JP5768335B2 - Driving support device for turning right of vehicle and driving support method for turning right - Google Patents

Description

  The present invention is a technique for supporting a driver's travel when a vehicle turns right at an intersection.

  As a driving support at the time of a right turn at an intersection, for example, there is a support device described in Patent Document 1. The support apparatus described in Patent Document 1 acquires pedestrian information regarding pedestrians on a pedestrian crossing as service information from the road side infrastructure, and displays the position of the pedestrian on the pedestrian crossing. In addition, when there is no right turn preceding vehicle and the pedestrian is present on the pedestrian crossing, the support device makes a voice announcement such as “pedestrian is crossing”.

JP 2004-326579 A (see paragraph 0036)

In the above-described support device, all pedestrians present on the pedestrian crossing are targeted, and a warning for alerting is given uniformly. In this case, since attention is also given to a pedestrian who is visually recognized by the driver of the host vehicle, the driver of the host vehicle may feel annoyed.
This invention is made paying attention to the above points, and it aims at making appropriate about the alerting with respect to the presence of the pedestrian who is located on the crosswalk of the right turn destination.

In order to solve the above-mentioned problem, the driving support for the right turn for the own vehicle of the present invention is visually recognized by the driver of the own vehicle among pedestrians crossing a pedestrian crossing located at the right turn of the own vehicle at the intersection. When a pedestrian existing outside the field of view estimated to be detected is detected, the driver is alerted. At this time, when the host vehicle turns right at the intersection, it is determined that the vehicle is located at an interference point position that may interfere with the oncoming straight vehicle or that the vehicle is located closer to the pedestrian crossing than the position of the interference point. From the above, processing for determining whether or not to alert the driver is executed.

  According to the present invention, even when there is a pedestrian crossing a pedestrian crossing located at the right turn of the host vehicle, alerting to a pedestrian estimated to be visually recognized by the driver is suppressed. The As a result, it is possible to make appropriate attention to the presence of a pedestrian on the pedestrian crossing at the right turn destination, and to reduce annoyance to the driver of the host vehicle.

It is a schematic block diagram of the right turn driving assistance system which concerns on embodiment based on this invention. It is a schematic block diagram of the infrastructure system which concerns on embodiment based on this invention. It is a figure which shows the coordinate state around the pedestrian crossing which concerns on embodiment based on this invention. 1 is a schematic configuration diagram of a vehicle right turn traveling support device according to an embodiment of the present invention. It is a figure explaining the process of the right turn driving | running | working assistance means for oncoming straight vehicles which concerns on embodiment based on this invention. It is a figure which shows the calculation method of the right turn required time Tr. It is a conceptual diagram of arrival required time Tg. It is a figure which illustrates fields, such as a visual field field and a attention required area. It is a figure which illustrates fields, such as a visual field field and a attention required area. It is a figure explaining the process of the right turn driving | running | working assistance means for pedestrians concerning embodiment based on this invention. It is a figure explaining the relationship between a pedestrian's state and alerting.

Embodiments of the present invention will be described below with reference to the drawings.
(Constitution)
FIG. 1 is a schematic configuration diagram of a right turn traveling support system.
FIG. 2 is a schematic configuration diagram of the infrastructure system.
The infrastructure system 10 is a system that is installed on the road side (outside of a vehicle) as a road-side infrastructure traffic system, and includes a device that acquires road traffic information and a device that transmits the acquired traffic information. The infrastructure system 10 of this embodiment includes a DSSS sensor 11, a signal controller 12, an information relay determination device 13, an optical beacon 14, a DSRC beacon 15, and a pedestrian detection sensor 16.

On the other hand, the in-vehicle navigation system 20 is mounted on the host vehicle MM. The in-vehicle navigation system 20 includes an optical beacon antenna 21, a DSRC antenna 22, a CAN 23, a controller 24, a monitor 25, and a speaker 26.
Here, DSSS (driving safety support systems) is a safe driving support system, and DSRC (Dedicated Short Range Communication) is dedicated narrow area communication which is one of two-way wireless communication technologies.

The DSSS sensor 11 detects an oncoming vehicle entering the intersection and transmits the detection result to the information relay determination device 13.
The signal controller 12 displays the scheduled signal time information of the range determined at the time when the signal level is determined by the specified period, the sensitive control at the time of the first rise, and at the time of the operation mode transition. Output to the information relay determination device. That is, the signal controller 12 outputs the signal information related to the display of the target traffic signal to the information relay determination device for the vehicle traffic signal and the pedestrian traffic signal installed at the target intersection.

  The pedestrian detection sensor 16 also includes information on a pedestrian crossing area WW that is an area including a target pedestrian crossing W1, and a pedestrian Z (including a person riding a bicycle) in the pedestrian crossing area WW. An object estimated to be detected is detected. The pedestrian detection sensor 16 outputs pedestrian information, which is information on the object estimated as the pedestrian Z, and information on the pedestrian crossing area WW to the information relay determination device.

  The pedestrian crossing region WW is, for example, a region that covers the entire area of one target pedestrian crossing W1 (a region including the bicycle crossing zone when the bicycle crossing zone is adjacent). Here, the pedestrian crossing area WW may be set so as to include a part of the sidewalk continuous with the pedestrian crossing W1 (a standby part having a width of, for example, 50 cm from the pedestrian crossing W1).

  The pedestrian detection sensor 16 of the present embodiment includes two cameras 16a and an image processing device 16b that processes an image from the camera 16a for one target pedestrian crossing W1. One camera 16a may be used. The two cameras 16a are installed at positions where the pedestrian crossing area WW can be imaged from both sides of the target pedestrian crossing W1. The image processing device 16b of the pedestrian detection sensor 16 performs image processing on an image captured by the two cameras 16a, whereby a position of an object estimated as a pedestrian Z (hereinafter simply referred to as a pedestrian Z). The coordinates are calculated, and information including the position coordinates and the moving direction of the target pedestrian Z is used as pedestrian information. Here, for example, when two pedestrians Z are adjacent to each other, they may be recognized as one pedestrian Z. If the movement speed of the pedestrian Z can be detected with a certain degree of accuracy, the movement speed is also included in the pedestrian information. Here, the moving direction and the moving speed can be obtained from the change in the position of the target pedestrian Z in the continuously acquired images. The information on the pedestrian crossing area WW includes the coordinate system (see FIG. 3) for specifying the coordinates of the pedestrian Z for each target pedestrian crossing W1, and the pedestrian crossing area WW in the coordinate system. Has information to identify.

  The information relay determination device 13 instructs the optical beacon 14 and the DSRC beacon 15 to determine whether or not the service can be provided based on a command from the lower device. Further, when an abnormality is detected in the own device or a connected roadside device, the optical beacon 14 and the DSRC beacon 15 are instructed to be unable to provide a service. In addition, static information such as road alignment information received from the lower device is registered in the optical beacon 14 and the DSRC beacon 15. Further, signal information for the route to be provided is extracted from the signal information received from the signal controller 12 and registered in the optical beacon 14 and the DSRC beacon 15. Also, obstacle detection event expression information is generated from the output information of the DSSS sensor 11 and registered in the optical beacon 14 and the DSRC beacon 15. Here, the obstacle detection event expression information includes an arrival required time Tg until the oncoming straight vehicle reaches the intersection. This required time Tg will be described later.

  The optical beacon 14 determines whether or not the service can be provided based on the command from the information relay determination device 13 and the presence or absence of registration information. In addition, if an abnormality of the own device is detected, the service cannot be provided. Moreover, during service operation, downlink information is produced | generated based on the registration information from the information relay determination apparatus 13, and downlink information is provided according to the uplink request of a vehicle. Further, the elapsed time from the time when the signal information is registered is measured, and the signal information is counted down every 100 ms. Moreover, the elapsed time from the time when the obstacle detection event expression information is registered is measured, and the information acquisition elapsed time is counted up every 100 ms. In addition, location support for detecting the host vehicle MM position (distance to the stop line) is performed.

  The DSRC beacon 15 determines whether or not the service can be provided based on the command from the information relay determination device 13 and the presence or absence of registration information. In addition, if an abnormality of the own device is detected, the service cannot be provided. Further, during service operation, downlink information is generated based on the registration information from the information relay determination device 13 and the downlink information is provided. Further, the elapsed time from the time when the signal information is registered is measured, and the signal information is counted down every 100 ms. Moreover, the elapsed time from the time when the obstacle detection event expression information is registered is measured, and the information acquisition elapsed time is counted up every 100 ms.

  The optical beacon antenna 21 transmits uplink information requesting DSSS information to the optical beacon 14 when passing through the optical beacon 14, and DSSS information (system information, road alignment information, signal information) through road-to-vehicle communication with the optical beacon 14. , Signal event expression information, obstacle detection information, obstacle detection event expression information) and the received DSSS information is transmitted to the controller 24.

  The DSRC antenna 22 performs DSSS information (system information, signal information, signal event expression information, obstacle detection information, obstacle detection event expression information) by road-to-vehicle communication with the DSRC beacon 15 within the communication area of the DSRC beacon 15. Are continuously received, and the received DSSS information is transmitted to the controller 24.

  The CAN 23 is a driver's brake operation information (master cylinder pressure information, wheel cylinder pressure information, brake pedal stroke amount information, braking force command value information in brake-by-wire), or driver's steering operation information (steering). Angle information, steering torque information, etc.) and winker operation information are output to the controller 24.

  Based on the system information received from the optical beacon 14, the controller 24 determines the provision state of the right turn driving support service and performs service-in. Further, the position of the host vehicle MM is determined from the system information received from the optical beacon 14 and the road alignment information, and the movement distance of the host vehicle MM after the position determination is calculated. In addition, a departure from the service target road is detected from the road alignment information and the traveling direction of the host vehicle MM, and a service out determination is performed when the departure is in the middle. Further, the signal remaining number is counted down from the time when the signal information is received. Further, it is determined from the logical area information of the system information received from the DSRC beacon 15 whether the host vehicle MM is a logical area where the information of the DSRC beacon 15 is valid. In addition, the necessity of driving support at the time of right turn is determined based on the signal state, oncoming vehicle detection information, the distance from the intersection to the right turn destination, the speed of the host vehicle MM, the deceleration, and the like. And when driving assistance is required when turning right, the driver is alerted via the monitor 25 and the speaker 26.

As shown in FIG. 4, the controller 24 includes a right turn travel support means 241 for the oncoming straight vehicle and a pedestrian right turn travel support means 242 as the right turn travel support.
First, a description will be given of processing of the right turn driving support means 241 for the oncoming straight vehicle that is executed by the controller 24 every predetermined time (for example, 10 msec).
FIG. 5 is a flowchart showing the right turn travel support means 241 for the oncoming vehicle.

First, in step S101, distribution data from the optical beacon 14 and the DSRC beacon 15 is received.
In subsequent step S102, it is determined whether or not the host vehicle MM is traveling in a right turn dedicated lane or the right turn signal is ON. Here, if the travel lane is not dedicated to the right turn and the right turn signal is OFF, the host vehicle MM is determined not to turn right and returns to the predetermined main program. On the other hand, if the host vehicle MM is traveling in the right turn lane or if the right turn signal is ON, it is determined that the host vehicle MM wants to turn right, and the process proceeds to step S103.

In step S103, it is determined whether there is an oncoming straight-ahead vehicle. Here, if there is no opposite straight vehicle, it is determined that the vehicle can turn right as it is, and the process returns to a predetermined main program. On the other hand, if the on-coming vehicle is present, it is determined that it is necessary to determine right-right interference, and the process proceeds to step S104.
In step S104, the right turn required time Tr until the right turn of the host vehicle MM is completed is calculated.

FIG. 6 is a diagram illustrating a method of calculating the right turn required time Tr.
First, on the map coordinates, the node point indicating the current position of the host vehicle MM is P1, the node point indicating the outflow position to the right turn destination route is P2, and the distance Lr between P1 and P2 is calculated. The distance Lr may be a linear distance between P1 and P2 or a curved distance when passing through the reference route. Also, the longer straight line distance and curved distance may be selected (select high). Then, as shown in the following formula (1), a right turn required time Tr is calculated. Here, ar is a general acceleration when the host vehicle MM starts from a stopped state or an extremely low speed state for a right turn, and a value of about 0.18 to 0.22 G, for example, is substituted.

  In the subsequent step S105, it is determined whether the right turn required time Tr is equal to or longer than the required arrival time Tg. Here, if the determination result is “the right turn required time Tr is less than the required arrival time Tg”, it is determined that interference with the oncoming vehicle (right-handed interference) can be avoided, and the process returns to the predetermined main program as it is. On the other hand, if the determination result is “the right turn required time Tr is equal to or longer than the required time Tg”, it is determined that there is a possibility of causing an interference with the oncoming vehicle (right straight interference), and the process proceeds to step S106.

Here, the required travel time Tg will be described. FIG. 7 is a conceptual diagram of the required arrival time Tg.
The required travel time Tg is the time until the oncoming straight vehicle reaches the intersection, but when a plurality of oncoming straight vehicles are running continuously, after one oncoming straight vehicle passes the intersection, The time (gap time) until the next oncoming straight vehicle reaches the intersection. The information relay determination device 13 calculates the required travel time Tg based on the speed and position of each oncoming vehicle, generates obstacle detection event expression information, and transmits it through the optical beacon 14 and the DSRC beacon 15. .

  In step S106, it is determined whether or not the brake of the host vehicle MM is OFF. Specifically, it is determined that the brake is OFF when the amount of brake operation is smaller than a predetermined threshold th. Here, if the brake is ON, it is determined that the host vehicle MM has not started a right turn and returns to the predetermined main program as it is. On the other hand, if the brake is OFF, it is determined that the host vehicle MM has started a right turn, and the process proceeds to step S107.

  In step S107, the driver is alerted via the monitor 25 and the speaker 26, and then the process returns to the predetermined main program. That is, by notifying that there is a possibility of interference with the oncoming vehicle, the vehicle waits for a right turn.

Next, the pedestrian right turn travel support means 242 will be described.
The pedestrian right turn travel support means 242 operates when it is determined that the vehicle MM has started making a right turn after the processing by the right turn travel support means 241 for the oncoming straight vehicle is completed. However, the operation start condition is not limited to this, and the right start of the host vehicle MM may be detected.

The pedestrian right turn running support means 242 includes a pedestrian crossing area acquisition means 242A, a pedestrian information acquisition means 242B, a visual field area setting means 242C, a pedestrian detection means 242D, an alerting start state determining means 242E, and an alerting action. Means 242F are provided.
The pedestrian crossing area acquisition unit 242A acquires the coordinate information of the pedestrian crossing area WW corresponding to the right-hand pedestrian crossing W1 from the infrastructure system 10, and uses the coordinate information as the map coordinates of the in-vehicle navigation system 20 of the host vehicle MM. And the pedestrian crossing region WW is associated with the map coordinates.

  The pedestrian information acquisition unit 242B acquires pedestrian information in the pedestrian crossing area WW including the pedestrian crossing W1 positioned at the right turn of the host vehicle MM at the intersection. Specifically, the pedestrian information acquisition unit 242B acquires pedestrian information in the pedestrian crossing area WW at the right turn destination from the infrastructure system 10. The pedestrian information includes information on the position coordinates of each pedestrian Z existing in the target pedestrian crossing region WW and the moving direction of each pedestrian Z. And the position coordinate of each pedestrian Z is converted into the map coordinate of the vehicle-mounted navigation system 20, and the position of each pedestrian Z is matched with the said map coordinate.

  The field-of-view area setting unit 242C sets the field-of-view area SA that is estimated to be visually recognized by the driver of the host vehicle MM with respect to the forward direction of the host vehicle MM when the host vehicle MM turns right at the intersection. As shown in FIG. 8, the visual field area SA is an area that is widened at a predetermined visual field angle θ from the visual field center point SP that is preset in the host vehicle MM toward the front of the vehicle. The visual field center point SP is set, for example, at the driver position. The visual field center point SP may be set at a position passing through the center in the vehicle width direction. FIG. 8 illustrates the case where the visual field center point SP is set at the front position of the host vehicle MM.

  In the reference state where the steering angle of the steering wheel is zero, the viewing angle θ is set in the left-right direction of the vehicle passing through the viewing center point SP and centering on the longitudinal axis Y of the vehicle as shown in FIG. Is set to a viewing angle θ that is the same angle (θR = θL). When the steering wheel is steered with respect to this reference state, the direction of the viewing angle θ is changed in the steering direction. That is, with respect to the longitudinal axis Y of the host vehicle MM, as shown in FIG. 9, the entire visual field angle θ is rotationally displaced in the steering direction of the steering wheel by an amount corresponding to the steering angle with the visual field center point SP as the center. Sets the position of the angle θ. The initial value of the viewing angle θ is set to 45 degrees, for example. Note that it is preferable to set the visual field area SA so that the predicted travel locus of the host vehicle MM obtained from the steering angle and the own vehicle speed is located in the visual field area SA. Further, the viewing area SA does not necessarily have to be defined by the viewing angle θ as described above.

  The field-of-view area setting means 242C sets the width in the left-right direction of the host vehicle MM in the field-of-view area SA according to the vehicle speed of the host vehicle MM. The width of the visual field area SA is set small. Further, the visual field region setting means 242C sets the width in the left-right direction of the own vehicle MM in the visual field region SA according to the acceleration of the own vehicle MM. The width of the visual field area SA is set small. Specifically, the visual field area setting unit 242C sets the visual field angle θ to be smaller as it is larger than a preset vehicle speed or acceleration. For example, the preset vehicle speed is set to 5 km / h.

  Further, when the visual field area setting unit 242C determines that the signal of the pedestrian traffic light applied to the pedestrian crossing W1 located at the right turn point is in a blinking state, the visual field region setting unit 242C has the above-described visual field region compared with the case where the signal is not blinking. The width in the left-right direction of the host vehicle MM in the area SA is set small. Specifically, when the visual field region setting unit 242C obtains the signal information of the traffic light for pedestrians installed on the right-hand pedestrian crossing W1 from the infrastructure system 10 and determines that the signal is blinking, The viewing angle θ is changed to be smaller than the initial value.

  The field-of-view area setting unit 242C obtains the signal information of the vehicle traffic signal applied to the host vehicle MM from the infrastructure system 10, and the right turn arrow is displayed on the vehicle traffic signal applied to the host vehicle MM. Is determined, the setting is changed so that the viewing angle θ is smaller than the initial value.

  Here, in the above description, the vehicle speed / acceleration of the host vehicle MM is equal to or higher than a preset value, the signal of the pedestrian traffic light is blinking, and a right turn arrow is displayed on the vehicle traffic signal applied to the host vehicle MM. In this case, it has been described that the viewing angle θ is set smaller than the initial value. You may set so that viewing angle (theta) may become so small that the conditions which set this viewing angle (theta) small are superimposed. In this case, it is preferable to weight each condition.

  Based on the pedestrian information, the pedestrian detection means 242D detects the presence of a pedestrian Z in a caution area TA that does not overlap the visual field area SA in the pedestrian crossing area WW. Here, a region where the pedestrian crossing region WW and the visual field region SA overlap is referred to as an overlapping region LA.

  The pedestrian detection means 242D superimposes the coordinates of the pedestrian crossing area WW associated with the map coordinates of the in-vehicle navigation system 20 of the host vehicle MM and the coordinates of the visual field area SA set by the visual field area setting means 242C. The overlap area LA and the attention required area TA are obtained. Next, the pedestrian detection means 242D detects the presence or absence of the pedestrian Z located in the attention required area TA from the coordinates of each converted pedestrian Z associated with the map coordinates. When the presence of the pedestrian Z is detected, it is determined whether or not the moving direction of the pedestrian Z is approaching the overlapping area LA.

Here, the caution area TA, the overlap area LA, and the pedestrian Z may be displayed in a combined manner on the display unit of the in-vehicle navigation system 20 by changing the color or the like.
When the pedestrian detection unit 242D of the present embodiment determines that the pedestrian Z exists in the attention required area TA and the pedestrian Z is moving toward the overlapping area LA, the pedestrian Z to be alerted is determined. It is determined that it has been detected.

  The alerting start state determining unit 242E determines whether or not alerting for the pedestrian Z is started. For example, when the process by the right turn driving support means 241 for the oncoming straight vehicle is completed, it is determined that the alerting for the pedestrian Z is started.

  In the alerting start state determination unit 242E of the present embodiment, when the host vehicle MM makes a right turn at an intersection, the pedestrian crossing W1 side from the interference point position X that may interfere with the oncoming straight vehicle or the interference point position X. Is determined as the alerting start state. Alternatively, if an overlapping portion is generated in the pedestrian crossing area WW and the visual field area SA, it may be determined that the state has started to call attention.

  Here, the interference point position X is set, for example, to a line along the center position in the vehicle width direction of the lane that is closest to the pedestrian crossing W1 among the lanes in which the oncoming straight vehicle travels. In this case, the intersection point position between this line and the predicted travel trajectory of the host vehicle is the interference point position X.

  The alerting means 242F determines that the alerting start state determining means 242E is in the alerting start state, the pedestrian detecting means 242D detects that the pedestrian Z exists in the attention required area TA, and the detected walking When the driver Z is heading for the overlap area LA, the driver is alerted. That is, the alerting means 242F alerts the driver via the monitor 25 and the speaker 26, and then returns to the predetermined main program. By notifying that there is a possibility of interference with the pedestrian Z by this alerting, the driver is prompted to perform processing such as reducing the speed.

However, if the warning means 242F determines that the pedestrian traffic light applied to the pedestrian crossing W1 located at the right turn is a red signal, the warning means 242F suppresses the warning.
The pedestrian right turn travel support means 242 ends the process when the front end of the host vehicle MM passes through the target pedestrian crossing region WW.

Next, the process of the pedestrian right turn running support means 242 executed by the controller 24 every predetermined time (for example, 10 msec) will be described with reference to FIG.
Note that the pedestrian right turn travel support means 242 starts operation when a right turn is detected, and ends the process when the pedestrian crossing region WW is passed.

First, in step S200, distribution data from the optical beacon 14 and the DSRC beacon 15 is received.
In step S210, the alerting start state determining unit 242E determines whether or not the alerting start state is in effect, and if it is determined as the alerting start state, the process proceeds to step S220. If it is not the alerting start state, it will be on standby until it reaches the alerting start state by returning. The alerting start state is, for example, when the front end of the host vehicle MM passes through the center position of the traveling lane of the oncoming straight vehicle.

In step S220, the pedestrian crossing area acquisition unit 242A associates the pedestrian crossing area WW that is the right turn destination with the map coordinates of the in-vehicle navigation system 20 of the host vehicle MM.
In step S230, the visual field area setting unit 242C sets the visual field area SA in the map coordinates. Further, the attention required area TA and the overlapping area LA are obtained based on the pedestrian crossing area WW and the visual field area SA. Here, the viewing angle θ for determining the viewing area SA is changed according to the vehicle speed or the like as described above.

In step S240, the pedestrian information of the pedestrian Z acquired by the pedestrian information acquisition unit 242B is converted into the coordinate system of the host vehicle MM. And pedestrian detection means 242D determines whether the pedestrian Z exists in the attention required area | region TA. If there is no pedestrian Z, the vehicle returns as it is. When the pedestrian Z exists, it transfers to step S250.
In step S250, the pedestrian detection means 242D shifts the moving direction of the pedestrian Z existing in the attention required area TA to 260. On the other hand, when there is no pedestrian Z approaching the overlapping area LA, the process returns.

In step S260, the alerting means 242F alerts the driver and returns.
Here, the processing of the above flow by the pedestrian right turn travel support means 242 is repeatedly performed until the front end of the host vehicle MM passes the pedestrian crossing region WW.

(Operation etc.)
First, when the host vehicle MM makes a right turn (Yes in S102), if there is no oncoming vehicle (No in S103), the vehicle can turn right as it is, so the driver is not alerted. . On the other hand, when there is an oncoming straight vehicle (Yes in S103), a right turn required time Tr until the right turn of the host vehicle MM is completed is calculated (S104).

  When the required turn right time Tr is shorter than the required arrival time Tg of the oncoming straight vehicle delivered from the DSRC beacon 15 (No in S105), it is determined that the right turn interference with the oncoming straight vehicle can be avoided, No warning will be given to the driver. On the other hand, when the right turn required time Tr is equal to or longer than the required arrival time Tg (Yes in S105), the driver is alerted because there is a possibility of interference with the oncoming vehicle (S107). Thereby, the driver can step on the start of the right turn.

  Furthermore, when the own vehicle MM starts turning right and the own vehicle MM passes through the interference point position X with the right-turning straight vehicle that is considered unnecessary to pay attention to the oncoming straight-ahead vehicle, an alerting start state for the pedestrian Z is started. And right turn support for the pedestrian Z is started.

  Then, with respect to the pedestrian crossing area WW including the pedestrian crossing W1 at the right turn destination, as shown in FIG. 11B, the user walks to the attention requiring area TA that is an area that does not overlap the visual field area SA set in front of the host vehicle MM. If it is determined that there is a pedestrian Z and the pedestrian Z is approaching the overlap area LA (YES in S240 and S250), a warning sound, voice, display, etc. indicate that there is a pedestrian Z to be noted To alert the driver (S260).

  On the other hand, even if the pedestrian Z exists in the pedestrian crossing area WW including the pedestrian crossing W1 at the right turn destination, the driver visually recognizes when the pedestrian Z exists in the overlapping area LA as shown in FIG. Suppresses alerts by assuming that Moreover, even if the pedestrian Z exists in the caution required area TA that is a pedestrian crossing area WW and may not be visually recognized by the driver, as shown in FIG. Is not directed to the overlap area LA, the alerting is suppressed. As a method of suppression, for example, the volume of the warning sound or voice is reduced, the display of alerting is reduced, or the content of the warning sound or voice is changed.

  As described above, it is possible to suppress annoyance to the driver by performing alerting to the driver with respect to the pedestrian Z only in a situation that is estimated to be necessary.

(Effect of this embodiment)
(1) The pedestrian information acquisition unit 242B acquires pedestrian information in the pedestrian crossing region WW including the pedestrian crossing W1 positioned at the right turn of the host vehicle MM at the intersection. The field-of-view area setting unit 242C sets the field-of-view area SA that is estimated to be visually recognized by the driver of the host vehicle MM with respect to the forward direction of the host vehicle MM when the host vehicle MM turns right at the intersection. Based on the pedestrian information, the pedestrian detection means 242D detects the presence of the pedestrian Z in the attention required area TA that does not overlap the visual field area SA in the pedestrian crossing area WW. The alerting means 242F alerts the driver when the pedestrian detection means 242D detects that an object presumed to be a pedestrian Z exists in the attention required area TA.

  Accordingly, even if a pedestrian Z is present at the pedestrian crossing W1 at the right turn destination, if it is estimated that the driver is viewing, the alerting is suppressed. Thereby, the alerting to the pedestrian Z is optimized, and the annoyance to the alerting of the driver can be reduced.

(2) The pedestrian detection means 242D sets only the pedestrian Z approaching the overlapping area LA overlapping the visual field area SA in the pedestrian crossing area WW as a detection target.
Thereby, even if there is a pedestrian Z that may not be visually recognized by the driver, it is possible to suppress the alerting to the pedestrian Z that is estimated not to be close to the host vehicle MM. As a result, it is possible to further reduce annoyance to the driver's attention.

(3) The field-of-view area setting means 242C sets the width in the left-right direction of the host vehicle MM in the field-of-view area SA according to the vehicle speed or acceleration of the host vehicle MM. The width of the visual field area SA is set smaller than that in the case where it is small.
Thereby, the visual field area SA estimated to be visually recognized by the driver is optimized. As a result, alerting to the pedestrian Z is optimized.

(4) If the warning means 242F determines that the pedestrian traffic light on the pedestrian crossing W1 located at the right turn point is a red signal, the warning means 242F suppresses the warning.
When the pedestrian traffic light is red, it is presumed that the pedestrian Z does not pass the pedestrian crossing W1, and thus alerting is suppressed. Thereby, the troublesomeness with respect to alerting can be reduced.

(5) When the visual field region setting unit 242C determines that the signal of the pedestrian traffic light applied to the pedestrian crossing W1 located at the right turn is blinking, compared to the case where the signal is not blinking, A width in the left-right direction of the host vehicle MM in the visual field area SA is set small.
Thereby, the visual field area SA estimated to be visually recognized by the driver is optimized. As a result, alerting to the pedestrian Z is optimized.

(6) When the visual field setting means 242C determines that the right turn arrow is displayed on the vehicle traffic signal applied to the host vehicle MM, the vehicle traffic signal applied to the host vehicle MM is a green signal and the right turn arrow. Compared to the state where is not displayed, the width in the left-right direction of the host vehicle MM in the visual field area SA is set smaller.

When making a right turn while a right turn arrow is displayed, the driver's field of view for pedestrians tends to narrow. In this case, the width of the visual field area SA is set small.
Thereby, the visual field area SA estimated to be visually recognized by the driver is optimized. As a result, alerting to the pedestrian Z is optimized.

(7) The alerting start state determining means 242E is located closer to the pedestrian crossing W1 than the interference point position X that may interfere with the oncoming straight vehicle when the host vehicle MM turns right at the intersection. It is determined whether or not there is a certain alerting start state. The alerting means 242F executes a process for determining whether or not to alert the driver after the alerting start state determining means 242E determines that the alerting start state has been reached.
Thereby, the start of alerting can be made appropriate.

(8) The visual field area SA is an area that widens at a viewing angle θ set forward from the host vehicle MM.
Thereby, the visual field area SA can be set easily.

(Modification)
(1) In the above embodiment, when a pedestrian Z that exists in the attention-requiring area TA and heads for the overlapping area LA is detected, it is determined to be alerting. Even if a pedestrian Z that is present in the attention-requiring area TA and heads for the overlapping area LA is detected, if the distance to the overlapping area LA of the pedestrian Z is more than a preset distance, Arousal may be suppressed. This is because the pedestrian Z heading for the overlap area LA can recognize the host vehicle MM and slow down the speed so as to avoid interference with the host vehicle MM if the distance is greater than a predetermined distance.

(2) The level of alerting may be varied depending on the speed of the pedestrian Z heading for the overlapping area LA. In this case, the higher the speed of the pedestrian Z toward the overlapping area LA, the stronger the alert, such as increasing the warning sound or greatly emphasizing the alert display.
(3) In the above embodiment, the case where the viewing area SA is set with the viewing angle θ has been described. The visual field area SA need not be set by the visual field angle θ as long as it is an area that is set in advance in the traveling direction of the host vehicle MM and set in advance.

DESCRIPTION OF SYMBOLS 10 Infrastructure system 16 Pedestrian detection sensor 16a Camera 16b Image processing apparatus 20 Car-mounted navigation system 25 Monitor 26 Speaker 241 Right turn driving support means 242 for oncoming straight vehicle Pedestrian right turn driving support means 242A Pedestrian crossing area acquisition means 242B Walking Person information acquisition means 242C Field of view setting means 242D Pedestrian detection means 242E Attention start state determination means 242F Attention start means W1 Pedestrian crossing area WW Pedestrian crossing area TA Needed attention area LA Overlapping area SA Viewing area θ Viewing angle SP Viewing center X Interference point position MM Own vehicle Z Pedestrian

Claims (8)

Pedestrian information acquisition means for acquiring pedestrian information in a pedestrian crossing area including a pedestrian crossing located at the right turn of the vehicle at the intersection;
When the host vehicle turns right at the intersection, a field-of-view area setting means for setting a field-of-view area estimated to be visually recognized by the driver of the host vehicle with respect to the forward direction of the host vehicle,
Based on the pedestrian information, a pedestrian detection means for detecting the presence of a pedestrian in a region requiring attention that does not overlap the visual field region in the pedestrian crossing region,
When the pedestrian detection means detects the presence of a pedestrian in the attention-requiring area, the alert means for alerting the driver;
Equipped with a,
Caution to determine whether the vehicle is located in the alert start position where the vehicle is located on the side of the pedestrian crossing from the position of the interference point that may interfere with the oncoming vehicle when turning right at the intersection Equipped with an arousal start state determination means,
The above-mentioned alerting means executes a process for determining whether or not to alert the driver after the alerting start state determining means determines that it is an alerting start state. .   2. The right turn traveling support apparatus for a vehicle according to claim 1, wherein the pedestrian detection means detects only a pedestrian approaching an overlapping area overlapping the visual field area in the pedestrian crossing area.   The field-of-view area setting means sets the width in the left-right direction of the host vehicle in the field-of-view area according to the vehicle speed or acceleration of the host vehicle, and when the vehicle speed or acceleration is large, The right-turn traveling support device for a vehicle according to claim 1 or 2, wherein a width of the visual field region is set small.   The said alerting means suppresses the said alerting, if it determines with the pedestrian traffic light of the pedestrian crossing located in the said right turn point being a red signal, The any one of Claims 1-3 characterized by the above-mentioned. The vehicle driving support device for turning right as described in 1.   When the visual field area setting means determines that the signal of the pedestrian traffic light applied to the pedestrian crossing located at the right turn is blinking, the vehicle in the visual field area is compared with the case where the signal is not blinking. 5. The right-turn traveling support device for a vehicle according to claim 1, wherein a width in the left-right direction is set to be small.   When the visual field setting means determines that the right turn arrow is displayed on the vehicle traffic signal applied to the host vehicle, the visual field setting means compares the state with the state where the right turn arrow is not displayed on the vehicle traffic signal applied to the host vehicle. The vehicle right-turn travel support device according to any one of claims 1 to 5, wherein a width in the left-right direction of the host vehicle in the visual field region is set to be small. The vehicle travel support device for a right turn according to any one of claims 1 to 6 , wherein the visual field region is a region that widens at a viewing angle set forward from the host vehicle. The controller installed in your vehicle
Acquire pedestrian information in the pedestrian crossing area including the pedestrian crossing located at the right turn of the vehicle at the intersection by the pedestrian information acquisition means ,
With respect to the traveling direction forward of the host vehicle turning right at the intersection, a field region that is a front region estimated to be visually recognized by the driver of the host vehicle is set by the field region setting means ,
Start alerting whether the host vehicle is in the alert start position where the host vehicle is located closer to the pedestrian crossing than the interference point position that may interfere with the oncoming straight vehicle when turning right at the intersection It is determined by the state determination means,
After the alert start state determination means determines that the alert start state, based on the presence of pedestrian caution arousal region which does not overlap with the viewing area in the upper Symbol pedestrian-crossing region to the pedestrian information When the pedestrian detection means detects, a warning assistance means alerts the driver, and the vehicle's right turn driving support method.

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