (when the sudden braking or the sudden steering is not performed). The speed V₃ is slower than max (V_B,V_D), and thus even when the other vehicles RM and LM rush out at the next instance, the host vehicle SM can pass through the intersection after going past such other vehicles. However, when the host vehicle approaches the blind spot entry point by continuing to travel at the speed V₃ (when L is close to zero), the speed V₃ enters the danger zone DZ.

Next, the brake avoidance condition computation unit 36 computes the brake avoidance condition of the host vehicle SM (step S200). Specifically, the brake avoidance condition computation unit 36 computes “brake avoidance condition B: condition that the host vehicle SM can avoid contact with the other vehicle RM appearing suddenly from the blind spot DE1 on the right using the brake of the host vehicle SM”, and “brake avoidance condition D: condition that the host vehicle SM can avoid contact with the other vehicle LM appearing suddenly from the blind spot DE2 on the left using the brake of the host vehicle SM”. Here, the speed V of the host vehicle SM which is a vertical axis of the coordinate in FIGS. 8 and 13, and the distance L to the blind spot entry point of the host vehicle SM which is a horizontal axis are variables. In addition, the acceleration rate of the host vehicle SM at the time of braking is referred to as a_S(m/s²). The acceleration rate is a_S<0. In addition, the response delay time of the host vehicle SM is referred to as T_S(s). The response delay time T_S is time required until the brake is activated from the time when the other vehicle rushes out of the blind spot. A method of computing the acceleration rate a_S and the response delay time T_S is not particularly limited, and may set the past data, an average value or the like.

<Brake Avoidance Condition B>

A method of computing the brake avoidance condition B will be described with reference to FIG. 5. In FIG. 5(a), the distance that the host vehicle SM moves to the position SMB is (L+W_R−B_R/2). As illustrated in FIG. 14(a), the host vehicle SM continues to travel at the speed V during the reaction delay time T_S, at the time when travelling at the speed V until the host vehicle SM stops, and the host vehicle SM decelerates at the acceleration rate a_S during the time T_B when the brake is activated until the host vehicle SM stops. As a general formula, a relationship of v=v₀+at is established between speed v, initial speed v₀, acceleration rate a, and time t. Thus, a relationship that the host vehicle SM travelling at the speed V (corresponds to the initial speed) stops (speed=0) by decelerating at the acceleration rate a_S during the time T_B is expressed by a formula (6B). As a result, time T_B is expressed by a formula (7B). In addition, as a general formula, a relationship of x=v₀t+at²/2 is established between a travel distance x, the initial speed v₀, the acceleration rate a, and the time t. Here, the travel distance (L+W_R−B_R/2) until the host vehicle SM reaches the position SMB includes the travel distance V·T_S progressing according to a reaction delay. Thus, a condition that the host vehicle SM travelling at the speed V (corresponds to initial speed) decelerates at the acceleration rate a_S and then stops (speed=0) at the position SMB is expressed by a formula (8B). Relationship of (9B) and (10B) is derived from the formulas (8B) and (7B). Thus, a speed condition for satisfying the brake avoidance condition B is expressed by a formula (11B).

0=V+a_S·T_B  (6B)

T _B =−V/a _S  (7B)

(L+W_R−B_R/2)−V·T_S≧T_B+a_S·T_B²/2  (8B)

−V²/2a_S+V·T_S−(L+W_R−B_R/2)≦0  (9B)

V≧0  (10B)

0≦V≦[−T_S+sqrt{T_S²−2·(L+W_R−B_R/2)/a_S}]/(−1/a_S)  (11B)

The brake avoidance condition computation unit 36 specifies a zone satisfying the brake avoidance condition B in the coordinate illustrated in FIG. 13. Specifically, the brake avoidance condition computation unit 36 draws the graph of the brake avoidance limit NB, using the right side of the above described formula (11B). The brake avoidance condition computation unit 36 specifies the speed zone smaller than or equal to the brake avoidance limit NB as the zone satisfying the brake avoidance condition B.

<Brake Avoidance Condition D>

A method of computing the brake avoidance condition D will be described with reference to FIG. 7. In FIG. 7(a), the distance that the host vehicle SM moves to the position SMD is (L+W_L−B_L/2). As illustrated in FIG. 14(a), the host vehicle SM continues to travel at the speed V during the reaction delay time T_s, at the time when travelling at the speed V until the host vehicle SM stops, and the host vehicle SM decelerates at the acceleration rate a_s during the time T_D when the brake is activated until the host vehicle SM stops. As a general formula, a relationship of v=v₀+at is established between the speed v, the initial speed v₀, the acceleration rate a, and the time t. Thus, a relationship that the host vehicle SM travelling at the speed V (corresponds to the initial speed) stops (speed=0) by decelerating at the acceleration rate a_s during the time T_D is expressed by a formula (6D). As a result, the time T_D is expressed by a formula (7D). In addition, as a general formula, a relationship of x=v_ot+at²/2 is established between the travel distance x, the initial speed v_o, the acceleration rate a, and the time t. Here, the travel distance (L+W_L−B_L/2) until the host vehicle SM reaches the position SMD includes the travel distance V·T_S progressing according to the reaction delay. Thus, a condition that the host vehicle SM travelling at the speed V (corresponds to initial speed) decelerates at the acceleration rate a_s and then stops (speed=0) at the position SMD is expressed by a formula (8D). Relationship of (9D) and (10D) is derived from the formulas (8D) and (7D). Thus, a speed condition for satisfying the brake avoidance condition D is expressed by a formula (11D).

0=V+a_S·T_D  (6D)

T _D =−V/a _S  (7D)

(L+W_L−B_L/2)−V·T_S≧V·T_D+a_S·T_D²/2  (8D)

−V²/2a_S+V·T_S−(L+W_L−B_L/2)≦0  (9D)

V≧0  (10D)

0≦V≦[−T_S+sqrt{T_S²−2·(L+W_L−B_L/2)/a_S}]/(−1/a_s)  (11D)

The brake avoidance condition computation unit 36 specifies a zone satisfying the brake avoidance condition D in the coordinate illustrated in FIG. 13. Specifically, the brake avoidance condition computation unit 36 draws the graph of the brake avoidance limit ND, using the right side of the above described formula (11D). The brake avoidance condition computation unit 36 specifies the speed zone smaller than or equal to the brake avoidance limit ND as the zone satisfying the brake avoidance condition D.

Next, the brake avoidance condition computation unit 36 computes the brake avoidance conditions of the other vehicles RM and LM (step S210). Specifically, the brake avoidance condition computation unit 36 computes “brake avoidance condition A: condition that the host vehicle SM can avoid contact with the other vehicle RM appearing suddenly from the blind spot DE1 on the right using the brake of the other vehicle RM”, and “brake avoidance condition C: condition that the host vehicle SM can avoid contact with the other vehicle LM appearing suddenly from the blind spot DE2 on the left using the brake of the other vehicle LM”. Here, the distance L to the blind spot entry point of the host vehicle SM which is a horizontal axis of the coordinate in FIGS. 8 and 13 is a variable. In addition, the acceleration rate of the other vehicle RM at the time of braking is referred to as a_R(m/s²). The acceleration rate is a_R<0. In addition, the response delay time of the other vehicle RM is referred to as T_R(s). The response delay time T_R is time required until the brake is activated from the time when the other vehicle RM rushes out of the blind spot. In addition, the acceleration rate of the other vehicle LM at the time of braking is referred to as a_L(m/s²). The acceleration rate is a_L<0. In addition, the response delay time of the other vehicle LM is referred to as T_L(s). The response delay time T_L is time required until the brake is activated from the time when the other vehicle LM rushes out of the blind spot. A method of setting the acceleration rates a_R and a_L and the response delay time T_S and T₁, is not particularly limited, and may set the past data, an average value or the like. At this time, the acceleration rates a_R and a_L may be set based on the surrounding environment of the blind spots DE1 and DE2, in the same manner as performed when the mobile object information setting unit 22 sets the mobile object information.

<Brake Avoidance Condition A>

A method of computing the brake avoidance condition A will be described with reference to FIG. 4. In FIG. 4(a), the distance that the other vehicle RM moves to the position RMA is L_R. As illustrated in FIG. 14(b), the other vehicle RM continues to travel at the speed V_R during the reaction delay time T_R, at the time when travelling at the speed V_R until the other vehicle RM stops, and the other vehicle RM decelerates at the acceleration rate a_R during the time T_A when the brake is activated until the other vehicle RM stops. As a general formula, a relationship of v²−v₀²=2ax is established between the travel distance x, the speed v, the initial speed v₀, and the acceleration rate a. Here, the travel distance L_R until the other vehicle RM reaches the position RMA includes the travel distance V_R·T_R progressing according to the reaction delay. Thus, a condition that the other vehicle RM travelling at the speed V_R (corresponds to the initial speed) decelerates at the acceleration rate a_R and then stops (speed=0) at the position RMA is expressed by formulas (6A) and (7A). Here, in the formula (3A), L_R is a function which uses L as a variable. Thus, a formula “L=integer” is derived from a relationship with the formulas (7A) and (3A). When the distance to the blind spot entry point of the host vehicle SM is longer than a distance indicated by the integer of L, the contact is avoided by the brake of the other vehicle RM.

0²−V_R²=2·a_R·(L_R−V_R·T_R)  (6A)

L _R=(2·a_R·V_R·T_R−V_R²)/2·a_R  (7A)

The brake avoidance condition computation unit 36 specifies a zone satisfying the brake avoidance condition A in the coordinate illustrated in FIG. 13. Specifically, the brake avoidance condition computation unit 36 draws the graph of the brake avoidance limit NA, using the integer of L derived from the above described formulas (7A) and (3A). The brake avoidance condition computation unit 36 specifies the zone of the distance L greater than or equal to the brake avoidance limit NA as the zone satisfying the brake avoidance condition A.

<Brake Avoidance Condition C>

A method of computing the brake avoidance condition C will be described with reference to FIG. 6. In FIG. 6(a), the distance that the other vehicle LM moves to the position LMC is L_L. As illustrated in FIG. 14(b), the other vehicle LM continues to travel at the speed V_L during the reaction delay time T_L, at the time when travelling at the speed V_L until the other vehicle LM stops, and the other vehicle LM decelerates at the acceleration rate a_L during the time T_c when the brake is activated until the other vehicle LM stops. As a general formula, a relationship of v²−v₀²=2ax is established between the travel distance x, the speed v, the initial speed v_o, and the acceleration rate a. Here, the travel distance L_L until the other vehicle LM reaches the position LMC includes the travel distance V_L·T_L progressing according to the reaction delay. Thus, a condition that the other vehicle LM travelling at the speed V_L (corresponds to the initial speed) decelerates at the acceleration rate a_L and then stops (speed=0) at the position LMC is expressed by formulas (6C) and (7C). Here, in the formula (3C), L_L is a function which uses L as a variable. Thus, the formula “L=integer” is derived from a relationship with the formulas (7C) and (3C). When the distance to the blind spot entry point of the host vehicle SM is longer than the distance indicated by the integer of L, the contact is avoided by the brake of the other vehicle LM.

0²−V_L²=2·a_L(L_L−V_L·T_L)  (6C)

L _L=(2·a_L·V_L·T_L−V_L²)/2·a_L  (7C)

The brake avoidance condition computation unit 36 specifies a zone satisfying the brake avoidance condition C in the coordinate illustrated in FIG. 13. Specifically, the brake avoidance condition computation unit 36 draws the graph of the brake avoidance limit NC, using the integer of L derived from the above described formulas (7C) and (3C). The brake avoidance condition computation unit 36 specifies the zone of the distance L greater than or equal to the brake avoidance limit NC as the zone satisfying the brake avoidance condition C.

Next, the correction unit 37 corrects the danger zone DZ and sets the new danger zone DZ, based on the brake avoidance conditions A to D computed in steps S200 and S210 (step S220). In the danger zone DZ, the correction unit 37 removes a zone satisfying both the brake avoidance condition B and the brake avoidance condition D, and a zone satisfying both the brake avoidance condition A and the brake avoidance condition C. In the example illustrated in FIG. 13, specifically, the correction unit 37 removes a zone that the distance L is shorter than or equal to the brake avoidance limit NB and a zone that the distance L is longer than or equal to the brake avoidance limit NC, in the danger zone DZ, and thus sets the new danger zone DZ. Thus, the danger zone becomes narrow, and a zone that the target speed can be set becomes wide. Particularly, in L=0, the maximum value in the zone of the speed lower than that in the danger zone DZ becomes large. In other words, when the target speed is set so as to avoid the danger zone DZ, the value greater than the target speed with respect to the danger zone DZ prior to the correction can be set as the target speed. Thus, the target speed can be set in such a manner that safety is ensured and the driver does not feel any inconvenience with respect to the driving assistance.

Next, the target lateral position computation unit 25 computes the target lateral position of the host vehicle SM, based on the danger zone DZ (step S 130). As illustrated in FIG. 9, the road has a constant width, and a left side space W₁ and a right side space W₂ are different from each other in the lateral position of the host vehicle SM. For example, when the left side space W₁ is narrower than the right side space, the left blind spot DE2 is increased, and when the right side space W₂ is narrower than the left side space, the right blind spot DE1 is increased. In other words, the lateral position of the host vehicle SM influences safety. In step S130, the target lateral position computation unit 25 computes a target side space W_1target that can increase safety. The target side space W_1target is the target lateral position of the host vehicle SM at the blind spot entry point (L=0).

When the processing of step S130 is performed, the speed zone computation unit 23 computes the danger zone DZ with respect to the side spaces (W₁,W₂) of a plurality of patterns in advance and stores the computed danger zone as a map. In addition, since the speed zone computation unit 23 can specify the blind spots DE1 and DE2 using a computation, even under a positional condition different from the actual position of the host vehicle SM while computing, the danger zone DZ with respect to the side spaces (W₁,W₂) of the plurality of patterns can be computed.

An example of a map is illustrated in FIG. 10. This map extracts the speed at the blind spot entry point (L=0) in the danger zone DZ and is associated with each pattern of the side spaces (W₁,W₂). A in FIG. 10 shows a relationship between min (V_A) in L=0 and the side spaces (W₁,W₂). B in FIG. 10 shows a relationship between max (V_B) in L=0 and the side spaces (W₁,W₂). C in FIG. 10 shows a relationship between min (V_c) in L=0 and the side spaces (W₁,W₂). D in FIG. 10 shows a relationship between max (V_D) in L=0 and the side spaces (W₁,W₂). If the lateral position is deflected to the left (W₁ is small), the other vehicle LM from the left becomes difficult to see, and thus min (V_C) becomes large. If the lateral position is deflected to the right (W₂ is small), the other vehicle RM from the right becomes difficult to see, and thus min (V_A) becomes large. A lower limit value (a maximum value in the speed lower than that in the danger zone) of the danger zone in the map is predetermined by a smaller value of max (V_B) and max (V_D). In FIG. 10, max (V_B) is set as the lower limit value, even at any side spaces. An upper limit value (a minimum value in the speed higher than that in the danger zone) of the danger zone in the map is predetermined by a larger value of min (V_A) and min (V_C). In FIG. 10, the side spaces (W₁,W₂)=(4.5,1.5) are set as a boundary, whereby, min (V_C) is set as the upper limit value in a zone of a left deflection, and min (V_A) is set as the upper limit value in a zone of a right deflection.

The target lateral position computation unit 25 sets an optimal target lateral position, based on the map illustrated in FIG. 10. For example, the target lateral position computation unit 25 sets the side space when the lower limit value of the danger zone becomes the largest value, as the target side space W_1target. In FIG. 10, max (V_B) becomes the largest value, in the side spaces (W₁,W₂)=(4.5,1.5). Alternatively, the target lateral position computation unit 25 sets the side space when a difference between the lower limit value and the upper limit value becomes the smallest value, as the target side space W_1target. In FIG. 10, the difference between the upper limit value and the lower limit value becomes the smallest value, in the side spaces (W₁,W₂)=(2.5,3.5) which are the position where min (V_A) is intersected with min (V_C).

In addition, the target lateral position computation unit 25 may compute the target lateral position using the danger zone DZ such that the brake avoidance condition is considered, when computing the target lateral position. Alternatively, the target lateral position computation unit 25 computes the target lateral position with respect to the danger zone DZ before correction for the time being, and may perform the correction according to the brake avoidance condition with respect to the danger zone DZ corresponding to the target lateral position.

Next, the target speed computation unit 24 computes the target speed V_target of the host vehicle SM, based on the danger zone DZ corrected in step S220 (step S140). The target speed computation unit 24 sets the speed by which the danger zone DZ can be avoided as the target speed V_target, regardless of the distance L. In the danger zone DZ illustrated in FIG. 8, the target speed computation unit 24 sets the minimum value (maximum value in the speed lower than that in the danger zone) in the danger zone DZ, namely, smaller value of the values of max (V_B) and max (V_D) in L=0, as the target speed V_target. However, in the present embodiments, the correction of the danger zone DZ is performed in step S220. Thus, the target speed computation unit 24 sets the value, which is not the target speed V_target illustrated in FIG. 8 but the value higher than that, in L=0 in the brake avoidance limit NB in FIG. 13 as the target speed V_target. At this time, it may be lower than a speed range of the danger zone DZ in L=0, and a value smaller than the value in L=0 in the brake avoidance limit NB may be set as the target speed. In addition, when the target lateral position is set in step S130, the target speed computation unit 24 computes the target speed V_target using the danger zone DZ (accordingly, the correction according to the brake avoidance condition is also made) corresponding to the target lateral position.

Next, the driving assistance control unit 31 determines whether there is a necessity of the driving assistance, based on the target lateral position computed in step S130, the target speed computed in step S140, and the actual lateral position and speed of the host vehicle SM (step S150). Specifically, the driving assistance control unit 31 determines whether or not the current side space W_1now of the host vehicle SM is different from the target side space W_1target (the difference is larger than the threshold value). When the current side space is determined to be equal to the target side space, the driving assistance control unit 31 determines that the driving assistance for the lateral position adjustment is not required. When the current side space is determined to be different from the target side space, the driving assistance control unit 31 determines that the driving assistance for the lateral position adjustment is required. In addition, the driving assistance control unit 31 determines whether or not the current speed V_now of the host vehicle SM is higher than the target speed V_target. When the current speed V_now is determined to be lower than the target speed V_target, the driving assistance control unit 31 determines that the driving assistance for the speed adjustment is not required. When the current speed V_now is determined to be higher than the target speed V_target the driving assistance control unit 31 determines that the driving assistance for the speed adjustment is required. In step S150, when no driving assistance is determined to be required, the control processing illustrated in FIG. 3 is ended. On the other hand, when at least one processing is determined to be required, the processing proceeds to step S160. For example, since the speed V_now illustrated in FIG. 8 enters the danger zone DZ when the host vehicle approaches the blind spot entry point, the driving assistance is required.

The driving assistance control unit 31 performs the driving assistance for using the driving assistance for moving the host vehicle SM to the target lateral position and the speed of the host vehicle SM, as the target speed, based on a determination result in step S150 (step S160). For example, the driving assistance control unit 31 may decelerate to the target speed V_target forcibly by controlling the travel assistance unit 11. In addition, at this time, as illustrated in FIG. 8, even in a process that the speed V_now reaches the target speed V_target, it is preferred that a deceleration path avoiding the danger zone DZ is set. Alternatively, the driving assistance control unit 31 may send the driver DP a notification to the effect that the host vehicle decelerates to the target speed V_target, using the display unit 8 or the voice generation unit 9. The driving assistance control unit 31 may forcibly move the host vehicle SM to the target side space W_1target, by controlling the travel assistance unit 11. Alternatively, the driving assistance control unit 31 may send the driver DP a notification to the effect that the host vehicle moves to the target side space W_1target, using the display unit 8 or the voice generation unit 9. In addition, as the driving assistance regarding the speed and the lateral position, only one of a forcible driving assistance and a driving assistance by a notification may be performed, and both of those may be performed at the same time. In addition, only one of the driving assistance for the target speed V_target and the driving assistance for the target side space W_1target may be performed, both of those may be performed by shifting the timing, and both of those may be performed at the same time.

When the blind spots exists in a plurality of directions as described in the present embodiments, the driving assistance control unit 31 may determine the danger direction with the high degree of danger, based on the danger zone DZ. For example, as illustrated in the graph of FIG. 8, the lower limit value of the danger zone DZ is determined by min (V_B) according to the condition on the right. From this, we can see that a vehicle appearing suddenly from the right has a danger higher than a vehicle appearing suddenly from the left. In addition, according to a shape of the intersection or an entry aspect of the host vehicle SM, there is also a case where the vehicle appearing suddenly from the left has a high danger. So, the driving assistance control unit 31 determines the danger direction with a high degree of danger, and may call the attention to the driver DP so as to allow the driver to turn to the danger direction. For example, the driving assistance control unit 31 may increase an alarm sound on the right, increase display on the right in the display unit 8, or change color to an alert color.

In addition, the driving assistance control unit 31 may consider the viewing direction of the driver DP. The driving assistance control unit 31 acquires the detection result of the viewing direction detection unit 29, and determines whether or not the computed danger direction coincides with the driver's viewing direction. The driving assistance control unit 31 can weaken the driving assistance at the time when the driver turn to the danger direction and strengthen the driving assistance at the time when the driver does not turn to the danger direction, based on the determined result. For example, the driving assistance control unit 31 performs the control illustrated in FIG. 12. For example, a strong driving assistance is to increase the strength of the brake, or to make start timing of the driving assistance fast.

The processing of step S160 is ended, whereby the control processing illustrated in FIG. 3 is ended, and the processing starts again from step S100.

Next, an operation and advantages of the driving assistance device 1 according to the present embodiment will be described.

In the driving assistance device 1 according to the present embodiment, the mobile object information setting unit 22 predicts a mobile object with the possibility of appearing suddenly from the blind spot, and sets the mobile object information regarding the mobile object. In addition, the speed zone computation unit 23 can compute the travel speed of the host vehicle having a possibility of the collision with the mobile object, based on the assumed speed of the mobile object predicted to rush out of the blind spot. Then, the speed zone computation unit 23 can compute the speed zone (danger zone DZ) that has a possibility of contacting the mobile object. The target speed computation unit 24 computes the target speed, based on the computed speed zone. In this way, the driving assistance device 1 does not compare the mobile object which is assumed with a course prediction result of the host vehicle SM, computes the speed zone that has the possibility of contacting the mobile object, and computes the target speed based on the computation of the speed zone. In this way, the driving assistance device 1 can perform the control based on the specific target speed indicating which speed is better to travel, and thus perform the driving assistance to ensure a high level of safety. In addition, the driving assistance of the driving assistance device 1 is not influenced by the accuracy of the course prediction of the host vehicle, and thus the driving assistance device 1 can perform an appropriate driving assistance. As described above, the driving assistance device 1 performs the appropriate driving assistance, and can reliably ensure safety.

In addition, the driving assistance device 1 does not perform the driving assistance from when detecting that the mobile object actually rushes out of the blind spot, and can perform the driving assistance by predicting the mobile object (and assumed speed) regardless of the actual rushing. When the blind spot passes through the intersection, the driving assistance device 1 computes the target speed after predicting the danger to be assumed in advance, and thus can perform the driving assistance to reliably ensure safety, even when the mobile object actually rushes out of the blind spot.

The driving assistance device 1 includes the target lateral position computation unit 25 which computes the target lateral position of the host vehicle SM, based on the speed zone computed by the speed zone computation unit 23. The size of the blind spot is changed by the lateral position of the host vehicle SM, and thereby the degree of danger of contacting the mobile object is also changed. Thus, the driving assistance device 1 can perform the appropriate driving assistance in such a manner that the host vehicle SM can travel in a lateral position with a high level of safety, using the computation of the target lateral position performed by the target lateral position computation unit 25.

In the driving assistance device 1, the mobile object information setting unit 22 may set the mobile object information, based on the road shape forming the blind spot. The behavior of the mobile object having the possibility of appearing suddenly from the blind spot is influenced by the road shape. The driving assistance device 1 can perform the driving assistance with a higher accuracy, in consideration of the road shape.

In the driving assistance device 1, the mobile object information setting unit 22 may set the mobile object information, based on the ratio between a traffic lane width of the mobile object side and a traffic lane width of the host vehicle side. In this way, the driving assistance device 1 can perform the driving assistance which is more appropriate for the driver's sense and the actual rushing speed of the mobile object, in consideration of the ratio of the respective traffic lanes.

In the driving assistance device 1, the mobile object information setting unit 22 may set the mobile object information, based on the surrounding environment of the blind spot. In this way, in consideration of the surrounding environment of the blind spot, the driving assistance device 1 can perform the driving assistance which is more appropriate for the driver's sense.

The driving assistance device 1 includes the traffic information acquisition unit 26 which acquires the traffic information regarding the road configuring the blind spot. The mobile object information setting unit 22 may set the mobile object information, based on the traffic information acquired by traffic information acquisition unit 26. In this way, when passing through the blind spot road with a really high degree of danger, the driving assistance device 1 can perform a valid driving assistance that can reliably ensure safety, in consideration of the traffic information that cannot be known only by the information around the blind spot.

The driving assistance device 1 includes the experience information acquisition unit 27 which acquires the past experience information of the driver. The mobile object information setting unit 22 may set the mobile object information, based on the experience information acquired by the experience information acquisition unit 27. In this way, the driving assistance device 1 can perform the driving assistance which is appropriate to the driver's experience, by using the past experience information of the driver.

The driving assistance device 1 includes the object information acquisition unit 28 which acquires the object information regarding the behavior of the object present around the host vehicle. The mobile object information setting unit 22 may set the mobile object information, based on the object information acquired by the object information acquisition unit 28. The behavior of the object around the host vehicle also influences the speed of the mobile object which rushes out or the like, but the driving assistance device 1 can perform the driving assistance which is appropriate to a more actual situation, in consideration of such information.

The driving assistance device 1 includes the driving assistance control unit 31 which calls the driver's attention to a blind spot. When a blind spot exists in a plurality of directions, based on the shape of the speed zone computed by the speed zone computation unit 23, the driving assistance control unit 31 may determine the danger direction with a high degree of danger, and control calling attention so that the driver can turn to the danger direction. In this way, the driving assistance device 1 performs calling attention in such a manner that the driver can turn to the danger direction with the high degree of danger, and thus the effect of preventing danger can be increased.

The driving assistance device 1 includes the viewing direction detection unit 29 which detects the viewing direction of the driver. The driving assistance control unit 31 may control the calling attention, based on the danger direction and the viewing direction. In this way, the calling attention is controlled by considering the viewing direction of the driver, and thus hassle to the driver is decreased and a further effective driving assistance can be performed in a situation where the driving assistance is actually required.

Further, the brake avoidance condition computation unit 36 can compute the brake avoidance conditions B and D that the host vehicle SM can avoid contact with the other vehicles RM and LM using the brake of the host vehicle SM, and the brake avoidance conditions A and C so that the other vehicles RM and LM can avoid the touch of the host vehicle SM using the brakes of the other vehicles RM and LM. In addition, the correction unit 37 can correct the danger zone DZ, based on the brake avoidance conditions A to D computed by the brake avoidance condition computation unit 36. In this way, when the contact can be avoided by using the brake in consideration of the conditions that the avoidance can be done by the brake of the host vehicle SM or the other vehicles RM and LM, it is possible to prevent the driving assistance from being performed more than necessary. Thus, it is possible to ensure safety, prevent the driver from feeling any inconvenience, and perform the driving assistance in line with the actual driving. As described above, the driving assistance device 1 can perform an appropriate driving assistance and reliably ensure safety.

In the driving assistance device 1, the correction unit 37 may correct the danger zone DZ by removing the zone satisfying the brake avoidance conditions A to D, from danger zone DZ. Thus, it is possible to easily perform the correction of the danger zone DZ.

In the driving assistance device 1, the brake avoidance condition computation unit 36 may compute the brake avoidance conditions A and C of the other vehicles RM and LM, based on the surrounding environment of the blind spot. In this way, in consideration of the surrounding environment of the blind spot, the driving assistance device 1 can perform the driving assistance more appropriate for the driver's sense.

The present invention is not limited to the above-described embodiments.

For example, the other vehicle is exemplified as the mobile object, but the mobile object may be anything that can rush out of the blind spot, such as a two-wheeled vehicle. The mobile object information to be set is changed depending on the type of the mobile object.

In addition, in the above-described embodiments, since the mobile object information setting unit 22 sets the mobile object information, various factors are considered, but it is not required to consider all things, and either one or some of the factors may be considered.

In addition, in the above-described embodiments, the target speed only in L=0 is set as the target speed, but a plurality of target speeds may be set, while reaching L=0. For example, the target speed is set for every constant distance in the distance between the current position of the host vehicle SM and the blind spot entry point (L=0) (accordingly, as the host vehicle approaches the blind spot entry point, the target speed is gradually decreased), and a profile of the target speed between the current position and L=0 can be computed.

The brake avoidance condition computation unit 36 computes both the brake avoidance condition according to the brake of the host vehicle and the brake avoidance condition according to the brake of the other vehicle, but may compute just one of those. At this time, the correction unit 37 performs the correction of the danger zone DZ by considering the computed brake avoidance condition only. In addition, even when the brake avoidance condition computation unit 36 computes both the brake avoidance conditions of the host vehicle and the brake avoidance conditions of the other vehicles, the correction unit 37 may correct the danger zone DZ by considering only one of those according to a situation.

In the present embodiments, the danger zone DZ is set with respect to the host vehicle's distance L to the blind spot entry point without providing a special range, but may be set as being limited to a certain range such as “0≦L≦X1”. In addition, the danger zone DZ may be set with respect to a predetermined L only. For example, the danger zone DZ (namely, the target speed is set based on the speed zone only in L=0) only in the section of L=0 may be set. At this time, the danger zone DZ may be corrected by considering the brake avoidance condition only in L=0.

INDUSTRIAL APPLICABILITY

The present invention can be applied to a driving assistance device.

REFERENCE SIGNS LIST

1 . . . driving assistance device, 21 . . . blind spot recognition unit, 22 . . . mobile object information setting unit, 23 . . . speed zone computation unit, 24 . . . target speed computation unit, 25 . . . target lateral position computation unit, 26 . . . traffic information acquisition unit, 27 . . . object information acquisition unit, 29 . . . viewing direction detection unit, 31 . . . driving assistance control unit (calling attention control unit), 36 . . . brake avoidance condition computation unit, 37 . . . correction unit (speed zone correction unit), SM . . . host vehicle, RM, LM . . . other vehicle (mobile object), DP . . . driver

Claims

1. A driving assistance device comprising: a blind spot recognition unit that recognizes a blind spot of a driver in a progressing direction of a host vehicle;a mobile object information setting unit that sets mobile object information including at least an assumed speed of a mobile object, as information on the mobile object having a possibility of appearing suddenly from the blind spot;a speed zone computation unit that computes a speed zone of the host vehicle having a possibility that the host vehicle will come into contact with the mobile object when progressing in the progressing direction, based on the mobile object information set by the mobile object information setting unit;a brake avoidance condition computation unit that computes at least one condition of a brake avoidance condition that the host vehicle can avoid contact with the mobile object using a brake of the host vehicle and a brake avoidance condition that the mobile object can avoid contact with the host vehicle using a brake of the mobile object;a speed zone correction unit that corrects the speed zone based on the brake avoidance condition computed by the brake avoidance condition computation unit; anda target speed computation unit that computes a target speed of the host vehicle based on the speed zone,wherein the speed zone computation unit computes the speed zone by computing a condition that the mobile object can pass earlier than at least the host vehicle, based on the assumed speed of the mobile object.

2. The driving assistance device according to claim 1, wherein the speed zone correction unit corrects the speed zone by removing a zone satisfying the brake avoidance condition from the speed zone.

3. The driving assistance device according to claim 1, wherein the brake avoidance condition computation unit computes the brake avoidance condition of the mobile object, based on the surrounding environment of the blind spot.